SPA.LVO.120 Flight crew competence

COMPETENCE OF THE FLIGHT CREW FOR THE INTENDED OPERATIONS — EXPERIENCE IN TYPE OR CLASS, OR AS PILOT-IN-COMMAND/COMMANDER To ensure that the flight crew is competent to conduct the intended operations, the operator should assess the risks associated with the conduct of low-visibility approach operations by pilots new to the aircraft type or class and take the necessary mitigations. Where such mitigations include an increment to the visibility or RVR for LVOs, this should be stated in the operations manual.

COMPETENCE OF THE FLIGHT CREW FOR THE INTENDED OPERATIONS — RECENT EXPERIENCE FOR EFVS OPERATIONS To be considered competent to conduct EFVS operations:

(a)Pilots should complete a minimum of two approaches on each type of aircraft operated using the operator’s procedures for EFVS operations during the validity period of each operator proficiency check or periodic demonstration of competence unless credits related to recent experience when operating more than one type are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012. When the operator is approved for both EFVS-L and EFVS-A, a minimum of one approach in each EFVS operation should be completed.

(b)If a flight crew member is authorised to operate as pilot flying and pilot monitoring during EFVS operations, the flight crew member should complete the required number of approaches in each operating capacity.

COMPETENCE OF THE FLIGHT CREW FOR THE INTENDED OPERATIONS — RECENT EXPERIENCE FOR SA CAT I, CAT II, SA CAT II AND CAT III APPROACH OPERATIONS To be considered competent:

(a)Pilots authorised to conduct low-visibility approach operations or operations with operational credits should complete at least two approaches using the operator’s procedures for lowvisibility approach operations or operations with operational credits, during the validity period of each operator proficiency check or periodic demonstration of competence, unless credits related to recent experience when operating more than one type are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012.

(b)If the operator is approved for more than one piece of aircraft equipment used (e.g. autoland, HUD, auto-coupled approach with manual landing, SVGS, etc.), pilots should complete at least one additional approach in the lowest approved RVR (either to go-around or landing) for each piece of aircraft equipment used during the validity period of each operator proficiency check or periodic demonstration of competence (e.g. two approaches CAT II with autoland and one CAT II with auto-coupled to below DH with manual landing, two CAT II autoland and one CAT II HUD to below DH with manual landing or vice versa) unless credits related to recent experience when operating more than one type are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012.

(c)Pilots authorised to conduct low-visibility approach operations or operations with operational credits using HUDLS or equivalent display systems to touchdown should complete two approaches (e.g. an operator approved for CAT II/III HUDLS will do two CAT III HUDLS; other examples would be two CAT III autoland and two CAT III HUDLS to touchdown, two SA CAT II autoland and two SA CAT II HUDLS, or when combining several LVOs and equipment, two CAT III autoland and one CAT II auto-coupled to below DH with manual landing and two CAT III HUDLS to touchdown) using the operator’s procedures for low-visibility approach operations or operations with operational credits using HUDLS, during the validity period of each operator proficiency check or periodic demonstration of competence unless credits related to recent experience when operating more than one type are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012.

(d)If a flight crew member is authorised to operate as pilot flying and pilot monitoring, the flight crew member should complete the required number of approaches in each operating capacity.

COMPETENCE OF THE FLIGHT CREW FOR THE INTENDED OPERATIONS — EXPERIENCE IN TYPE OR CLASS, OR AS PILOT-IN-COMMAND/COMMANDER As general guidance, the operator may use the following reference to assess the experience in type or class or as pilot-in-command/commander referred to in AMC1 SPA.LVO.120(a):

(a)Before commencing CAT II operations, the following guidance applies to pilotsincommand/commanders or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type:

(1)50 hours or 20 sectors on the type, including LIFUS; and

(2)100 m should be added to the applicable CAT II RVR minima when the operation requires a CAT II manual landing to touchdown until:

(i)a total of 100 hours or 40 sectors, including LIFUS, has been achieved on the type; or

(ii)a total of 50 hours or 20 sectors, including LIFUS, has been achieved on the type where the flight crew member has been previously qualified for CAT II manual landing operations with an EU operator;

(3)100 m may be added to the applicable CAT II RVR minima when the operation requires the use of CAT II HUDLS to touchdown until:

(i)a total of 40 sectors, including LIFUS, has been achieved on the type; or

(ii)a total of 20 sectors, including LIFUS, has been achieved on the type where the flight crew member has been previously qualified for CAT II HUDLS to touchdown with an EU operator. The sector provision in point (a)(1) may always be applicable; the hours on type or class may not fulfil the provisions.

