NPA 2016-16

European Aviation Safety Agency Notice of Proposed Amendment 2016-16 Regular update of Part-FCL Regular update of Regulation (EU) No 1178/2011 regarding pilot training and licensing and the related oversight RMT.0587 EXECUTIVE SUMMARY The objective of this Notice of Proposed Amendment (NPA) is to address a non-controversial safety and regulatory coordination issue linked with pilot training and licencing requirements of Annex I (Part-FCL), Annex III (Conditions for the acceptance of licences issued by or on behalf of third countries), Annex VI (Part-ARA) and Annex VII (Part-ORA) to Regulation (EU) No 1178/2011 (the Aircrew Regulation). This NPA proposes to clarify already existing rule text in order to make the regulatory framework more precise and effective, as well as to correct the current inconsistencies and editorial errors. The proposed changes are expected to ensure clarity of the regulatory framework, promote a competitive environment, provide for alignment with International Civil Aviation Organization (ICAO) provisions, and maintain the current level of safety through harmonisation of the Aircrew Regulation requirements. Action area: Review of rules (ex post evaluation) Affected rules: — Regulation (EU) No 1178/2011; — Part-FCL and related AMC/GM; — Annex III to Regulation EU No 1178/2011; — Part-ARA and related AMC/GM; — Part-ORA and related AMC/GM. Affected stakeholders: Pilots, operators, approved training organisations, competent authorities. Driver: Efficiency/proportionality Rulemaking group: No Impact assessment: None Rulemaking procedure: Standard 11.05.2016 30.11.2016 2017/Q3 2018/Q1 2018/Q3 TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 1 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 Table of contents Table of contents 1. Procedural information ........................................................................................................................ 3 1.1. The rule development procedure............................................................................................................ 3 1.2. The structure of this NPA ........................................................................................................................ 3 1.3. How to comment on this NPA ................................................................................................................. 3 1.4. The next steps in the procedure.............................................................................................................. 3 2. Explanatory Note ................................................................................................................................. 5 2.1. Overview of the issues to be addressed .................................................................................................. 5 2.2. Objectives ................................................................................................................................................ 5 2.3. Summary of the impact assessment (IA) ................................................................................................. 5 2.4. Overview of the proposed amendments ................................................................................................ 5 2.4. Proposed amendments to the Aircrew Regulation and to the related AMC/GM ................................... 7 3. Proposed amendments....................................................................................................................... 11 3.1. Draft Regulation (Draft EASA Opinion) .................................................................................................. 11 3.1.1. Regulation (EU) No 1178/2011 ........................................................................................................11 3.1.2. Part-FCL ............................................................................................................................................11 3.1.3. Annex III (Conditions for the acceptance of licences issued by or on behalf of third countries) to Regulation (EU) No 1178/2011 ......................................................................................................................17 3.1.4. Part-ARA...........................................................................................................................................18 3.1.5. Part-ORA ..........................................................................................................................................20 3.2. Draft AMC and GM (Draft EASA Decision) ............................................................................................. 21 3.2.1. AMC/GM to Part FCL .......................................................................................................................21 3.2.2. AMC/GM to Part-ARA ......................................................................................................................90 3.2.3. AMC/GM to Part-ORA....................................................................................................................100 4. Impact assessment (IA) ..................................................................................................................... 101 5. References ....................................................................................................................................... 102 5.1. Affected regulations ............................................................................................................................ 102 5.2. Related regulations.............................................................................................................................. 102 5.3. Affected CS, AMC and GM ................................................................................................................... 