AMC4 ORO.FC.232 EBT programme assessment and training topics

Assessment and training topic		Description (includes type of topic, being threat, error or focus)	Desired outcome (includes performance criteria OR training outcome)	Flight Phase Activation	Guidance material (GM) Example scenario elements	P R O	C O M	F P A	F P M	L T W	P S D	S A W	W L M	K N O
Generation 3 Turboprop — Recurrent assessment and training matrix	Competency map
Section 1 — Skill retention. Manoeuvres training phase (MT)
MT	Rejected take-off	A	Rejected take-off after the application of take-off thrust and before reaching V1 (CAT I or above)	Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust.	TO	From initiation of take-off to complete stop (or as applicable to the procedure)	x			x
Failure of the critical engine between V1 and V2	A	Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO meteorological (MET) conditions.	TO	The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions.	x			x
Failure of one engine on take-off	B	Failure of one engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO MET conditions.	TO	The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions.	x			x
Failure of one engine above V2 (any segment of the TO) in the lowest CAT I visibility or in LVO MET conditions.	TO	The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed.	x		x	x
Emergency descent	C	Initiation of emergency descent from normal cruise altitude	CRZ	The manoeuvre is complete once the aircraft is stabilised in emergency descent configuration (and profile). However, if the EBT programme does not include the example scenario element ‘emergency descent’ in the training topic ‘automation management’, the emergency descent procedures should be completed and should not stop once the aircraft is stabilised in emergency descent configuration.	x		x	x
Engine-out approach & landing	B	With the critical engine (if applicable) failed, normal landing	LDG	Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out	x			x
Engine-out approach & go-around	B	With the critical engine (if applicable) failed, manually flown normal precision approach to DA, followed by a manual go-around — the whole manoeuvre to be flown without visual reference	APP	This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally the critical part of the manoeuvre).	x			x
Go-around	A	Go-around, all engines operative	APP	High energy, initiation during the approach at 150 to 300 m (500 to 1 000 ft) below the missed approach level-off altitude	x		x	x
Initiation of a go-around from DA followed by visual circuit and landing	x		x	x
During flare/rejected landing	x		x	x
Pilot qualification to operate in either pilot’s seat	B	As per ORO.FC.235	APP	Complete the manoeuvres mandated in ORO.FC.235.	Intentionally left in blank.

Generation 3 Turboprop— Recurrent assessment and training matrix	Competency map
Section 2 — Equivalency of approaches relevant to operations. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT)
MT	Approach type A or B	B	Approach type A or B flight method 3D	See equivalency of approaches relevant to operations that place an additional demand on a proficient crew	APP	See equivalency of approaches relevant to operations	x		x	x			x		x
Approach type A	B	Approach type A flight method 2D	See equivalency of approaches relevant to operations that place an additional demand on a proficient crew	APP	See equivalency of approaches relevant to operations	x		x	x			x		x
EVAL or SBT	Approach type A	B	Approach type A flight method 3D or 2D	See equivalency of approaches relevant to operations that place an additional demand on a proficient crew	APP	See equivalency of approaches relevant to operations	x		x	x			x		x
Approach type B	B	Approach type B flight method 3D	See equivalency of approaches relevant to operations that place an additional demand on a proficient crew	APP	See equivalency of approaches relevant to operations	x		x	x			x		x

Section 3 – Equivalency of approaches under specific approvals and take-off under specific approvals. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT)
MT	SPA approach(es)	B	Approach requiring specific approval	See equivalency of approaches relevant to operations — specific approval	APP	Approaches flown from FAF to landing or go-around	x		x	x
EVAL or SBT	SPA approach(es)	B	Approach requiring specific approval	See equivalency of approaches relevant to operations — specific approval	APP	Approaches flown from FAF to landing or go-around	x		x	x
EVAL, MT or SBT	SPA rejected take-off (RTO)	B	Engine failure after the application of take-off thrust and before reaching V1 (in low-visibility MET conditions, preferably in the lowest approved visibility) Low-visibility RTO is not required under Part SPA but instead in Appendix 9 Section 6. Note: AMC1 SPA.LVO.120 point (f) does not require a low-visibility RTO. RTO is required only in the initial LVO course (point (g)(1)(iii) of AMC1 SPA.LVO.120).	Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust.	TO	RTO — can be combined with the assessment and training topic ‘surprise’ in EVAL or SBT	x			x
EVAL, MT or SBT	LVTO	B	Notwithstanding AMC1 SPA.LVO120 point (f)(1) AMC1 SPA.LVO.120 requires SPA manoeuvres in the frequency of the OPC, as OPC is substituted in the EBT programme. Thus, the frequency in EBT is determined in every cycle (B). Low-visibility take-off, preferably in the lowest approved visibility.	TO	The manoeuvre is complete at a point when the aircraft is stabilised at normal climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement.	x			x