(b)Before commencing CAT III operations, the following additional provisions may apply to pilotsincommand/commanders or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type:

(1)50 hours or 20 sectors on the type, including LIFUS; and

(2)100 m may be added to the applicable CAT II or CAT III RVR minima unless they have been previously qualified for CAT II or III operations with an EU operator, until a total of 100 hours or 40 sectors, including LIFUS, has been achieved on the type.

INITIAL TRAINING FOR LVTO IN AN RVR LESS THAN 400 M The operator should ensure that the flight crew members have completed the following training and checking prior to being authorised to conduct take-offs in an RVR below 400 m unless credits related to training and checking for previous experience in LVTOs on similar aircraft types are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012:

(a)A ground training course including at least the following:

(1)characteristics of fog;

(2)effects of precipitation, ice accretion, low-level wind shear and turbulence;

(3)the effect of specific aircraft/system malfunctions;

(4)the use and limitations of RVR assessment systems;

(5)procedures to be followed and precautions to be taken with regard to surface movement during operations when the RVR is 400 m or less and any additional procedures required for take-off in conditions below 150 m;

(6)qualification requirements for pilots to obtain and retain approval to conduct LVOs; and

(7)the importance of correct seating and eye position.

(b)A course of FSTD/flight training covering system failures and engine failures resulting in continued as well as rejected take-offs. Such training should include at least:

(1)normal take-off in minimum approved RVR conditions;

(2)take-off in minimum approved RVR conditions with an engine failure:

(i)for aeroplanes, between V1 and V2 (take-off safety speed) or as soon as safety considerations permit;

(ii)for helicopters, at or after the take-off decision point (TDP); and

(3)take-off in minimum approved RVR conditions with an engine failure:

(i)for aeroplanes, before V1 resulting in a rejected take-off; and

(ii)for helicopters, before the TDP.

(c)The operator approved for LVTOs with an RVR below 150 m should ensure that the training specified in (b) is carried out in an FSTD. This training should include the use of any special procedures and equipment.

(d)The operator should ensure that a flight crew member has completed a check before conducting LVTOs in RVRs of less than 150 m. The check should require the execution of:

(1)at least one LVTO in the minimum approved visibility;

(2)at least one rejected take-off at minimum approved RVR in an aircraft or FSTD. For pilots with previous experience with an EU operator of LVTOs in RVRs of less than 150 m, the check may be replaced by successful completion of the FSTD and/or flight training specified in (a), (b) and (c).

INITIAL TRAINING AND CHECKING FOR SA CAT I, CAT II, SA CAT II AND CAT III APPROACH OPERATIONS Operators should ensure that flight crew members complete the following training and checking before being authorised to conduct SA CAT I, CAT II, SA CAT II and CAT III approach operations unless credits related to training and checking for previous experience on similar aircraft types are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012:

(a)For flight crew members who do not have previous experience of low-visibility approach operations requiring an approval under this Subpart with an EU operator:

(1)A course of ground training including at least the following:

(i)characteristics and limitations of different types of approach aids;

(ii)characteristics of the visual aids;

(iii)characteristics of fog;

(iv)operational capabilities and limitations of airborne systems to include symbology used on HUD/HUDLS or equivalent display systems, if appropriate;

(v)effects of precipitation, ice accretion, low level wind shear and turbulence;

(vi)the effect of specific aircraft/system malfunctions;

(vii)the use and limitations of RVR assessment systems;

(viii)principles of obstacle clearance requirements;

(ix)the recognition of failure of ground equipment or in satellite approaches, the loss of signal in space and the action to be taken in the event of such failures;

(x)procedures to be followed and precautions to be taken with regard to surface movement during operations when the RVR is 400 m or less and any additional procedures required for take-off in conditions below 150 m;

(xi)the significance of DHs based upon radio altimeters and the effect of terrain profile in the approach area on radio altimeter readings and on automatic approach/landing systems. This applies also to other devices capable of providing equivalent information;

(xii)the effect of the pre-threshold terrain and LSAA on airborne landing systems;

(xiii)the significance of alert height, if applicable, and action in the event of any failure above and below the alert height;

(xiv)qualification requirements for pilots to obtain and retain approval to conduct LVOs;

(xv)the importance of correct seating and eye position; and

(xvi)the significance of LVPs or equivalent procedures.

