AMC1 SPA.LVO.120 Flight crew training and qualifications

CAA ORS9 Decision No. 1

GENERAL PROVISIONS

(a) The operator should ensure that flight crew member training programmes for LVO include structured courses of ground, FSTD and/or flight training.

(1) Flight crew members with no CAT II or CAT III experience should complete the full training programme prescribed in (b), (c), and (d) below.

(2) Flight crew members with CAT II or CAT III experience with a similar type of operation (auto-coupled/auto-land, HUDLS/hybrid HUDLS or EVS) or CAT II with manual land, if appropriate, with another EU operator may undertake an:

(i) abbreviated ground training course if operating a different type or class from that on which the previous CAT II or CAT III experience was gained;

(ii) abbreviated ground, FSTD and/or flight training course if operating the same type or class and variant of the same type or class on which the previous CAT II or CAT III experience was gained. The abbreviated course should include at least the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i). The operator may reduce the number of approaches/landings required by (d)(2)(i) if the type/class or the variant of the type or class has the same or similar:

(A) level of technology - flight control/guidance system (FGS);

(B) operating procedures;

(D) use of HUDLS/hybrid HUDLS; and

(E) use of EVS,

as the previously operated type or class, otherwise the provisions of (d)(2)(i) should be met.

(3) Flight crew members with CAT II or CAT III experience with the operator may undertake an abbreviated ground, FSTD and/or flight training course.

(i) When changing aircraft type or class, the abbreviated course should include at least the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i).

(ii) When changing to a different variant of aircraft within the same type or class rating that has the same or similar:

(A) level of technology - FGS;

(B) operating procedures - integrity;

(D) use of HUDLS/Hybrid HUDLS; and

(E) use of EVS,

as the previously operated type or class, a difference course or familiarisation appropriate to the change of variant should fulfil the abbreviated course provisions.

(iii) When changing to a different variant of aircraft within the same type or class rating that has a significantly different:

(A) level of technology - FGS;

(B) operating procedures - integrity;

(D) use of HUDLS/Hybrid HUDLS; or

(E) use of EVS,

the provisions of (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and (d)(3)(i) should be fulfilled.

(4) The operator should ensure when undertaking CAT II or CAT III operations with different variant(s) of aircraft within the same type or class rating that the differences and/or similarities of the aircraft concerned justify such operations, taking into account at least the following:

(i) the level of technology, including the:

(A) FGS and associated displays and controls;

(B) FMS and its integration or not with the FGS; and

(ii) operating procedures, including:

(A) fail-passive / fail-operational, alert height;

(B) manual landing / automatic landing;

(D) use of HUD/HUDLS with hybrid systems;

(iii) handling characteristics, including:

(A) manual landing from automatic HUDLS and/or EVS guided approach;

(B) manual missed approach procedure from automatic approach; and

GROUND TRAINING

(b) The initial ground training course for LVO should include at least the following:

(1) characteristics and limitations of the ILS and/or MLS;

(2) characteristics of the visual aids;

(3) characteristics of fog;

(4) operational capabilities and limitations of the particular airborne system to include HUD symbology and EVS characteristics, if appropriate;

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

(6) effect of specific aircraft/system malfunctions;

(7) use and limitations of RVR assessment systems;

(8) principles of obstacle clearance requirements;

(9) recognition of and action to be taken in the event of failure of ground equipment;

(10) procedures and precautions to be followed 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;

(11) significance of DHs based upon radio altimeters and the effect of terrain profile in the approach area on radio altimeter readings and on the automatic approach/landing systems;

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

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

(14) importance of correct seating and eye position.

FSTD TRAINING AND/OR FLIGHT TRAINING

(1) FSTD and/or flight training for LVO should include at least:

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

(ii) effect on minima caused by changes in the status of ground installations;

(iii) monitoring of:

(A) automatic flight control systems and auto-land status annunciators with emphasis on the action to be taken in the event of failures of such systems; and

(B) HUD/HUDLS/EVS guidance status and annunciators as appropriate, to include head-down displays;

(iv) actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control systems;

(v) the effect of known unserviceabilities and use of MELs;

(vi) operating limitations resulting from airworthiness certification;

(vii) guidance on the visual cues required at DH together with information on maximum deviation allowed from glide path or localiser; and

(viii) the importance and significance of alert height if applicable and the action in the event of any failure above and below the alert height.

(2) Flight crew members should be trained to carry out their duties and instructed on the coordination required with other crew members. Maximum use should be made of suitably equipped FSTDs for this purpose.

(3) Training should be divided into phases covering normal operation with no aircraft or equipment failures but including all weather conditions that may be encountered and detailed scenarios of aircraft and equipment failure that could affect CAT II or III operations. If the aircraft system involves the use of hybrid or other special systems, such as HUD/HUDLS or enhanced vision equipment, then flight crew members should practise the use of these systems in normal and abnormal modes during the FSTD phase of training.