102 5.4. Reference documents.......................................................................................................................... 102 6. Appendices ...................................................................................................................................... 103 TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 2 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 1. Procedural information 1. Procedural information 1.1. The rule development procedure The European Aviation Safety Agency (EASA) developed this NPA in line with Regulation (EC) No 216/20081 (the EASA Basic Regulation) and the Rulemaking Procedure2. This rulemaking activity is included in the EASA 5-year Rulemaking Programme under RMT.0587. The text of this NPA has been developed by EASA with the support of stakeholders (industry and Member States (MSs)). It is hereby submitted to all interested parties for consultation3. The ‘EASA rulemaking process’ table on the title page contains the major milestones of this rulemaking activity to date and provides an outlook of the timescales of the next steps. 1.2. The structure of this NPA Chapter 1 of this NPA contains the procedural information related to this task. Chapter 2 (Explanatory Note) explains the core technical content. Chapter 3 contains the proposed text for the new requirements and related AMC/GM. 1.3. How to comment on this NPA Please submit your comments using the automated Comment-Response Tool (CRT) available at http://hub.easa.europa.eu/crt/4. The deadline for submission of comments is 17 March 2017. 1.4. The next steps in the procedure Following the closing of the public commenting period, EASA will review all comments. Based on the comments received, EASA will develop an opinion containing the proposed amendments to the Aircrew Regulation5. The opinion will be addressed to the European Commission, which will use it as a technical basis in order to prepare an EU regulation. Following the adoption of the regulation by the European Commission, EASA will issue a decision containing the related acceptable means of compliance (AMC)/guidance material (GM). 1 Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1) (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1467719701894&uri=CELEX:32008R0216). 2 EASA is bound to follow a structured rulemaking process as required by Article 52(1) of the Basic Regulation. Such a process has been adopted by the EASA Management Board Decision (MB) and is referred to as the ‘Rulemaking procedure’. See MB Decision No 18-2015 of 15 December 2016 replacing Decision 01/2012 concerning the procedure to be applied by the Agency for the issuing of opinions, certification specifications and guidance material (http://www.easa.europa.eu/the-agency/management- board/decisions/easa-mb-decision-18-2015-rulemaking-procedure). 3 In accordance with Article 52 of the Basic Regulation and Articles 6(3) and 7 of the Rulemaking Procedure. 4 In case of technical problems, please contact the CRT webmaster ([email protected]). 5 Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1) (http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1477651104530&uri=CELEX:32011R1178). TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 3 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 1. Procedural information The comments received and the EASA responses thereto will be reflected in a comment-response document (CRD). The CRD will be annexed to the opinion. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 4 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 2. Explanatory Note 2. Explanatory Note This NPA contains amendments to the Aircrew Regulation and aims to improve the regulatory framework by correcting editorial errors and addressing non-controversial issues raised by EASA itself or stakeholders. 2.1. Overview of the issues to be addressed Since the adoption of the Aircrew Regulation and related EASA decisions, many of the proposals contained in this NPA have been submitted by different parties. CAs, industry and EASA itself developed various concepts of how to improve the Aircrew Regulation and related EASA decisions. The aim of those proposals was to create a better regulatory framework by correcting editorial errors and inconsistencies between requirements and AMC/GM, as well as to update the Aircrew Regulation. As a result, this NPA addresses different kinds of non-controversial issues: — some existing requirements and related AMC/GM have been clarified; — new requirements have been inserted to improve the regulatory framework; and — new AMC/GM have been created to clarify the new or existing requirements. For a more detailed analysis of the issues addressed by this proposal, please refer to Sections 2.3. and 2.4. below. 2.2. Objectives The general objectives of the European Union (EU) in the field of civil aviation are defined in Article 2 of the Basic Regulation. This proposal will contribute to the achievement of the overall objectives by addressing the issues outlined in Chapter 2. In addition to the general objectives outlined above, the specific objectives of this proposal are: — to ensure that miscellaneous issues (such as internal and external rulemaking proposals and editorial issues) of a non-controversial nature where there is sufficient consensus with regard to initial pilot training and licensing or recurrent pilot training, testing and checking are addressed; and — to continuously improve the regulatory framework by reducing complexity and promoting a competitive environment. 