(2)A course of FSTD training and/or flight training in two phases as follows:

(i)Phase one (LVOs with aircraft and all equipment serviceable) — objectives

(A)understand the operation of equipment required for LVOs;

(B)understand the operating limitations resulting from airworthiness certification;

(C)practise the monitoring of automatic flight control systems and status annunciators;

(D)practise the use of HUD/HUDLS or equivalent display systems, where appropriate;

(E)understand the significance of alert height, if applicable;

(F)become familiar with the maximum lateral and vertical deviation permitted for different types of approach operation;

(G)become familiar with the visual references required at DH;

(H)master the manual aircraft handling relevant to low-visibility approach operations;

(I)practise coordination with other crew members; and

(J)become proficient at procedures for low-visibility approach operations with serviceable equipment.

(ii)Phase one of the training should include the following exercises:

(A)the required checks for satisfactory functioning of equipment, both on the ground and in flight;

(B)the use of HUD/HUDLS or equivalent display systems during all phases of flight, if applicable;

(C)approach using the appropriate flight guidance, autopilots, and control systems installed on the aircraft to the appropriate DH and transition to visual flight and landing;

(D)approach with all engines operating using the appropriate flight guidance, autopilots and control systems installed on the aircraft, including HUD/HUDLS or equivalent display systems, down to the appropriate DH followed by a missed approach, all without external visual reference;

(E)where appropriate, approaches using autopilot to provide automatic flare, hover, landing and roll-out; and

(F)where appropriate, approaches using approved HUD/HUDLS or equivalent display system to touchdown.

(iii)Phase two (low-visibility approach operations with aircraft and equipment failures and degradations) — objectives

(A)understand the effect of known aircraft unserviceability including use of the MEL;

(B)understand the effect of failed or downgraded equipment on aerodrome operating minima;

(C)understand the actions required in response to failures and changes in the status of automatic flight control/guidance systems including HUD/HUDLS or equivalent display systems;

(D)understand the actions required in response to failures above and below alert height, if applicable;

(E)practise abnormal operations and incapacitation procedures; and

(F)become proficient at dealing with failures and abnormal situations during low-visibility approach operations.

(iv)Phase two of the training should include the following exercises:

(A)approaches with engine failures at various stages of the approach;

(B)approaches with critical equipment failures, such as electrical systems, autoflight systems, ground or airborne approach aids and status monitors;

(C)approaches where failures of auto-flight or flight guidance systems, including HUDLS or equivalent display systems, require either:

(a)reversion to manual control for landing or go-around; or

(b)reversion to manual control or a downgraded automatic mode control for go-around from the DH or below, including those which may result in contact with the runway. This should include aircraft handling if, during a CAT III fail-passive approach, a fault causes autopilot to disconnect at or below the DH when the last reported RVR is 300 m or less;

(D)failures of systems that will result in excessive lateral or vertical deviation both above and below the DH in the minimum visual conditions for the operation;

(E)incapacitation procedures appropriate to low-visibility approach operations; and

(F)failures and procedures applicable to the specific aircraft type.

(v)FSTD training should include:

(A)for approaches flown using HUDLS or equivalent display systems, a minimum of eight approaches;

(B)otherwise, a minimum of six approaches.

(vi)For aircraft for which no FSTDs representing the specific aircraft are available, operators should ensure that the flight training phase specific to the visual scenarios of low-visibility approach operations is conducted in a specifically approved FSTD. Such training should include a minimum of four approaches. Thereafter, type-specific training should be conducted in the aircraft.

(3)A check requiring the completion of at least the following exercises in an aircraft or FSTD:

(i)Low-visibility approaches in simulated instrument flight conditions down to the applicable DH, using the flight guidance system. Standard procedures of crew coordination (task sharing, call-out procedures, mutual surveillance, information exchange and support) should be observed. For CAT III operations, the operator should use an FSTD approved for this purpose;

(ii)Go-around after approaches as indicated in (2) at any point between 500 ft above ground level (AGL) and on reaching the DH; and

(iii)Landing(s) with visual reference established at the DH following an instrument approach. Depending on the specific flight guidance system, an automatic landing should be performed.