(4) Incapacitation procedures appropriate to LVTO, CAT II and CAT III operations should be practised.

(5) For aircraft with no FSTD available to represent that specific aircraft, operators should ensure that the flight training phase specific to the visual scenarios of CAT II operations is conducted in a specifically approved FSTD. Such training should include a minimum of four approaches. Thereafter, the training and procedures that are type specific should be practised in the aircraft.

(6) Initial CAT II and III training should include at least the following exercises:

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

(ii) approach with all engines operating using the appropriate flight guidance systems, autopilots, HUDLS and/or EVS and control systems installed in the aircraft down to the appropriate DH followed by missed approach - all without external visual reference;

(iii) where appropriate, approaches utilising automatic flight systems to provide automatic flare, hover, landing and rollout; and

(iv) normal operation of the applicable system both with and without acquisition of visual cues at DH.

(7) Subsequent phases of training should include at least:

(i) approaches with engine failure at various stages on the approach;

(ii) approaches with critical equipment failures, such as electrical systems, auto flight systems, ground and/or airborne ILS, MLS systems and status monitors;

(iii) approaches where failures of auto flight equipment and/or HUD/HUDLS/EVS at low level require either:

(A) reversion to manual flight to control flare, hover, landing and rollout or missed approach; or

(B) reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below DH including those which may result in a touchdown on the runway;

(iv) failures of the systems that will result in excessive localiser and/or glideslope deviation, both above and below DH, in the minimum visual conditions specified for the operation. In addition, a continuation to a manual landing should be practised if a head-up display forms a downgraded mode of the automatic system or the head-up display forms the only flare mode; and

(v) failures and procedures specific to aircraft type or variant.

(8) The training programme should provide practice in handling faults which require a reversion to higher minima.

(9) The training programme should include the handling of the aircraft when, during a fail- passive CAT III approach, the fault causes the autopilot to disconnect at or below DH when the last reported RVR is 300 m or less.

(10) Where take-offs are conducted in RVRs of 400 m and below, training should be established to cover systems failures and engine failure resulting in continued as well as rejected take-offs.

(11) The training programme should include, where appropriate, approaches where failures of the HUDLS and/or EVS equipment at low level require either:

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

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

(12) When undertaking LVTO, LTS CAT I, OTS CAT II, CAT II and CAT III operations utilising a HUD/HUDLS, hybrid HUD/HUDLS or an EVS, the training and checking programme should include, where appropriate, the use of the HUD/HUDLS in normal operations during all phases of flight.

CONVERSION TRAINING

(d) Flight crew members should complete the following low visibility procedures (LVPs) training if converting to a new type or class or variant of aircraft in which LVTO, LTS CAT I, OTS CAT II, approach operations utilising EVS with an RVR of 800 m or less and CAT II and CAT III operations will be conducted. Conditions for abbreviated courses are prescribed in (a)(2), (a)(3) and (a)(4).

(1) Ground training

The appropriate provisions are as prescribed in (b), taking into account the flight crew member's CAT II and CAT III training and experience.

(2) FSTD training and/or flight training

(i) A minimum of six, respectively eight for HUDLS with or without EVS, approaches and/or landings in an FSTD. The provisions for eight HUDLS approaches may be reduced to six when conducting hybrid HUDLS operations.

(ii) Where no FSTD is available to represent that specific aircraft, a minimum of three, respectively five for HUDLS and/or EVS, approaches including at least one missed approach procedure is required on the aircraft. For hybrid HUDLS operations a minimum of three approaches is required, including at least one missed approach procedure.

(iii) Appropriate additional training if any special equipment is required such as head-up displays or enhanced vision equipment. When approach operations utilising EVS are conducted with an RVR of less than 800 m, a minimum of five approaches, including at least one missed approach procedure are required on the aircraft.

(3) Flight crew qualification

The flight crew qualification provisions are specific to the operator and the type of aircraft operated.

(i) The operator should ensure that each flight crew member completes a check before conducting CAT II or III operations.

(ii) The check specified in (d)(3)(i) may be replaced by successful completion of the FSTD and/or flight training specified in (d)(2).

(4) Line flying under supervision

Flight crew member should undergo the following line flying under supervision (LIFUS):

(i) For CAT II when a manual landing or a HUDLS approach to touchdown is required, a minimum of:

(A) three landings from autopilot disconnect; and

(B) four landings with HUDLS used to touchdown,

except that only one manual landing, respectively two using HUDLS, to touchdown is required when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time conversion.