2.3. Summary of the impact assessment (IA) An impact assessment is not included as the NPA addresses non-controversial issues only. 2.4. Overview of the proposed amendments The rulemaking proposal developed in this NPA includes a review of Part-FCL, Annex III to the Aircrew Regulation, Part-ARA and Part-ORA aiming at simplifying the rule text, and introducing some new requirements to remove unnecessary administrative burdens, existing inconsistencies within the rule and editorial errors, as well as to perform a review of the associated AMC/GM in order to ensure consistency with the Aircrew Regulation. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 5 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 2. Explanatory Note Aircrew Regulation — Article 8(6) Part-FCL — FCL.015 Application and issue, revalidation and renewal of licences, ratings and certificates — FCL.625 IR — Validity, revalidation and renewal — FCL.725 Requirements for the issue of class and type ratings — FCL.720.A Experience requirements and prerequisites for the issue of class or type ratings — aeroplanes — Appendix 6 — Modular training courses for the IR — Appendix 9 — Training, skill test and proficiency check for MPL, ATPL, type and class ratings, and proficiency check for IRs Annex III ‘Conditions for the acceptance of licences issued by or on behalf of third countries’ — A. Validation of licences Part-ARA — ARA.GEN.320 Procedure to change the competent authority (new) — Appendix I — Flight crew licence — Appendix IV to Annex VI (Part-ARA) — Flight simulation training device qualification certificate Part-ORA — ORA.ATO.300 General — ORA.ATO.355 Flight test training organisations AMC/GM to Part-FCL — AMC1 FCL.625(c) IR — Validity, revalidation and renewal — GM1 FCL.725 Requirements for the issue of class and type ratings (new) — GM1 FCL.735.A Multi-crew cooperation training course — aeroplanes (new) — GM2 FCL.735.A Multi-crew cooperation training course — aeroplanes (new) — GM2 FCL.900(c)(1) Instructor certificates (new) — GM1 to Appendix 5 Integrated MPL training course — GM1 to Appendix 6 Modular training courses for the IR (new) — AMC3 to Appendix 9 — Training, skill test and proficiency check for MPL, ATPL, type and class ratings, and proficiency check for IRs (moved from the current implementing rules (IRs)) (new) AMC/GM to Part-ARA — GM1 ARA.GEN.105 Definitions TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 6 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 2. Explanatory Note — AMC2 ARA.GEN.200(a)(2) Management system — GM2 ARA.GEN.200(a)(2) Management system (new) — GM3 ARA.GEN.200(a)(2) Management system (new) — AMC1 ARA.GEN.320 Procedure to change the competent authority (new) — AMC to Appendix IV to Annex VI (Part-ARA) Flight simulation training device qualification certificate (new) — GM to Appendix IV to Annex VI (Part-ARA) Flight simulation training device qualification certificate (new) AMC/GM to Part-ORA — GM1 ORA.GEN.005 — GM1 ORA.GEN.130(a) Changes to organisations — GM1 ORA.GEN.130(c) Changes to organisations (new) — AMC1 ORA.ATO.305(b) Classroom instruction (new) 2.4. Proposed amendments to the Aircrew Regulation and to the related AMC/GM The following amendments are proposed: Aircrew Regulation — New paragraph (6) has been inserted into Article 8 to create special requirements regarding acceptance without formalities of third-country pilot licences in the frame of wet-lease-in of aircraft registered in a third country providing that these requirements are fully aligned with the requirements of Regulation (EC) No 452/20146. Part-FCL — Some new requirements have been inserted into FCL.015 taking into consideration the possibility of having more than one CA within the same MS for a pilot holding licences in more than one category of aircraft. A new requirement has been inserted into FCL.015 clarifying that the allowed period for an application for a pilot licence is limited to 6 months after having succeeded at the skill test or assessment of competence. — FCL.625(c) has been amended to ensure that the refresher training is not mandatory but its necessity should be evaluated by an ATO. — A new requirement has been inserted to FCL.725(e) to ensure that the flight tests mentioned therein have been completed within a certain time limit prior to the issue of the type rating in order to ensure that mentioned flight tests are performed within an adequate time limit before the application for the issue of the type rating. 6 Commission Regulation (EU) No 452/2014 of 29 April 2014 laying down technical requirements and administrative procedures related to air operations of third country operators pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 133, 6.5.2014, p. 12) (http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1477656985002&uri=CELEX:32014R0452). TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 7 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 2. Explanatory Note — A new requirement has been inserted to FCL.720.A to clarify that before starting the flight training, an applicant for a first-class aeroplane or a type rating for a single-pilot aeroplane (SPA) must have flying experience in an aeroplane or touring motor glider (TMG). — Appendix 6, Subpart Aa. IR(A), paragraph 8 has been clarified by adding the word ‘verbally’ — an applicant is obliged to verbally demonstrate their knowledge to the examiner. — Some text of Appendix 9 has been moved to the related AMC3 to Appendix 9 to provide more flexibility to MSs regarding the content of skill tests and proficiency checks. In order to ensure that basic competences are demonstrated during the skill tests and proficiency checks, the list of basic competences has been inserted into Appendix 9. Annex III ‘CONDITIONS FOR THE ACCEPTANCE OF LICENCES ISSUED BY OR ON BEHALF OF THIRD COUNTRIES — Subpart A, paragraph 2 has been amended to clarify the requirements regarding the extension of the validation period of pilot licences issued by third countries. — Subpart A, paragraph 3 has been amended to remove restrictive requirements and to allow pilots gain experience