(4)For operators for which LIFUS is required by Part-ORO, practice in approaches during LIFUS, as follows:

(i)For low-visibility approach operations using a manual landing:

(A)if a HUDLS or equivalent display system is used to touchdown, four landings, or if the training required by (a)(2) was conducted in an FSTD qualified for zero flight-time training (ZFTT), two landings;

(B)otherwise, three landings, or if the training required by (a)(2) was conducted in an FSTD qualified for ZFTT, one landing;

(ii)For low-visibility operations using autoland:

(A)if the training required by (a)(2) was conducted in an FSTD qualified for ZFTT, one landing, or none if the fight crew member successfully completed a type rating based on ZFTT;

(B)otherwise, two landings.

(b)For flight crew members who have previous experience of low-visibility approach operations requiring an approval under this Subpart with an EU operator, when changing to an aircraft for which a new class or type rating is required, within the same operator:

(1)A course of ground training as specified in (a)(1), taking into account the flight crew member’s existing knowledge of low-visibility approach operations.

(2)A course of FSTD and/or flight training, as specified in (a)(2) above. If the flight crew member’s previous experience of low-visibility approach operations is on a type where the following were the same or similar:

(i)the technology used in the flight guidance and flight control system;

(ii)operating procedures;

(iii)handling characteristics; and

(iv)the use of HUD/HUDLS or equivalent display systems, then the flight crew member may complete an abbreviated course of FSTD and/or flight training.

(3)An abbreviated course should meet the objectives described in (a)(2), it does not need to include the number of approaches required by (a)(2)(v), but should include at least the following number of landings:

(i)if a HUDLS or an equivalent display system is utilised to touchdown, then four approaches including a landing at the lowest approved RVR and a go-around; or

(ii)otherwise, two approaches including a landing at the lowest approved RVR and a go-around.

(c)For flight crew members who have previous experience of low-visibility approach operations requiring an approval under this Subpart with an EU operator, when joining another operator:

(1)A course of ground training as specified in (a)(1), taking into account the flight crew member’s existing knowledge of low-visibility approach operations.

(2)A course of FSTD and/or flight training as specified in (a)(2) above. If the flight crew member’s previous experience of low-visibility approach operations is on the same aircraft type and variant, or on a different type or variant where the following were the same or similar:

(i)the technology used in the flight guidance and flight control system;

(ii)operating procedures;

(iii)handling characteristics; and

(iv)the use of HUD/HUDLS or equivalent display systems, then the flight crew member may complete an abbreviated course of FSTD and/or flight training. Such an abbreviated course should meet the objectives described in (a)(2), it does not need to include the number of approaches required by (a)(2)(v), but should include at least the following number of landings:

(A)if a HUDLS or an equivalent display system is utilised to touchdown, then four approaches including a landing at the lowest approved RVR and a go-around; or

(B)otherwise, two approaches including a landing at the lowest approved RVR and a go-around.

(3)Practice in approaches during LIFUS as required by (a)(3) above unless the flight crew member’s previous experience of low-visibility approach operations is on the same aircraft type and variant.

INITIAL TRAINING AND CHECKING FOR EFVS OPERATIONS Operators should ensure that flight crew members complete the following training and checking before being authorised to conduct EFVS operations unless credits related to training and checking for previous experience on similar aircraft types are defined in the operational suitability data established in accordance with Regulation (EU) No 748/2012:

(a)For flight crew members who do not have previous experience of EFVS operations requiring an approval under this Subpart with an EU operator:

(1)A course of ground training including at least the following:

(i)characteristics and limitations of HUDs/HUDLSs or equivalent display systems including information presentation and symbology;

(ii)EFVS sensor performance, sensor limitations, scene interpretation, visual anomalies and other visual effects;

(iii)EFVS display, control, modes, features, symbology, annunciations and associated systems and components;

(iv)the interpretation of EFVS imagery;

(v)the interpretation of approach and runway lighting systems and display characteristics when using EFVS;

(vi)weather associated with low-visibility conditions and its effect on EFVS performance;

(vii)pre-flight planning and selection of suitable aerodromes and approach procedures;

(viii)principles of obstacle clearance requirements;

(ix)the use and limitations of RVR assessment systems;

(x)normal, abnormal and emergency procedures for EFVS operations;

(xi)the effect of specific aircraft/system malfunctions;

(xii)procedures to be followed and precautions to be taken with regard to surface movement during operations when the RVR is 400 m or less;

(xiii)for EFVS-L, the effect of the pre-threshold terrain and LSAA on airborne landing systems;

(xiv)human factors aspects of EFVS operations;

(xv)qualification requirements for pilots to obtain and retain approval for EFVS operations; and

(xvi)the significance of LVPs or equivalent procedures when operating below RVR 550 m.