Generation 3 Turboprop— Recurrent assessment and training matrix	Competency map
Section 4 — Training topics with frequency (A) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT)
EVAL or SBT	Adverse weather	A	GND	Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions. The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios.	Anticipate adverse weather. Prepare for suspected adverse weather. Recognise adverse weather. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control.	Predictive wind shear warning before take-off, as applicable	x	x				x
ALL	Adverse-weather scenario, e.g. thunderstorm activity, precipitation, icing		x			x	x		x
TO	Wind shear encounter during take-off, not predictive	x			x			x		x
TO	Predictive wind shear warning during take-off	x	x				x	x
TO	Crosswinds with or without strong gusts on take-off	x			x
CRZ	Turbulence that increases to severe turbulence		x			x		x	x
CRZ	Wind shear encounter scenario during cruise	x		x			x	x	x
APP	Reactive wind shear warning during approach or go-around	x		x	x			x
APP	Predictive wind shear warning during approach or go-around	x	x				x	x
APP	Thunderstorm encounter during approach or on missed approach	x					x	x
APP	Increasing tailwind on final approach (not reported)	x	x				x	x
APP	Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions				x		x	x
APP	Non-precision approach in cold-temperature conditions, requiring altitude compensation for temperature, as applicable to the type	x	x					x
APP LDG	Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits)	x			x		x
APP	In approach, unexpected braking action ‘good to medium’ reported by the preceding aircraft		x				x	x	x
APP	Moderate to severe icing conditions during approach effecting aircraft performance	x	x				x	x
APP	Reduced visibility even after acquiring the necessary visual reference during approach, due to rain or fog	x	x				x
EVAL or SBT	Automation management	A	CLB CRZ DES APP	The purpose of this topic is to encourage and develop effective flight path management through proficient and appropriate use of the flight management system(s), guidance and automation, including transitions between modes, monitoring, mode awareness, vigilance and flexibility needed to change from one mode to another. The means of mitigating errors are included in this topic. The errors are described as mishandled auto flight systems, inappropriate mode selection, mishandled flight management system(s) and inappropriate autopilot usage.	Know how and when to use the flight management system(s), guidance and automation. Demonstrate correct methods for engagement and disengagement of the auto flight system(s). Demonstrate appropriate use of flight guidance, auto thrust and other automation systems. Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions. Revert to different modes when appropriate. Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action. Anticipate mishandled auto flight system. Recognise mishandled auto flight system. Take appropriate action if necessary. Restore correct auto flight state. Identify and manage consequences.	ACAS warning (resolution advisory), recovery and subsequent engagement of automation	x		x
ALL	FMS tactical programming issues, e.g. step climb, runway changes, late clearances, destination re-programming, executing diversion	x		x						x
CLB CRZ DES APP	Recoveries from terrain avoidance warning systems (TAWS), management of energy state to restore automated flight	x		x	x
CLB CRZ	Amendments to ATC cleared levels during altitude capture modes to force mode awareness and intervention	x		x				x
DES APP	ACAS (resolution advisory to level off) during climb or descent, for example, close to the cleared level when the capture mode has already been activated.	x		x				x
TO	Late ATC clearance to an altitude below acceleration altitude	x		x				x
TO APP	Engine-out special terrain procedures	x		x				x
CRZ	Forcing autopilot disconnect followed by re-engagement, recovery from low- or high-speed events in cruise	x		x	x			x
CLB	Engine failure during or after initial climb using automation	x		x
CRZ	Engine failure in cruise to onset of descent using automation	x		x
CRZ	Emergency descent	x		x						x
DES APP	Managing high-energy descent capturing descent path from above (correlation with unstable approach training)	x		x				x		x
APP	No ATC clearance received prior to commencement of approach or final descent	x		x				x
APP	Reactive wind shear and recovery from the consequent high-energy state	x		x				x
APP	Automation fail to capture the approach altitude in descent (e.g. last altitude before the FAP). Ideally, the failure occurs when the workload is high (e.g. configuration of the aircraft for final approach).					x	x	x	x
APP	Non-precision or infrequently flown approaches using the maximum available level of automation	x		x						x
APP	Gear malfunction during an approach planned with autoland (including autobrake). Competency FPA may or may not be included depending on the impact of such malfunction on the automation.		x	x			x		x
APP	ATC clearances to waypoints beyond the programmed descent point for a coded final descent point during an approach utilising a final descent that is commanded by the flight management system	x		x				x		x
EVAL or SBT	Competencies —non-technical (CRM)	A	APP	This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management. Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance.	Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations. This includes the development of the following competencies: Communication: Demonstrate: — effective use of language; — responsiveness to feedback; and — capability to state the plans and resolve ambiguities. Leadership and teamwork: Use appropriate authority to ensure focus on the task. Support others in completing tasks. Problem-solving and decision-making: Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans. Situation awareness and management of information: Have an awareness of the aircraft state in its environment; project and anticipate changes. Workload management: Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress.	GPS failure prior to commencement of approach associated with position drift and a terrain alert					x	x	x		x
DES	Cabin crew report of water noise below the forward galley indicating a possible toilet pipe leak, with consequent avionics failures					x	x	x
CRZ	Smoke removal but combined with a diversion until landing is completed.		x			x	x	x	x	x
GND	Apron fuel spilling					x	x		x
CRZ	Important water leak in an aircraft galley		x			x	x		x
ALL	A relevant number of cabin crew are wounded or incapacitated. Additionally, the cabin crew wounded or incapacitated are the most competent (e.g. senior cabin crew member).					x	x		x
ALL	Unruly passenger(s)					x			x
GND	Passenger oxygen: passenger service unit open and mask falling down					x	x		x
ALL	Passenger with medical problems — medical emergency					x			x
CRZ	Credible threat reported to the crew. Stowaway or fugitive on board.		x			x		x	x
GND	No METAR or TAFOR is available for destination due to industrial action at the destination airport.	x	x			x	x
CRZ	Credible bomb threat reported to crew		x			x		x	x
CLB DES	Credible bomb threat or pressurisation problem, but no quick landing possible (due to weather, terrain or other reasons)		x			x	x		x
APP	Diversion with low remaining fuel or increased fuel flow due to system malfunction	x				x		x	x
APP	ACAS warning (resolution advisory) immediately following a go-around, with a descent manoeuvre required. (The RA should be a command for descent when the aircraft is above 1 100 ft AGL).		x			x	x	x	x
EVAL or SBT	Compliance	A	ALL	Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs). This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency.	Recognise that a compliance failure has occurred. Make a verbal announcement. Take appropriate action if necessary. Restore safe flight path if necessary. Manage consequences.	The following are examples of potential compliance failures and are not intended to be developed as scenarios as part of an EBT module: 1. Requesting flap beyond limit speed 2. Flaps or slats in the wrong position for phase of flight or approach 3. Omitting an action as part of a procedure 4. Failing to initiate or complete a checklist 5. Using the wrong checklist for the situation	Intentionally blank
EVAL or SBT	Go-around management	A	APP	Any threat or error that can result in circumstances that require a decision to perform a go-around, in addition to the execution of the go-around. Go-around scenarios should be fully developed to encourage effective leadership and teamwork, in addition to problem-solving and decision-making, plus execution using manual aircraft control or the flight management system(s) and automation as applicable. Design should include the element of surprise, and scenario-based go-arounds should not be predictable and anticipated. This topic is completely distinct from the go-around manoeuvre listed in the MT section that is intended only to practise psychomotor skills and a simple application of the procedures.		Adverse-weather scenario leading to a reactive wind shear warning during approach	x	x					x	x
APP	Adverse-weather scenario leading to a predictive wind shear warning during approach or go-around	x	x					x	x
APP	Adverse-weather scenario, e.g. thunderstorm activity, heavy precipitation or icing forcing decision at or close to DA/MDA	x					x	x	x
APP	DA with visual reference in heavy precipitation with doubt about the runway surface braking capability	x					x	x	x
APP	Adverse-wind scenario resulting in increasing tailwind below DA (not reported)		x		x		x
APP	Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported)		x		x		x
APP	Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported)		x		x		x
APP	Lost or difficult communications resulting in no approach clearance prior to commencement of approach or final descent	x		x				x
APP	Birds: large flocks of birds below DA once visual reference has been established				x		x	x
APP	System malfunction, landing gear malfunction during the approach
EVAL or SBT	Manual aircraft control	A	CLB CRZ DES APP	Controls the flight path through manual control	Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the normal flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust.	Flight with unreliable airspeed, which may or may not be recoverable .	x			x			x		x
CLB CRZ DES APP	Alternate flight control modes according to malfunction characteristics.	x			x				x	x
CLB CRZ DES APP	ACAS warning (resolution advisory) requires the pilot to descend, or ATC calls for immediate descent (preferably during climb which requires a significant change in aircraft attitude).	x	x		x
CLB CRZ DES APP	ACAS warning (resolution advisory) requires the pilot to climb, or ATC calls for immediate climb (preferably during descent which requires a significant change in aircraft attitude)	x	x		x
DES	TAWS warning when deviating from planned descent routing, requiring immediate response	x			x	x
TO	Scenario immediately after take-off which requires an immediate and overweight landing			x	x	x	x
TO	Adverse wind, crosswinds with or without strong gusts on take-off	x			x
TO	Adverse weather, wind shear, wind shear encounter during take-off, with or without reactive warnings	x			x			x
TO	Engine failure during initial climb, typically 30-60 m (100-200 ft) (autopilot off)	x	x		x				x
CRZ	Wind shear encounter scenario during cruise, significant and rapid change in wind speed or down/updrafts, without wind shear warning	x		x			x	x	x
APP	Adverse weather, wind shear, wind shear encounter with or without warning during approach	x		x	x			x
APP	Adverse weather, deterioration in visibility or cloud base, or adverse wind, requiring a go-around from visual circling approach, during the visual segment	x	x	x	x		x	x	x
APP	Interception of the glide slope from above (correlation with unstable approach training)			x				x	x
APP LDG	Adverse wind, crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits)	x			x		x
APP LDG	Adverse weather, adverse wind, approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions				x		x	x
APP LDG	Circling approach manually flown at night in minimum in-flight visibility to ensure ground reference, minimum environmental lighting and no glide slope guidance lights	x			x			x	x
APP LDG	Runway incursion during approach, which can be triggered by ATC at various altitudes or by visual contact during the landing phase	x			x			x
LDG	Adverse wind, visibility, type-specific, special consideration for long-bodied aircraft, landing in minimum visibility for visual reference, with crosswind	x	x		x			x
LDG	System malfunction, auto flight failure at DA during a low-visibility approach requiring a go-around flown manually	x		x	x			x
APP LDG	Approach planned with autoland, followed by a failure below 1 000 ft requiring a manual go-around and an immediate landing due to fuel shortage	x		x		x		x
TO	In-seat instruction: Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls		x		x			x	x
APP LDG	In-seat instruction: Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls		x		x			x	x
EVAL or SBT	Monitoring, cross-checking, error management, mismanaged aircraft state	A	ALL	The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring. Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations. In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training.	Recognise mismanaged aircraft state. Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme. Monitor flight path excursions. Detect errors and threats through proper cross-checking performance. Make appropriate interventions either verbally or by taking control if applicable. Take appropriate action if necessary. Restore the desired aircraft state. Identify and manage consequences	Deviations from the flight path, in pitch attitude, speed, altitude, bank angle		x					x
ALL	In-seat instruction: Simple automation errors (e.g. incorrect mode selection, attempted engagement without the necessary conditions, entering wrong altitude or speed, failure to execute the desired mode) culminating in a need for direct intervention from the pilot monitoring, and where necessary taking control.		x					x
APP	In-seat instruction: Unstable approach or speed / path / vertical rate not congruent with the required state for the given flight condition	x	x					x	x
LDG	In-seat instruction: Demonstration exercise — recovery from bounced landing, adverse wind, strong gusts during landing phase, resulting in a bounce and necessitating recovery action from the pilot monitoring	x			x			x
EVAL or SBT	Unstable approach	A	DES APP	Reinforce stabilised approach philosophy and adherence to defined parameters. Encourage go-arounds when crews are outside these parameters. Develop and sustain competencies related to the management of high-energy situations.		ATC or terrain-related environment creating a high-energy descent with the need to capture the optimum profile to complete the approach in a stabilised configuration	x		x				x
DES APP	ATC or terrain-related environment creating a high-energy descent leading to unstable conditions and requiring a go-around	x		x				x
APP	Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions				x		x	x
APP	Increasing tailwind on final approach (not reported)	x	x				x	x
APP LDG	Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits)	x			x		x