with other-than-CS-27/29 helicopters. — New paragraph 3.A has been inserted into Subpart A to support MSs as several exemption requests have been received by EASA, and to create special requirements regarding acceptance of third-country pilot licences in the frame of dry-lease-out of aircraft registered in an MS to third-country operators for the purpose of commercial flights outside the MSs’ territory. Part-ARA — In order to clarify and simplify the procedure for changing the CA, the basic requirements are included in new ARA.GEN.320, and related paragraphs are inserted into the corresponding AMC. — In order to avoid inconsistencies with a normal practice that there are only valid ratings in a licence, some requirements of Appendix I regarding not revalidated ratings have been deleted. — Appendix IV to Annex VI (Part-ARA) has been updated and page 2 of the flight simulation training device (FSTD) qualification certificate has been moved to the related AMC to provide the flexibility to MSs to refer to a specific FSTD certificate (either for aeroplanes or for helicopters), and to include all the necessary information appropriate to the certain FSTD. Part-ORA — In ORA.ATO.300, the word ‘modular’ has been removed from point (a), to be in line with points (b) and (c) since the introductory sentence already indicates that a modular course is concerned. — An new sentence has been inserted into ORA.ATO.355 in order to ensure the possibility to extend the ATO privileges to other categories of flight test personnel, not mentioned in the current text. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 8 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 2. Explanatory Note AMC/GM to Part-FCL — AMC1 FCL.625(c) has been amended to ensure that the ATO should evaluate the necessity of the refresher training in case of an expired instrument rating on a case-by-case basis, without taking into account the date of expiry. — New GM FCL.725(e) has been inserted to clarify that the hours gained during the instruction flights for category 1 or 2 flight tests are not considered as flight tests related to development, certification or production. — A new paragraph has been inserted into GM1 FCL.735.A and GM2 FCL.735.A to introduce the new concept of multi-crew cooperation (MCC) course as an alternative for pilots in order to develop their core competences before commencing the initial type rating training. — A new GM (GM2 FCL.900(c)(1)) has been created in order to provide the possibility to issue instructor certificates with unlimited duration for those third-country instructors who have sufficient experience in flight instruction and solo-flight supervision. — New paragraph (d) has been inserted into GM1 to Appendix 5 to define the minimum content of the multi-crew pilot licence (MPL) training programme. — New GM to Appendix 6 has been inserted to clarify the content and learning objectives (LOs) which the examiner should make use of for the demonstration of the flight crew’s theoretical knowledge during the skill test. — New AMC3 to Appendix 9 has been created by moving some text of Appendix 9 to this AMC to provide more flexibility to MSs regarding the content of skill tests and proficiency checks. Some text of the Appendix 9 tables has been improved without changes to its content. AMC/GM to Part-ARA — Several definitions have been moved from GM1 ORA.GEN.005 to GM1 ARA.GEN.105 in order to create one complete list of definitions for both Part-ARA and Part-ORA. GM1 ORA.GEN.005 has been therefore deleted. — Additional qualification and training elements for inspectors have been inserted into AMC2 ARA.GEN.200(a)(2) — due to the large amount of new text, the whole AMC has been replaced. — New GM2 ARA.GEN.200(a)(2) has been inserted to include the list of documents which may be used for the content of the initial training programme for inspectors referred to in (b)(3) and (b)(6) of AMC2 ARA.GEN.200(a)(2). — New GM3 ARA.GEN.200(a)(2) has been inserted to clarify the content of ‘relevant ratings and certificates appropriate to the level of the training conducted in the ATO’. — New AMC1 ARA.GEN.320 has been inserted to clarify the procedure for changing the CA. — New AMC to Appendix IV to Annex VI (Part-ARA) has been inserted to ensure certain flexibility regarding requirements included in the FSTD qualification certificate. — New GM to Appendix IV to Annex VI (Part-ARA) has been inserted to clarify the information included in the FSTD qualification certificate. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 9 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 2. Explanatory Note AMC/GM to Part-ORA — GM1 ORA.GEN.005 has been deleted as there is no related requirement in Part-ORA. All the definitions, as well as some additional ones, have been inserted into GM1 ARA.GEN.105. — Additional text has been inserted into GM1 ORA.GEN.130(a) to clarify that the changes to organisations mentioned require prior approval by the CA. — New GM1 ORA.GEN.130(c) has been inserted to specify that lists of changes not requiring prior approval by the CA should be included as annexes to the ATO documentation. — New AMC ORA.ATO.305(b) has been inserted to clarify the requirements of ORA.ATO.305(b). TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 10 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 3. Proposed amendments The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strike through; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment. 3.1. Draft Regulation (Draft EASA Opinion) 3.1.1. Regulation (EU) No 1178/2011 1. Article 8 is amended as follows: Article 8 Conditions for the acceptance of licences from third countries (…) 6. Notwithstanding the above requirements, for commercial air transport and other commercial operations inside or outside the territory of the Member States, using