(2)A course of FSTD training and/or flight training in two phases as follows:

(i)Phase one (EFVS operations with aircraft and all equipment serviceable) — objectives:

(A)understand the operation of equipment required for EFVS operations;

(B)understand operating limitations of the installed EFVS;

(C)practise the use of HUD/HUDLS or equivalent display systems;

(D)practise the set-up and adjustment of EFVS equipment in different conditions (e.g. day and night);

(E)practise the monitoring of automatic flight control systems, EFVS information and status annunciators;

(F)practise the interpretation of EFVS imagery;

(G)become familiar with the features needed on the EFVS image to continue approach below the DH;

(H)practise the identification of visual references using natural vision while using EFVS equipment;

(I)master the manual aircraft handling relevant to EFVS operations including, where appropriate, the use of the flare cue and guidance for landing;

(J)practise coordination with other crew members; and

(K)become proficient at procedures for EFVS operations.

(ii)Phase one of the training should include the following exercises:

(A)the required checks for satisfactory functioning of equipment, both on the ground and in flight;

(B)the use of HUD/HUDLS or equivalent display systems during all phases of flight;

(C)approach using the EFVSs installed on the aircraft to the appropriate DH and transition to visual flight and landing;

(D)approach with all engines operating using the EFVS, down to the appropriate DH followed by a missed approach, all without external visual reference;

(E)where appropriate, approaches using approved EFVS to touchdown.

(iii)Phase two (EFVS operations with aircraft and equipment failures and degradations) — objectives:

(A)understand the effect of known aircraft unserviceabilities including use of the MEL;

(B)understand the effect of failed or downgraded equipment on aerodrome operating minima;

(C)understand the actions required in response to failures and changes in the status of the EFVS including HUD/HUDLS or equivalent display systems;

(D)understand the actions required in response to failures above and below the DH;

(E)practise abnormal operations and incapacitation procedures; and

(F)become proficient at dealing with failures and abnormal situations during EFVS operations.

(iv)Phase two of the training should include the following exercises:

(A)approaches with engine failures at various stages of the approach;

(B)approaches with failures of the EFVS at various stages of the approach, including failures between the DH and the height below which an approach should not be continued if natural visual reference is not acquired, requiring either:

(a)reversion to head-down displays to control missed approach; or

(b)reversion to flight with no, or downgraded, guidance to control missed approaches from the DH or below, including those which may result in a touchdown on the runway;

(C)incapacitation procedures appropriate to EFVS operations; and

(D)failures and procedures applicable to the specific EFVS installation and aircraft type.

(v)FSTD training should include a minimum of eight approaches.

(vi)If a flight crew member is to be authorised to operate as pilot flying and pilot monitoring during EFVS operations, then the flight crew member should complete the required FSTD training for each operating capacity.

(3)For operators for which LIFUS is required by Part-ORO, practice in approaches during LIFUS, as follows:

(i)if EFVS is used to touchdown, four landings; or

(ii)otherwise, three landings.

(b)For flight crew members who have previous experience of EFVS operations requiring an approval under this Subpart with an EU operator, when changing to an aircraft for which a new class or type rating is required, with the same operator:

(1)A course of ground training as specified in (a)(1), taking into account the flight crew member’s existing knowledge of low-visibility approach operations.

(2)The course of FSTD and/or flight training required by (a)(2) above. If the flight crew member’s previous experience of low-visibility approach operations is on a type where the following were the same or similar:

(i)the technology used in the EFVS sensor, flight guidance and flight control system;

(ii)operating procedures; and

(iii)handling characteristics, then the flight crew member may complete an abbreviated course of FSTD and/or flight training. Such an abbreviated course should meet the objectives described in (a)(2), it does not need to include the number of approaches required by (a)(2)(v), but should include at least the following number of landings:

(i)for EFVS to touchdown, four approaches including a landing at the lowest approved RVR and a go-around, or

(ii)otherwise, two approaches including a landing at the lowest approved RVR and a go-around.

(c)For flight crew members who have previous experience of EFVS operations requiring an approval under this Subpart with an EU operator, when joining another operator:

(1)A course of ground training as specified in (a)(1), taking into account the flight crew member’s existing knowledge of low-visibility approach operations.