Section 5 — UPRT training topic with frequency (B). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT)
EVAL or SBT	Upset prevention training	B	n/a	Compliance with AMC1 or AMC2 to ORO.FC.220 & 230 Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220 & 230. Each element is made up of several numbered components. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions.	Early recognition and prevention of upset conditions. When the differences between LHS and RHS are not significant in the handling of the aircraft, UPRT may be conducted in either seat.	See Table 1 of AMC1 ORO.FC.220 & 230: Elements and respective components of upset prevention training.	Intentionally blank
CRZ	Demonstration of the defined normal flight envelope and any associated changes in flight instruments, flight director systems, and protection systems. This should take the form of an instructor-led exercise to show the crew the points beyond which an upset condition could exist.			x					x	x
TO APP	Severe wind shear or wake turbulence during take-off or approach			x	x		x	x
CRZ	As applicable and relevant to the aircraft type, demonstration at a suitable intermediate level, with turbulence as appropriate; practise steep turns and note the relationship between bank angle, pitch and stalling speed.				x			x		x
CRZ	At the maximum cruise flight level for the current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism).	x		x	x			x
CRZ	At the maximum cruise flight level for the current aircraft weight, turbulence and significant temperature rise to trigger low-speed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism).			x	x			x		x
CRZ	High-altitude ACAS RA (where the RA is required to be flown in manual flight)	x			x			x	x

Section 6 — Training topics with frequency (B) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT)
EVAL or SBT	Aircraft system malfunctions, including operations under MEL	B	ALL	Any internal failure(s) apparent or not apparent to the crew Any item cleared by the MEL but having an impact upon flight operations — for instance, thrust reverser locked. Malfunctions to be considered should have one or more of the following characteristics: Immediacy Complexity Degradation of aircraft control Loss of primary instrumentation Management of consequences The operator should vary malfunctions for each characteristic over the EBT cycle. Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle. Combining characteristics should not reduce the number of malfunctions below seven in each cycle. For each crew member, the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring. For full details, see the malfunction equivalency methodology.	Recognise system malfunction. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. Apply crew operating procedures where necessary. Respond appropriately to additional system abnormalities associated with MEL dispatch.	(i) System malfunctions that require immediate and urgent crew intervention or decision, e.g. fire, smoke, loss of pressurisation at high altitude, failures during take-off, brake failure during landing. (ii) System malfunctions that require complex procedures, e.g. multiple hydraulic system failures, smoke and fumes procedures, major electrical system failure. (iii) System malfunctions that result in significant degradation of flight controls in combination with abnormal handling characteristics, e.g. jammed flight controls, certain degradation of FBW control, jammed horizontal stabiliser; flaps and/or slats locked; other malfunctions that result in degraded flight controls. (iv) System failures that require monitoring and management of the flight path using degraded or alternative displays, unreliable primary flight path information, unreliable airspeed, e.g. flight with unreliable airspeed (v) System failures that require extensive management of their consequences (independent of operation or environment), e.g. fuel leak.	Intentionally blank
TO	MEL items with crew operating procedures applicable during take-off						x			x
TO	Response to an additional factor that is affected by an MEL item (e.g. system failure, runway state)		x		x		x			x
GND	Malfunction during preflight preparation and prior to departure	x					x	x
CLB	Malfunction after departure	x					x	x		x
ALL	Malfunctions that require immediate attention (e.g. bleed fault during engine start, hydraulic failure during taxi)	x				x			x
CLB CRZ	Fuel leak (management of consequences)	x				x		x		x
TO	Malfunction on take-off high speed below V1	x				x	x
TO	Malfunction on take-off high speed above V1	x					x
GND	During taxi to the runway, a spurious brake temperature announcement. The crew had the correct brake temperature moments before the failure.					x	x	x
TO	Tyre failure during take-off					x	x		x
TO	Malfunction on initial climb	x					x
APP	Malfunction on approach	x					x		x
APP	Malfunction on go-around	x					x		x
LDG	Malfunction during landing	x	x		x		x	x
EVAL or SBT	Aircraft system management	B		Normal system operation according to defined instructions	This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’. Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance.	See ‘compliance’ topic above. There are no defined scenarios, but the instructor should focus on learning opportunities when system management non-compliances manifest themselves during other scenarios. Underpinning knowledge of systems and their interactions should be developed and challenged, and not merely the application of normal procedures.	Intentionally blank x
	CRZ APP LDG	Minimum fuel, caused by extended delays, weather, etc. where the crew would need to manage a minimum fuel situation.					x	x	x	x
EVAL or SBT	Approach, visibility close to minimum	B	APP	Any situation where visibility becomes a threat	Recognise actual conditions. Observe aircraft and/or procedural limitations. Apply the appropriate procedures if applicable. Maintain directional control and safe flight path.	Approach in poor visibility	x		x	x				x
APP	Approach in poor visibility with deteriorations necessitating a decision to perform a go-around	x		x	x
LDG	Landing in poor visibility				x		x	x
EVAL or SBT	Landing	B	LDG	Pilots should have opportunities to practise landings in demanding situations at the defined frequency. Data indicates that landing problems have their roots in a variety of factors, including inappropriate decision-making, in addition to manual aircraft control skills if difficult environmental conditions exist. The purpose of this item is to ensure that pilots are exposed to this during the programme.	Landing in demanding environmental conditions, with malfunctions as appropriate	This topic should be combined with the adverse-weather topic, aircraft system malfunctions topic or any topic that can provide exposure to a landing in demanding conditions.	Intentionally blank
EVAL or SBT	Surprise	B	TO	The data analysed during the development of the EBT concept indicated substantial difficulties encountered by crews when faced with a threat or error, which was a surprise or an unexpected event. The element of surprise should be distinguished from what is sometimes referred to as the ‘startle factor’ — the latter being a physiological reaction. Wherever possible, consideration should be given towards variations in the types of scenario, times of occurrences and types of occurrence, so that pilots do not become overly familiar with repetitions of the same scenarios. Variations should be the focus of EBT programme design, and not left to the discretion of individual instructors, in order to preserve programme integrity and fairness.	Exposure to an unexpected event or sequence of events at the defined frequency in order to build resilience.	Rejected take- off	x			x		x
ALL	Intentionally blank	Intentionally blank
EVAL or SBT	Terrain	B	ALL	Alert, warning, or conflict	Anticipate terrain threats. Prepare for terrain threats. Recognise unsafe terrain clearance. Take appropriate action. Apply the appropriate procedures correctly. Maintain aircraft control. Restore safe flight path. Manage consequences.	ATC clearance giving insufficient terrain clearance	x	x			x
ALL	Demonstration of terrain avoidance warning systems (TAWS) (this scenario element may be done in an ISI.)						x	x
TO CLB	Engine failure where performance is marginal leading to TAWS warning		x		x
DES APP	ATC provides a wrong QNH		x					x
DES	‘Virtual mountain’ refers to the surprise element of an unexpected warning. Care should be exercised in creating a level of realism, so this can best be achieved by an unusual and unexpected change of route during the descent.						x	x
EVAL or SBT	Wind shear recovery	B	TO	With or without warnings including predictive. A wind shear scenario is ideally combined with an adverse-weather scenario containing other elements.	Anticipate potential for wind shear. Avoid known wind shear or prepare for suspected wind shear. Recognise wind shear encounter. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. Recognise out of wind shear condition. Maintain or restore a safe flight path. Assess consequential issues and manage outcomes.	Predictive wind shear warning during take-off					x	x
TO	Wind shear encounter during take-off	x				x	x
TO	Wind shear encounter after rotation						x		x
TO	Predictive wind shear after rotation					x	x
APP	Predictive wind shear during approach	x				x	x
APP	Wind shear encounter during go-around	x				x	x		x
APP	Wind shear encounter during approach	x				x	x
EVAL or SBT	Workload, distraction, pressure, stress	B	ALL	This is not considered a topic for specific attention on its own, but more as a reminder to programme developers to ensure that pilots are exposed to immersive training scenarios which expose them to manageable high workload and distractions during the course of the EBT programme, at the defined frequency.	Manage available resources efficiently to prioritise and perform tasks in a timely manner under all circumstances	Intentionally blank	Intentionally blank