an aircraft wet-leased in accordance with Regulation (EU) No 965/2012 and registered in a third country, Member States may accept without formalities a pilot licence issued by the third country for the duration of the wet-lease period, provided that the applicant holds an appropriate licence and medical certificate as well as associated ratings or qualifications, including a language proficiency, issued in accordance with Annex 1 to the Chicago Convention by or on behalf of the State of Registry of the aircraft used. 3.1.2. Part-FCL SUBPART A GENERAL REQUIREMENTS 1. FCL.015 is amended as follows: FCL.015 Application and issue, revalidation and renewal of licences, ratings and certificates (...) (b) Unless otherwise specified in this Part, Aany limitation or extension of the privilege granted by a licence, rating or certificate shall be endorsed in the licence or certificate by the competent authority. (…) (d) A person holding licences in more than one category of aircraft shall have such licences issued by the competent authority or authorities designated by the same Member State. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 11 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (e) An application for the issue of a licence for another category of aircraft, or for the issue of further ratings or certificates, as well as an amendment, revalidation or renewal of those licences, ratings or certificates shall be submitted to the competent authority, designated by the Member State, which initially issued the pilot licence, except when the pilot has requested a change of competent authority and a transfer of his licensing and medical records to that authority. (f) The applicant for a licence, rating or certificate shall apply not later than 6 months after having succeeded at the skill test or assessment of competence. SUBPART G INSTRUMENT RATING — IR SECTION 1 Common requirements 2. FCL.625 is amended as follows: FCL.625 IR — Validity, revalidation and renewal (...) (c) Renewal. If an IR has expired, in order to renew their privileges applicants shall: (1) go throughtake a refresher training at an ATO, when necessary, to reach the level of proficiency needed to pass the instrument element of the skill test in accordance with Appendix 9 to this Part; and (...) SUBPART H CLASS AND TYPE RATINGS SECTION 1 Common requirements 3. FCL.725 is amended as follows: FCL.725 Requirements for the issue of class and type ratings (...) (e) Notwithstanding the paragraphs above, pilots holding a flight test rating issued in accordance with FCL.820 who were involved in development, certification or production flight tests for an aircraft type, and have completed either 50 hours of total flight time or 10 hours of flight time as PIC on test flights in that type, shall be entitled to apply for the issue of the relevant type rating, provided that they comply with the experience requirements and the prerequisites for the issue of that type rating, as established in this Subpart for the relevant aircraft category. 25 hours of total flight time or 5 hours of flight time as PIC on test flights in that type shall have been TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 12 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments completed within the preceding 12 months prior to the application for the issue of the type rating. SECTION 2 Specific requirements for the aeroplane category 4. FCL.720.A is amended as follows: FCL.720.A Experience requirements and prerequisites for the issue of class or type ratings — aeroplanes (...) (b) Single-pilot high performance non-complex aeroplanes. Before starting flight training, an applicant for a first class or type rating for a single-pilot aeroplane classified as a high performance aeroplane shall: (1) have at least 200 hours of total flying experience in an aeroplane or touring motor glider (TMG), of which 70 hours as PIC on aeroplanes or TMGs; and (...) Appendix 6 Modular training courses for the IR 5. Aa.8(b) is amended as follows: Aa. IR(A) — Competency-based modular flying training course (…) FLYING TRAINING (…) 8. Applicants for the competency-based modular IR(A) holding a Part-FCL PPL or CPL and a valid IR(A) issued in compliance with the requirements of Annex 1 to the Chicago Convention by a third country may be credited in full towards the training course mentioned in paragraph 4. In order to be issued the IR(A), the applicant shall: (a) successfully complete the skill test for the IR(A) in accordance with Appendix 7; (b) verbally demonstrate to the examiner during the skill test that he/she has acquired an adequate level of theoretical knowledge of air law, meteorology and flight planning and performance (IR); and (...) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 13 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments Appendix 9 Training, skill test and proficiency check for MPL, ATPL, type and class ratings, and proficiency check for IRs 6. The table under B. is replaced by the following: B. Specific requirements for the aeroplane category (…) CONTENT OF THE TRAINING/SKILL TEST/PROFICIENCY CHECK 5. Single-pilot aeroplanes, except for high performance complex aeroplanes: (…) (h) To establish or maintain PBN privileges, one approach shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD. The applicant shall demonstrate competence in the following areas: (1) departure; (2) airwork (visual meteorological conditions (VMC)); (3) en route procedures (visual flight rules (VFR)); (4) instrument flight; (5) arrival (ARR) and landing; (6) abnormal procedures and emergency procedures; and (7) if applicable, simulated asymmetric flight. (…) 7. The table under B. is replaced by the following: B. Specific requirements for the aeroplane category (…) CONTENT OF THE TRAINING/SKILL TEST/PROFICIENCY CHECK (…) 6. Multi-pilot aeroplanes