(2)The course of FSTD and/or flight training required by (a)(2) above. If the flight crew member’s previous experience of EFVS operations is on the same aircraft type and variant with the same EFVS or on a different type or different EFVS where the following were the same or similar:

(i)the technology used in the EFVS sensor, flight guidance and flight control system;

(ii)operating procedures; and

(iii)handling characteristics, then the flight crew member may complete an abbreviated course of FSTD and/or flight training.

(3)Such an abbreviated course should meet the objectives described in (a)(2), it does not need to include the number of approaches required by (a)(2)(v), but should include at least the following number of landings:

(i)for EFVS to touchdown, four approaches including a landing at the lowest approved RVR and a go-around, or

(ii)otherwise, two approaches including a landing at the lowest approved RVR and a go-around.

(4)Practice in approaches during LIFUS as required by (a)(3) above unless the flight crew member’s previous experience of low-visibility approach operations is on the same aircraft type and variant.

RECURRENT CHECKING FOR LVTO, SA CAT I, CAT II, SA CAT II AND CAT III APPROACH OPERATIONS

(a)The operator should ensure that the pilots’ competence to perform LVOs for which they are authorised is checked by completing at least the following exercises:

(1)One or more low-visibility rejected take-off at minimum approved RVR at least once over the period between two operator proficiency checks or once at every periodic demonstration of competence or, for an ATQP operator, at each required operator proficiency check or alternatively at each required LOE (i.e. approximately one or more RTO per year).

(2)Pilots authorised for LVTO operations in an RVR of less than 150 m should conduct at least one LVTO in the minimum approved visibility at each required operator proficiency check or periodic demonstration of competence (i.e. approximately one or more LVTO every semester).

(3)One or more low-visibility approaches in simulated instrument flight conditions down to a point between 500 ft AGL and the threshold (e.g. applicable DH), followed by goaround, at each required operator proficiency check or periodic demonstration of competence; and

(4)One or more low-visibility approach and landings with visual reference established at the DH at each required operator proficiency check or periodic demonstration of competence.

(b)Pilots authorised to conduct CAT III operations on aircraft with a fail-passive autoland system, or HUDLS or equivalent, should complete a missed approach at least once over the period of three consecutive operator proficiency checks or demonstrations of competence as the result of an equipment failure at or below the DH when the last reported RVR was less than 300 m. For ATQP operators, pilots authorised to conduct CAT III operations on aircraft with a failpassive autoland system, or HUDLS or equivalent, should complete a missed approach at least once every two OPCs or LOE (a period of about 2 years).

(c)CAT III approach operations should be conducted in an FSTD. Other exercises may be conducted in an FSTD or aircraft.

DIFFERENCES TRAINING FOR LVTO, SA CAT I, CAT II, SA CAT II AND CAT III APPROACH OPERATIONS

(a)The operator should ensure that the flight crew members are provided with differences training or familiarisation whenever they are required to conduct low-visibility approach operations or operations with operational credits requiring an approval under this Subpart for which they are not already authorised, or whenever there is a change to any of the following:

(1)the technology used in the flight guidance and flight control system;

(2)the operating procedures including:

(i)fail-passive/fail-operational;

(ii)alert height;

(iii)manual landing or automatic landing;

(iv)operations with DH or no DH operations;

(3)the handling characteristics;

(4)the use of HUD/HUDLS or equivalent display systems;

(5)the use of EFVS.

(b)The differences training should:

(1)meet the objectives of the appropriate initial training course;

(2)take into account the flight crew members’ previous experience; and

(3)take into account the operational suitability data established in accordance with Regulation (EU) No 748/2012.

RECURRENT CHECKING FOR EFVS OPERATIONS

(a)The operator should ensure that the pilots’ competence to perform EFVS operations is checked at each required demonstration of competence or operator proficiency check by performing at least two approaches of which one should be flown without natural vision, to the height below which an approach should not be continued if natural visual reference is not acquired.

(b)If a flight crew member is authorised to operate as pilot flying and pilot monitoring during EFVS operations, then the flight crew member should complete the required number of approaches in each operating capacity.

DIFFERENCES TRAINING FOR EFVS OPERATIONS

(a)The operator should ensure that the flight crew members authorised to conduct EFVS operations are provided with differences training or familiarisation whenever there is a change to any of the following:

(1)the technology used in the EFVS sensor, flight guidance and flight control system;

(2)the operating procedures;

(3)the handling characteristics.