Section 7 — UPRT Upset recovery training topic with frequency (C). Manoeuvres training phase or scenario-based training phase (MT or SBT)
MT or SBT	Upset recovery	C	n/a	Compliance with AMC1 or AMC2 to ORO.FC.220 & 230 Include the recovery exercises in Table 2 of AMC1 ORO.FC.220 & 230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recovery from developed upsets. The same principles apply to the exercises of components 2, 3 and 4 where one exercise may satisfy the requirement to cover the whole component. An aeroplane upset is defined as an undesired aeroplane state in flight characterised by unintentional divergences from parameters normally experienced during line operations or training. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions.	Recognise upset condition. Make timely and appropriate intervention. Take appropriate action. Assure timely and appropriate intervention. (AMC1 ORO.FC.220&230 Table 2 component 1) Assure aircraft control. Maintain or restore a safe flight path. Assess consequential issues. Manage outcomes. Consolidate the summary of aeroplane recovery techniques. (AMC1 ORO.FC.220 & 230 Table 2 component 5) Note: The operator should assess if the exercises should be practised for the either seat qualification.	The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done in ISI: The instructor should position the aircraft within but close to the edge of the validated training envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful consideration should be given to flying within the validated training envelope.	Intentionally blank
n/a	Table 2 of AMC1 ORO.FC.220&230: Exercises for upset recovery training	Intentionally blank
n/a	A. Recovery from developed upsets	Intentionally blank
CLB DES	2. Recovery from stall events in the following configurations: take-off configuration, clean configuration low altitude, clean configuration near maximum operating altitude, and landing configuration during the approach phase.	x			x			x	x
CRZ	3. Recovery from nose high at various bank angles	x			x			x	x
CRZ	4. Recovery from nose low at various bank angles	x			x			x	x
CRZ	Demonstration at a normal cruising altitude. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions.	x			x			x
APP	Demonstration at an intermediate altitude during early stages of the approach. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions.	x			x			x
CLB DES	Recovery from a wake turbulence position with high-bank angle	x		x	x			x

Section 8 — Training topics with frequency (C) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT)
EVAL or SBT	Adverse wind	B	TO	Adverse wind/crosswind. This includes tailwind but not ATC mis-reporting of the actual wind.	Recognise adverse-wind conditions. Observe limitations. Apply the appropriate procedures. Maintain directional control and safe flight path.	Take-off with different crosswind/tailwind/gust conditions						x
TO	Take-off with unreported tailwind		x			x
TO	Crosswinds with or without strong gusts on take-off	x			x
APP	Wind exceeding limits on final approach (not reported)	x	x				x	x
APP	Wind exceeding limits on final approach (reported) in manual aircraft control	x	x		x		x
APP	Increasing tailwind on final approach (not reported)	x	x				x	x
APP	Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswind including shifting wind directions				x		x	x
APP	Adverse-wind scenario resulting in increasing tailwind below DA (not reported)		x		x		x
APP	Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported)		x		x		x
APP	Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported)		x		x		x
APP LDG	Crosswind with or without strong gusts on approach, final approach and landing (within and beyond limits)	x			x		x
EVAL or SBT	ATC	C	ALL	ATC error. Omission, miscommunication, garbled, poor quality transmission. All these act as distractions to be managed by the crew. The scenarios should be combined, where possible, with others of the same or higher weighting, the principal reason being to create distractions.	Respond to communications appropriately. Recognise, clarify and resolve any ambiguities. Refuse or question unsafe instructions. Use standard phraseology whenever possible.	ATC role-play: the instructor provides scripted instructions, as a distraction to the crew	x	x			x
ALL	Controller error, provided by the instructor according to a defined scripted scenario	x	x				x	x
ALL	Frequency congestion, with multiple aircraft using the same frequency		x
APP	Destination temporarily closed					x	x	x	x
CRZ	Rescue and firefighting services (RFFS) level reduction at destination		x			x		x
APP	Runway change before the interception of the localiser or similar navigation aid in azimuth			x		x		x	x
GND TO	Stray dogs at the opposite threshold runway		x			x		x
ALL	Poor quality transmissions		x
EVAL or SBT	Engine failure	C	TO	Any engine failure or malfunction, which causes loss or degradation of thrust that affects performance. This is distinct from the engine-out manoeuvres described in the MT section above, which are intended only to practise psychomotor skills and reinforce procedures to manage engine failures.	Recognise engine failure. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences.	Engine failure or engine malfunction on take-off low speed	x			x		x		x
TO	Engine failure or engine malfunction on take-off high speed below V1	x			x		x		x
TO	Engine failure or engine malfunction on take-off above V1	x					x	x	x
TO	Engine failure or engine malfunction on initial climb	x					x	x
APP	Engine malfunction	x					x		x
CRZ	Engine failure in cruise (with autopilot)	x		x				x
CRZ	Multiple engine failure in CRZ (volcanic ash, recoverable). Competency FPM may or may not be included depending on the impact on the automation.					x	x	x	x
LDG	Engine failure or engine malfunction on landing				x
EVAL or SBT	Fire and smoke management	C	GND	This includes engine, electric, pneumatic, cargo fire, smoke or fumes	Recognise fire, smoke or fumes Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences.	Fire in cargo or cabin/cockpit at gate	x	x				x		x
GND	Fire during taxi	x	x				x		x	x
GND	Fire with no cockpit indication	x	x				x		x	x
TO	Take-off low speed	x			x	x	x			x
TO	Fire or smoke on take-off high speed below V1	x			x	x	x
TO	Fire or smoke on take-off high speed above V1	x				x	x
TO	Fire or smoke on initial climb	x				x	x
CRZ	Cargo compartment fire or avionics compartment fire						x	x	x
APP	Engine fire in approach (extinguishable)		x				x
APP	Engine fire in approach (non-extinguishable)		x			x	x
CLB CRZ DES	Lithium battery fire in the cockpit or cabin compartment	x	x			x	x		x
EVAL or SBT	Loss of communications	C	GND	Lost or difficult communications due to either pilot mis-selection or a failure external to the aircraft. This could be for a few seconds or a total loss	Recognise loss of communications. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative ways to communicate. Manage consequences.	Loss of communications during ground manoeuvring	x	x
TO	Loss of communications after take-off	x					x			x
APP	Loss of communications during approach phase, including go-around	x	x				x	x		x
EVAL or SBT	Managing loading, fuel, performance errors	C	ALL	A calculation error by one or more pilots, or someone involved with the process, or the process itself, e.g. incorrect information on the load sheet	Anticipate the potential for errors in load/fuel/performance data. Recognise inconsistencies. Manage/avoid distractions. Make changes to paperwork/aircraft system(s) to eliminate error. Identify and manage consequences.	This can be a demonstrated error, in that the crew may be instructed to deliberately insert incorrect data — for example, to take off from an intersection with full-length performance information. The crew will be asked to intervene when acceleration is sensed to be lower than normal, and this may be part of the operator procedures, especially when operating mixed fleets with considerable variations in MTOM.	x	x						x
TO	Wind report with take-off clearance not consistent with prior performance calculation. ATC, cabin crew or other people are pushing crew to take off quickly.	x				x		x	x
GND	Environmental change during taxi (e.g. heavy rain) not consistent with prior take-off performance calculation							x	x
GND	Fuel ground staff on industrial action. Only limited amount of fuel available, which is below the calculated fuel for the flight.					x	x	x	x
GND	Advise crew that there is a change of the load sheet figures during taxi to the runway. The crew may have limited time due to a calculated take-off time (CTOT) — ATC Slot.	x							x
GND	Braking action reported ‘medium’. The information is transmitted just before take-off. The flight is subject to a CTOT — ATC slot.					x		x	x
EVAL or SBT	Navigation	C	GND	External NAV failure. Loss of GPS satellite, ANP exceeding RNP, loss of external NAV source(s)	Recognise a NAV degradation. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative NAV guidance. Manage consequences.	External failure or a combination of external failures degrading aircraft navigation performance on ground	x		x			x	x
TO CLB APP LDG	External failure or a combination of external failures degrading aircraft navigation performance in flight		x			x	x	x
GND	Standard initial departure change during taxi. The flight may be subject to a CTOT — ATC slot.					x		x	x
APP	Loss of runway lighting below decision height		x				x	x
CRZ	No fly zone: when the crew changes control frequency, the new ATCO informs the crew that they are flying over an unannounced ‘no fly zone’ that is not included in the NOTAMs. (To trigger such an event, the context may be as follows: an unexpected military conflict in the territory the aircraft is flying over or the crew is forced to re-route in flight and the new route flies over a city that has an important event such the Olympic games, a G20/G7 submit, or the route is flying near a space rocket launch close to the time of the launch, like the Guiana Space Centre, Cape Cañaveral, etc.).					x	x	x
EVAL or SBT	Operations- or type-specific	C	ALL	Intentionally blank	Intentionally blank	Intentionally blank	Intentionally blank
EVAL or SBT	Operations of special airport approval	C	APP LDG	The operator should comply with the national qualification requirements published in the aeronautical information publication (AIP).		Intentionally blank	Intentionally blank
EVAL or SBT	Pilot incapacitation	C	TO	Consequences for the non-incapacitated pilot	Recognise incapacitation. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences	During take-off	x	x			x	x			x
APP	During approach	x			x				x	x
EVAL or SBT	Runway or taxiway condition	B	GND TO LDG	Contamination or surface quality of the runway, taxiway, or tarmac including foreign objects	Recognise hazardous runway condition. Observe limitations. Take appropriate action. Apply the appropriate procedures correctly. Assure aircraft control.	Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and execution of appropriate procedures						x
GND TO LDG	Unanticipated hazardous conditions, e.g. unexpected heavy rain resulting in flooded runway surface		x			x	x
TO	Take-off on runway with reduced cleared width due to snow	x			x	x		x
TO	Stop/go decision in hazardous conditions					x	x		x
EVAL or SBT	Traffic	C	CLB CRZ DES	Traffic conflict. ACAS RA or TA, or visual observation of conflict, which requires evasive manoeuvring	Anticipate potential loss of separation. Recognise loss of separation. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences.	ACAS warning that requires crew intervention		x				x	x	x
Dilemma: Visual acquisition of conflicting traffic followed by an ACAS warning (resolution advisory) triggered by the same or other traffic. Even if the traffic is in sight, the pilot should follow the RA.	x		x	x
While in descent, ACAS warning (traffic advisory) of an aircraft below. The crew should not initiate an avoidance manoeuvre based on TA (except decreasing the rate of descent unless otherwise instructed by ATC, etc.) This example scenario can be done during climb with conflicting traffic above.	x				x	x

Generation 3 Turboprop — Recurrent assessment and training matrix

Competency map

Section 1 — Skill retention. Manoeuvres training phase (MT)

MT

Rejected take-off

A

Rejected take-off after the application of take-off thrust and before reaching V1 (CAT I or above)

Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation.