and single-pilot high performance complex aeroplanes: (…) (i) In case of a restricted type rating issued in accordance with FCL.720.A(e), the applicants shall fulfil the same requirements as other applicants for the type rating except for the practical exercises relating to the take-off and landing phases. The applicant shall demonstrate competence in the following areas: (1) flight preparation; (2) take-offs; TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 14 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (3) flight manoeuvres and procedures; (4) missed approach procedures; and (5) landings. (…) 8. The table under B. is replaced by the following: B. Specific requirements for the aeroplane category (…) CONTENT OF THE TRAINING/SKILL TEST/PROFICIENCY CHECK (…) 7. Class ratings — sea. (…) The applicant shall demonstrate competence in the following areas: (a) departure; (b) airwork (VFR); (c) en route procedures (VFR); (d) arrivals (ARRs) and landings; (e) abnormal and emergency procedures; and (f) if applicable, simulated asymmetric flight. (…) 9. The table under C. is replaced by the following: C. Specific requirements for the helicopter category (…) MULTI-PILOT HELICOPTERS (…) 12. Applicants for the revalidation or renewal of the multi-pilot helicopter type rating proficiency check shall take only sections 1 to 4 and, if applicable, section 6. The applicant shall demonstrate competence in the following areas, if applicable: (a) pre-flight preparations and checks; (b) flight manoeuvres and procedures; (c) normal and abnormal operations of main systems and procedures; (d) abnormal and emergency procedures; TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 15 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (e) instrument flight procedures; and (f) use of optional equipment. (…) 10. The table under D. is replaced by the following: D. Specific requirements for the powered-lift aircraft category (…) CONTENT OF THE TRAINING/SKILL TEST/PROFICIENCY CHECK (…) 8. Flight Simulation Training Devices shall be used for practical training and testing if they form part of an approved type rating course. The following considerations will apply to the approval of the course: (a) the qualification of the flight simulation training devices as set out in the relevant requirements of Part-ARA and Part-ORA; (b) the qualifications of the instructor. The applicant shall demonstrate competence in the following areas: (1) pre-flight preparations and checks; (2) flight manoeuvres and procedures; (3) normal and abnormal operations of main systems and procedures; (4) abnormal and emergency procedures; (5) instrument flight procedures; and (6) use of optional equipment. (…) 11. The table under E. is replaced by the following: E. Specific requirements for the airship category (…) CONTENT OF THE TRAINING/SKILL TEST/PROFICIENCY CHECK (…) 8. Flight Simulation Training Devices shall be used for practical training and testing if they form part of a type rating course. The following considerations will apply to the course: (a) the qualification of the flight simulation training devices as set out in the relevant requirements of Part-ARA and Part-ORA; (b) the qualifications of the instructor. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 16 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments The applicant shall demonstrate competence in the following areas: (a) pre-flight preparations and checks; (b) flight manoeuvres and procedures; (c) normal and abnormal operations of main systems and procedures; (d) abnormal and emergency procedures; (e) instrument flight procedures; and (f) use of optional equipment. (…) 3.1.3. Annex III (Conditions for the acceptance of licences issued by or on behalf of third countries) to Regulation (EU) No 1178/2011 A. VALIDATION OF LICENCES 1. ‘General’ is amended as follows: General (...) 2. The period of validation of a licence shall not exceed 1 year, provided that the basic licence remains valid. This period may only be extended once by the competent authority that issued the validation when, during the validation period, the pilot has applied, or is undergoing training, for the issuance of a licence in accordance with Part-FCL. This extension shall cover the period of time necessary for the licence to be issued in accordance with Part-FCL and shall not exceed 1 year. The holders of a licence accepted by a Member State shall exercise their privileges in accordance with the requirements stated in Part-FCL. 2. ‘Pilot licences for commercial air transport and other commercial activities’ is amended as follows: Pilot licences for commercial air transport and other commercial activities (…) > 700 hours in helicopters other than those certificatedcertified under CS-27/29 or equivalent, including 200 hours in the activity role for which acceptance is sought, and 50 hours in that role in the last 12 months. (…) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 17 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 3. New 3. A. is inserted after point 3. as follows: 3.A. Validation of third-country licences in the framework of a dry lease in terms of Commission Regulation (EU) No 965/2012 Notwithstanding the above requirements, for commercial air transport and other commercial operations outside the territory of the Member States, using a multi-pilot aeroplane registered in a Member State and dry-leased in accordance with Regulation (EU) No 965/2012 to a third-country operator the regulatory oversight of which has not been delegated to that third country, Member States may accept a pilot licence issued by the third country for the duration of the dry-lease period, provided that the applicant: (a) holds an appropriate licence and medical certificate as well as associated ratings or qualifications, including a language proficiency, issued in accordance with Annex 1 to the Chicago Convention; (b) has completed in the last 12 months a proficiency check relevant to the privileges of the licence held, in accordance with the type rating revalidation requirements established by the third country having issued the licence; (c) is directly or indirectly employed by the third-country operator. The pilot shall operate as a member of a multi-pilot crew under the condition that there shall be not more than one inexperienced flight crew member, as described in ORO.FC.200(a), and that the pilot-in- command (PIC) holds an airline transport pilot licence (aeroplane) ATPL(A). 