(b)The differences training should:

(1)meet the objectives of the appropriate initial training course;

(2)take into account the flight crew members’ previous experience; and

(3)take into account the operational suitability data established in accordance with Regulation (EU) No 748/2012.

FLIGHT CREW TRAINING

(a)The number of approaches referred to in AMC2, AMC3, AMC4 and AMC6 to SPA.LVO.120(b) represents the minimum number of approaches that the flight crew members should conduct during initial and recurrent training and checking. More approaches or other training exercises may be required in order to ensure that flight crew members achieve the required proficiency.

(b)Where flight crew members are to be authorised to conduct more than one kind of LVOs including operations with operational credits for which the technology and operating procedures are similar, there is no requirement to increase the number of approaches in initial training if the training programme ensures that the flight crew members are competent for all operations for which they will be authorised. Where flight crew members are to be authorised to conduct more than one kind of LVOs including operations with operational credits using different technology or operating procedures, then the required minimum number of approaches should be completed for each different technology or operating procedure.

(c)Where flight crew members are authorised to conduct more than one kind of LVOs including operations with operational credits for which the technology and operating procedures are similar, then there is no requirement to increase the number of approaches flown during recurrent checking. However, where flight crew members are authorised to conduct more than one kind of LVOs including operations with operational credits using different technology or operating procedures, then the required number of approaches should be completed for each different technology or operating procedure.

(d)Flight crew members are required to complete initial FSTD training and maintain recency for each operating capacity for which they will be authorised (e.g. as pilot flying and/or pilot monitoring). A pilot who will be authorised to operate in either capacity will need to complete the minimum number of approaches in each capacity.

(e)Approaches conducted in a suitably qualified FSTD and/or during a proficiency check or demonstration of competence may be counted towards the recent experience requirements. If a flight crew member has not complied with the recent experience requirements of AMC2 SPA.LVO.120(a) or AMC3 SPA.LVO.120(a), the required approaches may be conducted during recurrent training, an operator proficiency check or a periodic check of competence either in an aircraft or on an FSTD.

(f)Table 1 presents a summary of initial training requirements for LVOs and operations with operational credits.

(g)Table 2 presents a summary of recent experience and recurrent training/checking requirements for LVOs and operations with operational credits. Table 1 Summary of initial training requirements for LVOs and operations with operational credits

Notes: 1: Fewer landings during LIFUS are required if a level ‘D’ FSTD is used for conversion training. 2: No landings are required if a candidate has completed the zero flight-time (ZFT) type rating. 3: ‘Similar operations’ implies that the level of technology, operating procedures, handling characteristics and HUD/HUDLS or equivalent display systems are the same or similar. 4: ‘operational suitability data established in accordance with Regulation (EU) No 748/2012 may define credits’ Table 2 Summary of recent experience and recurrent training/checking requirements for LVOs and operations with operational credits

Notes: 1: LVTO only required if the minimum approved RVR is less than 150 m. 2: If a flight crew member is authorised to operate as pilot flying and pilot monitoring, then the flight crew member should complete the required number of approaches in each operating capacity. 3: One approach to be flown without natural vision, to the height below which an approach should not be continued if natural visual reference is not acquired. 4: ‘operational suitability data established in accordance with Regulation (EU) No 748/2012 may define credits’

RECURRENT TRAINING AND CHECKING FOR EFVS OPERATIONS In order to provide the opportunity to practise decision-making in the event of system failures and failure to acquire natural visual reference, the recurrent training and checking for EFVS operations is recommended to periodically include different combinations of equipment failures, go-around due to loss of visual reference and landings.

INITIAL TRAINING AND CHECKING FOR SA CAT I, CAT II, SA CAT II AND CAT III APPROACH OPERATIONS The ground training referred to in points (a)(1)(i) and (iv) of AMC2 SPA.LVO.120(b) may include:

(a)airborne and ground equipment:

(1)technical requirements;

(2)operational requirements;

(3)operational reliability;

(4)fail-operational;

(5)fail-passive;

(6)equipment reliability;

(7)operating procedures;

(8)preparatory measures;

(9)operational downgrading; and

(10)communications; and

(b)procedures and limitations:

(1)operating procedures; and

(2)crew coordination.