(ii) For CAT III, a minimum of two auto-lands, except that:

(A) only one auto-land is required when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time conversion;

(B) no auto-land is required during LIFUS when the training required in (d)(2) has been carried out in an FSTD qualified for zero flight time (ZFT) conversion and the flight crew member successfully completed the ZFT type rating conversion course; and

(C) the flight crew member, trained and qualified in accordance with (B), is qualified to operate during the conduct of LIFUS to the lowest approved DA/H and RVR as stipulated in the operations manual.

(iii) For CAT III approaches using HUDLS to touchdown, a minimum of four approaches.

TYPE AND COMMAND EXPERIENCE

(e) Type and command experience

(1) Before commencing CAT II operations, the following additional provisions should be applicable to pilots-in-command/commanders, or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type or class:

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

(ii) 100 m should be added to the applicable CAT II RVR minima when the operation requires a CAT II manual landing or use of HUDLS to touchdown until:

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

(B) 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;

(C) for HUDLS operations the sector provisions in (e)(1) and (e)(2)(i) should always be applicable; the hours on type or class do not fulfil the provisions.

(2) Before commencing CAT III operations, the following additional provisions should be applicable to pilots-in-command/commanders, or pilots to whom conduct of the flight may be delegated, who are new to the aircraft type:

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

(ii) 100 m should be added to the applicable CAT II or CAT III RVR minima unless he/she has 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.

RECURRENT TRAINING AND CHECKING

(f) Recurrent training and checking – LVO

(1) The operator should ensure that, in conjunction with the normal recurrent training and operator’s proficiency checks, the pilot's knowledge and ability to perform the tasks associated with the particular category of operation, for which the pilot is authorised by the operator, are checked. The required number of approaches to be undertaken in the FSTD within the validity period of the operator’s proficiency check should be a minimum of two, respectively four when HUDLS and/or EVS is utilised to touchdown, one of which should be a landing at the lowest approved RVR. In addition one, respectively two for HUDLS and/or operations utilising EVS, of these approaches may be substituted by an approach and landing in the aircraft using approved CAT II and CAT III procedures. One missed approach should be flown during the conduct of an operator proficiency check. If the operator is approved to conduct take-off with RVR less than 150 m, at least one LVTO to the lowest applicable minima should be flown during the conduct of the operator’s proficiency check.

(2) For CAT III operations the operator should use an FSTD approved for this purpose.

(3) For CAT III operations on aircraft with a fail-passive flight control system, including HUDLS, a missed approach should be completed by each flight crew member at least once over the period of three consecutive operator proficiency checks as the result of an autopilot failure at or below DH when the last reported RVR was 300 m or less.

LVTO OPERATIONS

(g) LVTO with RVR less than 400 m

(1) Prior to conducting take-offs in RVRs below 400 m, the flight crew should undergo the following training:

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

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

(A) for aeroplanes between V₁and V₂(take-off safety speed), or as soon as safety considerations permit;

(B) for helicopters at or after take-off decision point (TDP); and

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

(A) for aeroplanes before V₁resulting in a rejected take-off; and

(B) for helicopters before the TDP.

(2) The operator approved for LVTOs with an RVR below 150 m should ensure that the training specified by (g)(1) is carried out in an FSTD. This training should include the use of any special procedures and equipment.

(3) The operator should ensure that a flight crew member has completed a check before conducting LVTO in RVRs of less than 150 m. The check may be replaced by successful completion of the FSTD and/or flight training prescribed in (g)(1) on conversion to an aircraft type.

LTS CAT I, OTS CAT II, OPERATIONS UTILISING EVS

(h) Additional training provisions

(1) General

Operators conducting LTS CAT I operations, OTS CAT II operations and operations utilising EVS with RVR of 800 m or less should comply with the provisions applicable to CAT II operations and include the provisions applicable to HUDLS, if appropriate. The operator may combine these additional provisions where appropriate provided that the operational procedures are compatible.

(2) LTS CAT I

During conversion training the total number of approaches should not be additional to the requirements of Subpart FC of Annex III (ORO.FC) provided the training is conducted utilising the lowest applicable RVR. During recurrent training and checking the operator may also combine the separate requirements provided the above operational procedure provision is met and at least one approach using LTS CAT I minima is conducted at least once every 18 months.

(3) OTS CAT II

During conversion training the total number of approaches should not be less than those to complete CAT II training utilising a HUD/HUDLS. During recurrent training and checking

the operator may also combine the separate provisions provided the above operational procedure provision is met and at least one approach using OTS CAT II minima is conducted at least once every 18 months.

(4) Operations utilising EVS with RVR of 800 m or less

During conversion training the total number of approaches required should not be less than that required to complete CAT II training utilising a HUD. During recurrent training and checking the operator may also combine the separate provisions provided the above operational procedure provision is met and at least one approach utilising EVS is conducted at least once every 12 months.