3.1.4. Part-ARA SUBPART GEN GENERAL REQUIREMENTS SECTION III Oversight, certification and enforcement 1. New ARA.GEN.320 is inserted as follows: ARA.GEN.320 Procedure to change the competent authority (a) The request for a change of competent authority shall be submitted to the competent authority taking over the oversight of the pilot in a form and manner established by this authority. (b) The competent authority shall establish a procedure for a change of competent authority in accordance with FCL.015(e). (c) The procedure shall ensure that all pilot licencing and medical records and any other relevant information are transferred to the competent authority taking over the oversight of the pilot. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 18 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 2. Appendix IV to Annex VI Part-ARA is replaced by the following: FLIGHT SIMULATION TRAINING DEVICE (FSTD) QUALIFICATION CERTIFICATE INTRODUCTION EASA Form 145 shall be used for the FSTD qualification certificate. This document shall contain the FSTD specification (aeroplane or helicopter) including any limitation(s) and special authorisation(s) or approval(s) as appropriate to the FSTD concerned. The qualification certificate shall be printed in English and in any other language(s) determined by the competent authority. Convertible FSTDs shall have a separate qualification certificate for each aircraft type or variant. Different engine and equipment fit on one FSTD shall not require separate qualification certificates. All qualification certificates shall: — carry a unique identification code prefixed by a code in letters; and — identify the FSTD operator (name and address of the operator’s principal place of business). The prefixed letter code shall be specific to the competent authority of issue and the unique identification code shall be specific to the FSTD concerned. European Union(*) [Competent authority] FLIGHT SIMULATION TRAINING DEVICE QUALIFICATION CERTIFICATE Pursuant to Commission Regulation (EU) No 1178/2011, as amended, and subject to the conditions specified below, the [competent authority] hereby certifies that FSTD No [LETTER CODE-UNIQUE IDENTIFICATION CODE] Serial Number [FSTD manufacturer]/[FSTD platform serial number] [AIRCRAFT TYPE or VARIANT] located at [ADDRESS WHERE THE FSTD IS LOCATED] operated by [NAME AND ADDRESS OF THE ORGANISATION OPERATING THE FSTD] has satisfied the qualification requirements prescribed in Part-ORA, subject to the conditions of the FSTD specification attached. This qualification certificate shall remain valid, subject to the FSTD and the holder of the qualification certificate remaining in compliance with the applicable requirements of Part-ORA, unless it has been surrendered, superseded, suspended or revoked. Date of issue: …………………………………………………………… Signed: ……………………………………………………………………… __________________ (*) ‘European Union’ to be deleted for non-EU Member States EASA Form 145, Issue 2 — page 1/2 TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 19 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 3.1.5. Part-ORA SUBPART ATO APPROVED TRAINING ORGANISATIONS SECTION III Additional requirements for ATOs providing specific types of training 1. ORA.ATO.300 is amended as follows: ORA.ATO.300 General The ATO may be approved to conduct modular course programmes using distance learning in the following cases: (a) modular courses of theoretical knowledge instruction; (...) 2. ORA.ATO.355 is amended as follows: ORA.ATO.355 Flight test training organisations (a) The ATO that has been approved to provide flight test training for the issue of a category 1 or 2 flight test rating in accordance with Part-FCL may have its privileges extended to providing training for other categories of flight tests and other categories of flight test personnel, provided that: (1) other categories of flight test provided that: (i) the relevant requirements of Part-21 are met; and (2)(ii) a specific arrangement exists between the ATO and the Part-21 organisation that employs, or intends to employ, such personnel.; or (2) other categories of flight test personnel provided that the relevant requirements of Part-21 are met. (…) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 20 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 3.2. Draft AMC and GM (Draft EASA Decision) 3.2.1. AMC/GM to Part FCL SUBPART G — INSTRUMENT RATING — IR 1. AMC1 FCL.625(c) is replaced by the following: AMC1 FCL.625(c) IR — Validity, revalidation and renewal RENEWAL OF INSTRUMENT RATING AT AN ATO: REFRESHER TRAINING (a) The objective of the refresher training at an ATO is to reach the level of proficiency needed to pass the instrument element of the skill test prescribed in Appendix 9 to Part-FCL. The amount of refresher training needed should be determined by the ATO on a case-by-case basis, taking into account the following factors: (1) the experience of the applicant; (2) the amount of time elapsed since the privileges of the rating were last used; (3) the complexity of the aircraft; (4) whether the applicant has a current rating on another aircraft type or class; and (5) where considered necessary, the performance of the applicant during a simulated