Detect deviations through instrument scanning.

Maintain spare mental capacity during manual aircraft control.

Maintain the aircraft within the flight envelope.

Apply knowledge of the relationship between aircraft attitude, speed and thrust.

TO

From initiation of take-off to complete stop (or as applicable to the procedure)

x

Failure of the critical engine between V1 and V2

A

Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO meteorological (MET) conditions.

TO

The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions.

x

Failure of one engine on take-off

B

Failure of one engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO MET conditions.

TO

The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions.

x

Failure of one engine above V2 (any segment of the TO) in the lowest CAT I visibility or in LVO MET conditions.

TO

The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed.

x

Emergency descent

C

Initiation of emergency descent from normal cruise altitude

CRZ

The manoeuvre is complete once the aircraft is stabilised in emergency descent configuration (and profile). However, if the EBT programme does not include the example scenario element ‘emergency descent’ in the training topic ‘automation management’, the emergency descent procedures should be completed and should not stop once the aircraft is stabilised in emergency descent configuration.

x

Engine-out approach & landing

B

With the critical engine (if applicable) failed, normal landing

LDG

Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out

x

Engine-out approach & go-around

B

With the critical engine (if applicable) failed, manually flown normal precision approach to DA, followed by a manual go-around — the whole manoeuvre to be flown without visual reference

APP

This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally the critical part of the manoeuvre).

x

Go-around

A

Go-around, all engines operative

APP

High energy, initiation during the approach at 150 to 300 m (500 to 1 000 ft) below the missed approach level-off altitude

x

Initiation of a go-around from DA followed by visual circuit and landing

x

During flare/rejected landing

x

Pilot qualification to operate in either pilot’s seat

B

As per ORO.FC.235

APP

Complete the manoeuvres mandated in ORO.FC.235.

Intentionally left in blank.

Generation 3 Turboprop— Recurrent assessment and training matrix

Competency map

Section 2 — Equivalency of approaches relevant to operations. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT)

MT

Approach type A or B

B

Approach type A or B flight method 3D

See equivalency of approaches relevant to operations that place an additional demand on a proficient crew

APP

See equivalency of approaches relevant to operations

x

Approach type A

B

Approach type A flight method 2D

See equivalency of approaches relevant to operations that place an additional demand on a proficient crew

APP

See equivalency of approaches relevant to operations

x

EVAL or SBT

Approach type A

B

Approach type A flight method 3D or 2D

See equivalency of approaches relevant to operations that place an additional demand on a proficient crew

APP

See equivalency of approaches relevant to operations

x

Approach type B

B

Approach type B flight method 3D

See equivalency of approaches relevant to operations that place an additional demand on a proficient crew

APP

See equivalency of approaches relevant to operations

x

Section 3 – Equivalency of approaches under specific approvals and take-off under specific approvals. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT)

MT

SPA approach(es)

B

Approach requiring specific approval

See equivalency of approaches relevant to operations — specific approval

APP

Approaches flown from FAF to landing or go-around

x

EVAL or SBT

SPA approach(es)

B

Approach requiring specific approval

See equivalency of approaches relevant to operations — specific approval

APP

Approaches flown from FAF to landing or go-around

x

EVAL, MT or SBT

SPA rejected take-off (RTO)

B

Engine failure after the application of take-off thrust and before reaching V1 (in low-visibility MET conditions, preferably in the lowest approved visibility)

Low-visibility RTO is not required under Part SPA but instead in Appendix 9 Section 6.

Note: AMC1 SPA.LVO.120 point (f) does not require a low-visibility RTO. RTO is required only in the initial LVO course (point (g)(1)(iii) of AMC1 SPA.LVO.120).

Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust.

TO

RTO — can be combined with the assessment and training topic ‘surprise’ in EVAL or SBT

x

EVAL, MT or SBT

LVTO

B

Notwithstanding AMC1 SPA.LVO120 point (f)(1) AMC1 SPA.LVO.120 requires SPA manoeuvres in the frequency of the OPC, as OPC is substituted in the EBT programme. Thus, the frequency in EBT is determined in every cycle (B). Low-visibility take-off, preferably in the lowest approved visibility.

TO

The manoeuvre is complete at a point when the aircraft is stabilised at normal climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement.

x

Generation 3 Turboprop— Recurrent assessment and training matrix

Competency map

Section 4 — Training topics with frequency (A) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT)

EVAL or SBT

Adverse weather

A

GND

Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions. The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios.

Anticipate adverse weather. Prepare for suspected adverse weather. Recognise adverse weather. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control.

Predictive wind shear warning before take-off, as applicable

x

ALL

Adverse-weather scenario, e.g. thunderstorm activity, precipitation, icing

x

TO

Wind shear encounter during take-off, not predictive

x

TO

Predictive wind shear warning during take-off

x

TO

Crosswinds with or without strong gusts on take-off

x

CRZ

Turbulence that increases to severe turbulence

x

CRZ

Wind shear encounter scenario during cruise

x

APP

Reactive wind shear warning during approach or go-around

x

APP

Predictive wind shear warning during approach or go-around

x

APP

Thunderstorm encounter during approach or on missed approach

x

APP

Increasing tailwind on final approach (not reported)

x

APP

Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions

x

APP

Non-precision approach in cold-temperature conditions, requiring altitude compensation for temperature, as applicable to the type

x

APP

LDG

Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits)

x

APP

In approach, unexpected braking action ‘good to medium’ reported by the preceding aircraft

x

APP

Moderate to severe icing conditions during approach effecting aircraft performance

x

APP

Reduced visibility even after acquiring the necessary visual reference during approach, due to rain or fog

x

EVAL or SBT

Automation management

A

CLB

CRZ

DES

APP

The purpose of this topic is to encourage and develop effective flight path management through proficient and appropriate use of the flight management system(s), guidance and automation, including transitions between modes, monitoring, mode awareness, vigilance and flexibility needed to change from one mode to another. The means of mitigating errors are included in this topic. The errors are described as mishandled auto flight systems, inappropriate mode selection, mishandled flight management system(s) and inappropriate autopilot usage.

Know how and when to use the flight management system(s), guidance and automation. Demonstrate correct methods for engagement and disengagement of the auto flight system(s). Demonstrate appropriate use of flight guidance, auto thrust and other automation systems. Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions. Revert to different modes when appropriate. Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action. Anticipate mishandled auto flight system. Recognise mishandled auto flight system. Take appropriate action if necessary. Restore correct auto flight state. Identify and manage consequences.

ACAS warning (resolution advisory), recovery and subsequent engagement of automation

x

ALL

FMS tactical programming issues, e.g. step climb, runway changes, late clearances, destination re-programming, executing diversion

x

CLB

CRZ

DES

APP

Recoveries from terrain avoidance warning systems (TAWS), management of energy state to restore automated flight

x

CLB

CRZ

Amendments to ATC cleared levels during altitude capture modes to force mode awareness and intervention

x

DES

APP

ACAS (resolution advisory to level off) during climb or descent, for example, close to the cleared level when the capture mode has already been activated.

x

TO

Late ATC clearance to an altitude below acceleration altitude

x

TO

APP

Engine-out special terrain procedures

x

CRZ

Forcing autopilot disconnect followed by re-engagement, recovery from low- or high-speed events in cruise

x

CLB

Engine failure during or after initial climb using automation

x

CRZ

Engine failure in cruise to onset of descent using automation

x

CRZ

Emergency descent

x

DES

APP

Managing high-energy descent capturing descent path from above (correlation with unstable approach training)

x

APP

No ATC clearance received prior to commencement of approach or final descent

x

APP

Reactive wind shear and recovery from the consequent high-energy state

x

APP

Automation fail to capture the approach altitude in descent (e.g. last altitude before the FAP). Ideally, the failure occurs when the workload is high (e.g. configuration of the aircraft for final approach).

x

APP

Non-precision or infrequently flown approaches using the maximum available level of automation

x

APP

Gear malfunction during an approach planned with autoland (including autobrake). Competency FPA may or may not be included depending on the impact of such malfunction on the automation.

x

APP

ATC clearances to waypoints beyond the programmed descent point for a coded final descent point during an approach utilising a final descent that is commanded by the flight management system

x

EVAL or SBT

Competencies —non-technical (CRM)

A

APP

This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management. Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance.

Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations. This includes the development of the following competencies: Communication: Demonstrate: — effective use of language; — responsiveness to feedback; and — capability to state the plans and resolve ambiguities. Leadership and teamwork: Use appropriate authority to ensure focus on the task. Support others in completing tasks. Problem-solving and decision-making: Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans. Situation awareness and management of information: Have an awareness of the aircraft state in its environment; project and anticipate changes. Workload management: Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress.

GPS failure prior to commencement of approach associated with position drift and a terrain alert

x

DES

Cabin crew report of water noise below the forward galley indicating a possible toilet pipe leak, with consequent avionics failures

x

CRZ

Smoke removal but combined with a diversion until landing is completed.

x

GND

Apron fuel spilling

x

CRZ

Important water leak in an aircraft galley

x

ALL

A relevant number of cabin crew are wounded or incapacitated. Additionally, the cabin crew wounded or incapacitated are the most competent (e.g. senior cabin crew member).

x

ALL

Unruly passenger(s)

x

GND

Passenger oxygen: passenger service unit open and mask falling down

x

ALL

Passenger with medical problems — medical emergency

x

CRZ

Credible threat reported to the crew. Stowaway or fugitive on board.

x

GND

No METAR or TAFOR is available for destination due to industrial action at the destination airport.

x

CRZ

Credible bomb threat reported to crew

x

CLB

DES

Credible bomb threat or pressurisation problem, but no quick landing possible (due to weather, terrain or other reasons)

x

APP

Diversion with low remaining fuel or increased fuel flow due to system malfunction

x

APP

ACAS warning (resolution advisory) immediately following a go-around, with a descent manoeuvre required. (The RA should be a command for descent when the aircraft is above 1 100 ft AGL).

x

EVAL or SBT

Compliance

A

ALL

Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs). This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency.

Recognise that a compliance failure has occurred. Make a verbal announcement. Take appropriate action if necessary. Restore safe flight path if necessary. Manage consequences.

The following are examples of potential compliance failures and are not intended to be developed as scenarios as part of an EBT module:

1. Requesting flap beyond limit speed

2. Flaps or slats in the wrong position for phase of flight or approach

3. Omitting an action as part of a procedure

4. Failing to initiate or complete a checklist

5. Using the wrong checklist for the situation

Intentionally blank

EVAL or SBT

Go-around management

A

APP

Any threat or error that can result in circumstances that require a decision to perform a go-around, in addition to the execution of the go-around. Go-around scenarios should be fully developed to encourage effective leadership and teamwork, in addition to problem-solving and decision-making, plus execution using manual aircraft control or the flight management system(s) and automation as applicable. Design should include the element of surprise, and scenario-based go-arounds should not be predictable and anticipated. This topic is completely distinct from the go-around manoeuvre listed in the MT section that is intended only to practise psychomotor skills and a simple application of the procedures.

Adverse-weather scenario leading to a reactive wind shear warning during approach

x

APP

Adverse-weather scenario leading to a predictive wind shear warning during approach or go-around

x

APP

Adverse-weather scenario, e.g. thunderstorm activity, heavy precipitation or icing forcing decision at or close to DA/MDA

x

APP

DA with visual reference in heavy precipitation with doubt about the runway surface braking capability

x

APP

Adverse-wind scenario resulting in increasing tailwind below DA (not reported)

x

APP

Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported)

x

APP

Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported)

x

APP

Lost or difficult communications resulting in no approach clearance prior to commencement of approach or final descent

x

APP

Birds: large flocks of birds below DA once visual reference has been established

x

APP

System malfunction, landing gear malfunction during the approach

EVAL or SBT

Manual aircraft control

A

CLB

CRZ

DES

APP

Controls the flight path through manual control

Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the normal flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust.

Flight with unreliable airspeed, which may or may not be recoverable .

x

CLB

CRZ

DES

APP

Alternate flight control modes according to malfunction characteristics.

x

CLB

CRZ

DES

APP

ACAS warning (resolution advisory) requires the pilot to descend, or ATC calls for immediate descent (preferably during climb which requires a significant change in aircraft attitude).

x

CLB

CRZ

DES

APP

ACAS warning (resolution advisory) requires the pilot to climb, or ATC calls for immediate climb (preferably during descent which requires a significant change in aircraft attitude)

x

DES

TAWS warning when deviating from planned descent routing, requiring immediate response

x

TO

Scenario immediately after take-off which requires an immediate and overweight landing

x

TO

Adverse wind, crosswinds with or without strong gusts on take-off

x

TO

Adverse weather, wind shear, wind shear encounter during take-off, with or without reactive warnings

x

TO

Engine failure during initial climb, typically 30-60 m (100-200 ft) (autopilot off)

x

CRZ

Wind shear encounter scenario during cruise, significant and rapid change in wind speed or down/updrafts, without wind shear warning

x

APP

Adverse weather, wind shear, wind shear encounter with or without warning during approach

x

APP

Adverse weather, deterioration in visibility or cloud base, or adverse wind, requiring a go-around from visual circling approach, during the visual segment

x

APP

Interception of the glide slope from above (correlation with unstable approach training)

x

APP

LDG

Adverse wind, crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits)

x

APP

LDG

Adverse weather, adverse wind, approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions

x

APP

LDG

Circling approach manually flown at night in minimum in-flight visibility to ensure ground reference, minimum environmental lighting and no glide slope guidance lights

x

APP

LDG

Runway incursion during approach, which can be triggered by ATC at various altitudes or by visual contact during the landing phase

x

LDG

Adverse wind, visibility, type-specific, special consideration for long-bodied aircraft, landing in minimum visibility for visual reference, with crosswind

x

LDG

System malfunction, auto flight failure at DA during a low-visibility approach requiring a go-around flown manually

x

APP

LDG

Approach planned with autoland, followed by a failure below 1 000 ft requiring a manual go-around and an immediate landing due to fuel shortage

x

TO

In-seat instruction: Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls

x

APP

LDG

In-seat instruction: Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls

x

EVAL or SBT

Monitoring, cross-checking, error management, mismanaged aircraft state

A

ALL

The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring. Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations. In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training.

Recognise mismanaged aircraft state. Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme. Monitor flight path excursions. Detect errors and threats through proper cross-checking performance. Make appropriate interventions either verbally or by taking control if applicable. Take appropriate action if necessary. Restore the desired aircraft state. Identify and manage consequences

Deviations from the flight path, in pitch attitude, speed, altitude, bank angle

x

ALL

In-seat instruction: Simple automation errors (e.g. incorrect mode selection, attempted engagement without the necessary conditions, entering wrong altitude or speed, failure to execute the desired mode) culminating in a need for direct intervention from the pilot monitoring, and where necessary taking control.

x

APP

In-seat instruction: Unstable approach or speed / path / vertical rate not congruent with the required state for the given flight condition

x

LDG

In-seat instruction: Demonstration exercise — recovery from bounced landing, adverse wind, strong gusts during landing phase, resulting in a bounce and necessitating recovery action from the pilot monitoring

x

EVAL or SBT

Unstable approach

A

DES

APP

Reinforce stabilised approach philosophy and adherence to defined parameters. Encourage go-arounds when crews are outside these parameters. Develop and sustain competencies related to the management of high-energy situations.

ATC or terrain-related environment creating a high-energy descent with the need to capture the optimum profile to complete the approach in a stabilised configuration

x

DES

APP

ATC or terrain-related environment creating a high-energy descent leading to unstable conditions and requiring a go-around

x

APP

Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions

x

APP

Increasing tailwind on final approach (not reported)

x

APP

LDG

Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits)

x

Section 5 — UPRT training topic with frequency (B). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT)

EVAL or SBT

Upset prevention training

B

n/a

Compliance with AMC1 or AMC2 to ORO.FC.220 & 230 Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220 & 230. Each element is made up of several numbered components. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions.

Early recognition and prevention of upset conditions. When the differences between LHS and RHS are not significant in the handling of the aircraft, UPRT may be conducted in either seat.

See Table 1 of AMC1 ORO.FC.220 & 230: Elements and respective components of upset prevention training.

Intentionally blank

CRZ

Demonstration of the defined normal flight envelope and any associated changes in flight instruments, flight director systems, and protection systems. This should take the form of an instructor-led exercise to show the crew the points beyond which an upset condition could exist.

x

TO

APP

Severe wind shear or wake turbulence during take-off or approach

x

CRZ

As applicable and relevant to the aircraft type, demonstration at a suitable intermediate level, with turbulence as appropriate; practise steep turns and note the relationship between bank angle, pitch and stalling speed.

x

CRZ

At the maximum cruise flight level for the current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism).

x

CRZ

At the maximum cruise flight level for the current aircraft weight, turbulence and significant temperature rise to trigger low-speed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism).

x

CRZ

High-altitude ACAS RA (where the RA is required to be flown in manual flight)

x

Section 6 — Training topics with frequency (B) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT)

EVAL or SBT

Aircraft system malfunctions, including operations under MEL

B

ALL

Any internal failure(s) apparent or not apparent to the crew

Any item cleared by the MEL but having an impact upon flight operations — for instance, thrust reverser locked.

Malfunctions to be considered should have one or more of the following characteristics: Immediacy Complexity

Degradation of aircraft control Loss of primary instrumentation Management of consequences The operator should vary malfunctions for each characteristic over the EBT cycle.

Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle.

Combining characteristics should not reduce the number of malfunctions below seven in each cycle. For each crew member, the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring.

For full details, see the malfunction equivalency methodology.

Recognise system malfunction. Take appropriate action including correct stop/go decision.

Apply the appropriate procedure correctly.

Maintain aircraft control.

Manage consequences.

Apply crew operating procedures where necessary.

Respond appropriately to additional system abnormalities associated with MEL dispatch.

(i) System malfunctions that require immediate and urgent crew intervention or decision, e.g. fire, smoke, loss of pressurisation at high altitude, failures during take-off, brake failure during landing.

(ii) System malfunctions that require complex procedures, e.g. multiple hydraulic system failures, smoke and fumes procedures, major electrical system failure.

(iii) System malfunctions that result in significant degradation of flight controls in combination with abnormal handling characteristics, e.g. jammed flight controls, certain degradation of FBW control, jammed horizontal stabiliser; flaps and/or slats locked; other malfunctions that result in degraded flight controls.

(iv) System failures that require monitoring and management of the flight path using degraded or alternative displays, unreliable primary flight path information, unreliable airspeed, e.g. flight with unreliable airspeed

(v) System failures that require extensive management of their consequences (independent of operation or environment), e.g. fuel leak.

Intentionally blank

TO

MEL items with crew operating procedures applicable during take-off

x

TO

Response to an additional factor that is affected by an MEL item (e.g. system failure, runway state)

x

GND

Malfunction during preflight preparation and prior to departure

x

CLB

Malfunction after departure

x

ALL

Malfunctions that require immediate attention (e.g. bleed fault during engine start, hydraulic failure during taxi)

x

CLB

CRZ

Fuel leak (management of consequences)

x

TO

Malfunction on take-off high speed below V1

x

TO

Malfunction on take-off high speed above V1

x

GND

During taxi to the runway, a spurious brake temperature announcement. The crew had the correct brake temperature moments before the failure.

x

TO

Tyre failure during take-off

x

TO

Malfunction on initial climb

x

APP

Malfunction on approach

x

APP

Malfunction on go-around

x

LDG

Malfunction during landing

x

EVAL or SBT

Aircraft system management

B

Normal system operation according to defined instructions

This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’. Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance.

See ‘compliance’ topic above. There are no defined scenarios, but the instructor should focus on learning opportunities when system management non-compliances manifest themselves during other scenarios. Underpinning knowledge of systems and their interactions should be developed and challenged, and not merely the application of normal procedures.

Intentionally blank x

CRZ

APP

LDG

Minimum fuel, caused by extended delays, weather, etc. where the crew would need to manage a minimum fuel situation.

x

EVAL or SBT

Approach, visibility close to minimum

B

APP

Any situation where visibility becomes a threat

Recognise actual conditions. Observe aircraft and/or procedural limitations. Apply the appropriate procedures if applicable. Maintain directional control and safe flight path.

Approach in poor visibility

x

APP

Approach in poor visibility with deteriorations necessitating a decision to perform a go-around

x

LDG

Landing in poor visibility

x

EVAL or SBT

Landing

B

LDG

Pilots should have opportunities to practise landings in demanding situations at the defined frequency. Data indicates that landing problems have their roots in a variety of factors, including inappropriate decision-making, in addition to manual aircraft control skills if difficult environmental conditions exist. The purpose of this item is to ensure that pilots are exposed to this during the programme.

Landing in demanding environmental conditions, with malfunctions as appropriate

This topic should be combined with the adverse-weather topic, aircraft system malfunctions topic or any topic that can provide exposure to a landing in demanding conditions.

Intentionally blank

EVAL or SBT

Surprise

B

TO

The data analysed during the development of the EBT concept indicated substantial difficulties encountered by crews when faced with a threat or error, which was a surprise or an unexpected event. The element of surprise should be distinguished from what is sometimes referred to as the ‘startle factor’ — the latter being a physiological reaction. Wherever possible, consideration should be given towards variations in the types of scenario, times of occurrences and types of occurrence, so that pilots do not become overly familiar with repetitions of the same scenarios. Variations should be the focus of EBT programme design, and not left to the discretion of individual instructors, in order to preserve programme integrity and fairness.

Exposure to an unexpected event or sequence of events at the defined frequency in order to build resilience.

Rejected take- off

x

ALL

Intentionally blank

EVAL or SBT

Terrain

B

ALL

Alert, warning, or conflict

Anticipate terrain threats. Prepare for terrain threats. Recognise unsafe terrain clearance. Take appropriate action. Apply the appropriate procedures correctly. Maintain aircraft control. Restore safe flight path. Manage consequences.

ATC clearance giving insufficient terrain clearance

x

ALL

Demonstration of terrain avoidance warning systems (TAWS) (this scenario element may be done in an ISI.)

x

TO

CLB

Engine failure where performance is marginal leading to TAWS warning

x

DES

APP

ATC provides a wrong QNH

x

DES

‘Virtual mountain’ refers to the surprise element of an unexpected warning. Care should be exercised in creating a level of realism, so this can best be achieved by an unusual and unexpected change of route during the descent.

x

EVAL or SBT

Wind shear recovery

B

TO

With or without warnings including predictive. A wind shear scenario is ideally combined with an adverse-weather scenario containing other elements.

Anticipate potential for wind shear.

Avoid known wind shear or prepare for suspected wind shear.

Recognise wind shear encounter.

Take appropriate action.

Apply the appropriate procedure correctly.

Assure aircraft control.

Recognise out of wind shear condition.

Maintain or restore a safe flight path.

Assess consequential issues and manage outcomes.

Predictive wind shear warning during take-off

x

TO

Wind shear encounter during take-off

x

TO

Wind shear encounter after rotation

x

TO

Predictive wind shear after rotation

x

APP

Predictive wind shear during approach

x

APP

Wind shear encounter during go-around

x

APP

Wind shear encounter during approach

x

EVAL or SBT

Workload, distraction, pressure, stress

B

ALL

This is not considered a topic for specific attention on its own, but more as a reminder to programme developers to ensure that pilots are exposed to immersive training scenarios which expose them to manageable high workload and distractions during the course of the EBT programme, at the defined frequency.

Manage available resources efficiently to prioritise and perform tasks in a timely manner under all circumstances

Intentionally blank

Section 7 — UPRT Upset recovery training topic with frequency (C). Manoeuvres training phase or scenario-based training phase (MT or SBT)

MT or SBT

Upset recovery

C

n/a

Compliance with AMC1 or AMC2 to ORO.FC.220 & 230

Include the recovery exercises in Table 2 of AMC1 ORO.FC.220 & 230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years.

According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recovery from developed upsets. The same principles apply to the exercises of components 2, 3 and 4 where one exercise may satisfy the requirement to cover the whole component.

An aeroplane upset is defined as an undesired aeroplane state in flight characterised by unintentional divergences from parameters normally experienced during line operations or training.

An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions.

Recognise upset condition.

Make timely and appropriate intervention. Take appropriate action. Assure timely and appropriate intervention. (AMC1 ORO.FC.220&230 Table 2 component 1)

Assure aircraft control. Maintain or restore a safe flight path.

Assess consequential issues.

Manage outcomes.

Consolidate the summary of aeroplane recovery techniques. (AMC1 ORO.FC.220 & 230 Table 2 component 5)

Note: The operator should assess if the exercises should be practised for the either seat qualification.

The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done in ISI: The instructor should position the aircraft within but close to the edge of the validated training envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful consideration should be given to flying within the validated training envelope.

Intentionally blank

n/a

Table 2 of AMC1 ORO.FC.220&230: Exercises for upset recovery training

Intentionally blank

n/a

A. Recovery from developed upsets

Intentionally blank

CLB

DES

2. Recovery from stall events in the following configurations: take-off configuration, clean configuration low altitude, clean configuration near maximum operating altitude, and landing configuration during the approach phase.

x

CRZ

3. Recovery from nose high at various bank angles

x

CRZ

4. Recovery from nose low at various bank angles

x

CRZ

Demonstration at a normal cruising altitude. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions.

x

APP

Demonstration at an intermediate altitude during early stages of the approach. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions.

x

CLB

DES

Recovery from a wake turbulence position with high-bank angle

x

Section 8 — Training topics with frequency (C) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT)

EVAL or SBT

Adverse wind

B

TO

Adverse wind/crosswind. This includes tailwind but not ATC mis-reporting of the actual wind.

Recognise adverse-wind conditions. Observe limitations. Apply the appropriate procedures. Maintain directional control and safe flight path.

Take-off with different crosswind/tailwind/gust conditions

x

TO

Take-off with unreported tailwind

x

TO

Crosswinds with or without strong gusts on take-off

x

APP

Wind exceeding limits on final approach (not reported)

x

APP

Wind exceeding limits on final approach (reported) in manual aircraft control

x

APP

Increasing tailwind on final approach (not reported)

x

APP

Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswind including shifting wind directions

x

APP

Adverse-wind scenario resulting in increasing tailwind below DA (not reported)

x

APP

Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported)

x

APP

Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported)

x

APP

LDG

Crosswind with or without strong gusts on approach, final approach and landing (within and beyond limits)

x

EVAL or SBT

ATC

C

ALL

ATC error. Omission, miscommunication, garbled, poor quality transmission. All these act as distractions to be managed by the crew. The scenarios should be combined, where possible, with others of the same or higher weighting, the principal reason being to create distractions.

Respond to communications appropriately. Recognise, clarify and resolve any ambiguities. Refuse or question unsafe instructions. Use standard phraseology whenever possible.

ATC role-play: the instructor provides scripted instructions, as a distraction to the crew

x

ALL

Controller error, provided by the instructor according to a defined scripted scenario

x

ALL

Frequency congestion, with multiple aircraft using the same frequency

x

APP

Destination temporarily closed

x

CRZ

Rescue and firefighting services (RFFS) level reduction at destination

x

APP

Runway change before the interception of the localiser or similar navigation aid in azimuth

x

GND

TO

Stray dogs at the opposite threshold runway

x

ALL

Poor quality transmissions

x

EVAL or SBT

Engine failure

C

TO

Any engine failure or malfunction, which causes loss or degradation of thrust that affects performance. This is distinct from the engine-out manoeuvres described in the MT section above, which are intended only to practise psychomotor skills and reinforce procedures to manage engine failures.

Recognise engine failure. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences.

Engine failure or engine malfunction on take-off low speed

x

TO

Engine failure or engine malfunction on take-off high speed below V1

x

TO

Engine failure or engine malfunction on take-off above V1

x

TO

Engine failure or engine malfunction on initial climb

x

APP

Engine malfunction

x

CRZ

Engine failure in cruise (with autopilot)

x

CRZ

Multiple engine failure in CRZ (volcanic ash, recoverable). Competency FPM may or may not be included depending on the impact on the automation.

x

LDG

Engine failure or engine malfunction on landing

x

EVAL or SBT

Fire and smoke management

C

GND

This includes engine, electric, pneumatic, cargo fire, smoke or fumes

Recognise fire, smoke or fumes Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences.

Fire in cargo or cabin/cockpit at gate

x

GND

Fire during taxi

x

GND

Fire with no cockpit indication

x

TO

Take-off low speed

x

TO

Fire or smoke on take-off high speed below V1

x

TO

Fire or smoke on take-off high speed above V1

x

TO

Fire or smoke on initial climb

x

CRZ

Cargo compartment fire or avionics compartment fire

x

APP

Engine fire in approach (extinguishable)

x

APP

Engine fire in approach (non-extinguishable)

x

CLB

CRZ

DES

Lithium battery fire in the cockpit or cabin compartment

x

EVAL or SBT

Loss of communications

C

GND

Lost or difficult communications due to either pilot mis-selection or a failure external to the aircraft. This could be for a few seconds or a total loss

Recognise loss of communications.

Take appropriate action. Execute the appropriate procedure as applicable. Use alternative ways to communicate.

Manage consequences.

Loss of communications during ground manoeuvring

x

TO

Loss of communications after take-off

x

APP

Loss of communications during approach phase, including go-around

x

EVAL or SBT

Managing loading, fuel, performance errors

C

ALL

A calculation error by one or more pilots, or someone involved with the process, or the process itself, e.g. incorrect information on the load sheet

Anticipate the potential for errors in load/fuel/performance data. Recognise inconsistencies. Manage/avoid distractions. Make changes to paperwork/aircraft system(s) to eliminate error. Identify and manage consequences.

This can be a demonstrated error, in that the crew may be instructed to deliberately insert incorrect data — for example, to take off from an intersection with full-length performance information. The crew will be asked to intervene when acceleration is sensed to be lower than normal, and this may be part of the operator procedures, especially when operating mixed fleets with considerable variations in MTOM.

x

TO

Wind report with take-off clearance not consistent with prior performance calculation. ATC, cabin crew or other people are pushing crew to take off quickly.

x

GND

Environmental change during taxi (e.g. heavy rain) not consistent with prior take-off performance calculation

x

GND

Fuel ground staff on industrial action. Only limited amount of fuel available, which is below the calculated fuel for the flight.

x

GND

Advise crew that there is a change of the load sheet figures during taxi to the runway. The crew may have limited time due to a calculated take-off time (CTOT) — ATC Slot.

x

GND

Braking action reported ‘medium’. The information is transmitted just before take-off. The flight is subject to a CTOT — ATC slot.

x

EVAL or SBT

Navigation

C

GND

External NAV failure. Loss of GPS satellite, ANP exceeding RNP, loss of external NAV source(s)

Recognise a NAV degradation. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative NAV guidance. Manage consequences.

External failure or a combination of external failures degrading aircraft navigation performance on ground

x

TO

CLB

APP

LDG

External failure or a combination of external failures degrading aircraft navigation performance in flight

x

GND

Standard initial departure change during taxi. The flight may be subject to a CTOT — ATC slot.

x

APP

Loss of runway lighting below decision height

x

CRZ

No fly zone: when the crew changes control frequency, the new ATCO informs the crew that they are flying over an unannounced ‘no fly zone’ that is not included in the NOTAMs. (To trigger such an event, the context may be as follows: an unexpected military conflict in the territory the aircraft is flying over or the crew is forced to re-route in flight and the new route flies over a city that has an important event such the Olympic games, a G20/G7 submit, or the route is flying near a space rocket launch close to the time of the launch, like the Guiana Space Centre, Cape Cañaveral, etc.).

x

EVAL or SBT

Operations- or type-specific

C

ALL

Intentionally blank

EVAL or SBT

Operations of special airport approval

C

APP

LDG

The operator should comply with the national qualification requirements published in the aeronautical information publication (AIP).

Intentionally blank

EVAL or SBT

Pilot incapacitation

C

TO

Consequences for the non-incapacitated pilot

Recognise incapacitation.

Take appropriate action including correct stop/go decision.

Apply the appropriate procedure correctly. Maintain aircraft control.

Manage consequences

During take-off

x

APP

During approach

x

EVAL or SBT

Runway or taxiway condition

B

GND

TO

LDG

Contamination or surface quality of the runway, taxiway, or tarmac including foreign objects

Recognise hazardous runway condition. Observe limitations. Take appropriate action. Apply the appropriate procedures correctly. Assure aircraft control.

Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and execution of appropriate procedures

x

GND

TO

LDG

Unanticipated hazardous conditions, e.g. unexpected heavy rain resulting in flooded runway surface

x

TO

Take-off on runway with reduced cleared width due to snow

x

TO

Stop/go decision in hazardous conditions

x

EVAL or SBT

Traffic

C

CLB

CRZ

DES

Traffic conflict. ACAS RA or TA, or visual observation of conflict, which requires evasive manoeuvring

Anticipate potential loss of separation. Recognise loss of separation. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences.

ACAS warning that requires crew intervention

x

Dilemma: Visual acquisition of conflicting traffic followed by an ACAS warning (resolution advisory) triggered by the same or other traffic. Even if the traffic is in sight, the pilot should follow the RA.

x

While in descent, ACAS warning (traffic advisory) of an aircraft below. The crew should not initiate an avoidance manoeuvre based on TA (except decreasing the rate of descent unless otherwise instructed by ATC, etc.) This example scenario can be done during climb with conflicting traffic above.

x