proficiency check for the rating in an FSTD or an aircraft of a relevant type or class. The amount of training needed to reach the desired level of competence should increase with the time elapsed since the privileges of the rating were last used. (b) Once the ATO has determined the needs of the applicant, it should develop an individual training programme based on the ATO’s approved course for the rating and focusing on those aspects where the applicant has shown the greatest needs. Theoretical-knowledge instruction should be included, as necessary. The performance of the applicant should be reviewed during the training, and additional instruction should be provided where necessary to reach the standard required for the proficiency check. (c) After successful completion of the training, the ATO should provide a training completion certificate to the applicant, describing the evaluation of the factors listed under (a) above, the training received, and a statement that the training has been successfully completed. The training completion certificate should be presented to the examiner prior to the proficiency check. Following the successful renewal of the rating, the training completion certificate and examiner report form should be submitted to the competent authority. (d) Taking into account the factors listed in (a) above, an ATO may also decide that the applicant already possesses the required level of proficiency and that no refresher training is necessary. In such a case, the certificate or other documental evidence referred to in point (c) should contain a respective statement including sufficient reasoning. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 21 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SUBPART H — CLASS AND TYPE RATINGS 2. New GM1 FCL.725(e) is inserted as follows: GM1 FCL.725(e) Requirements for the issue of class and type ratings The hours gained during the instruction flights for category 1 or 2 flight tests are not considered as flight tests related to development, certification or production. 3. New GM1 FCL.735.A is inserted as follows: GM1 FCL.735.A Multi-crew cooperation training course — aeroplanes ENHANCED MCC TRAINING TO AIRLINE PILOT STANDARDS (APS) An MCC training course may be enhanced by including advanced swept-wing training and airline operational training to better equip a pilot with the knowledge, skills and attitudes required to commence initial type rating training to the standards required by a commercial air transport (CAT) operator certified in accordance with Regulation (EU) No 965/2012. An ATO may provide generic stand-alone or CAT-operator-specific MCC training, advanced swept-wing training and airline standard operational training. In the case of generic stand-alone training, the ATO should establish appropriate documentation and manuals representative of a CAT operator, such as aeroplane original-equipment manufacturers (OEMs) SOPs, flight documentation, as well as reporting and management systems. In the case of CAT-operator-specific training, the ATO should enter into a contractual agreement with a CAT operator in accordance with ORA.GEN.205. Such agreement should ensure that the CAT operator’s documentation, manuals, SOPs, reporting structures and management system are represented throughout the training course. The enhanced MCC training course should be based on a multi-pilot aeroplane type capable of carrying at least 50 passengers or equivalent mass. The FSTD used should be type-specific, and additionally equipped with a visual system that provides at least 180° horizontal and 40° vertical field of view. In the case of advanced swept-wing practical training, an FSTD representing a swept-wing multi-engine turbine-powered aeroplane should be used. Otherwise, the same minimum standard of FSTD representing the same aeroplane should be used throughout the practical exercises. INSTRUCTORS PROVIDING ADVANCED SWEPT-WING TRAINING AND AIRLINE OPERATIONAL TRAINING The minimum qualification level of an instructor to deliver the enhanced MCC training should be an MCC instructor (aeroplane) (MCCI(A)) stand-alone APS training course provided that the ATO ensures that before an MCCI delivers the advanced swept-wing handling or simulated-airline-operations training elements, they have satisfactorily completed appropriate specific-handling, systems and technical-instructor training under the instruction of a synthetic flight instructor (SFI) MPA or type rating instructor (TRI) MPA. COURSE DESIGN AND CORE COMPETENCES The enhanced MCC training course should be designed using instructional systems design (ISD) methodology. Progress should be monitored throughout the course in accordance with the course design. A final progress assessment should take place at the end of the practical training. The progress TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 22 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments assessment should assess the student pilot’s flying and monitoring knowledge, skills and attitudes. The final progress assessment should be conducted to the satisfaction of a TRI (MPA) or SFI (MPA) appointed by the ATO. Practical-training and progress assessments should be conducted to ensure that the student pilot has demonstrated the desired level of competence set for each core competence, as described in Tables 1A–1D and 2 below. A student pilot who has successfully reached the required competences at the final progress assessment of the practical training should be awarded an MCC course completion certificate which specifically states that the course was delivered to enhanced MCC standards in accordance with this GM. Regardless of the standard achieved and stated in the final progress assessment, a student who completes the course is entitled to, and should be issued with, a course completion certificate in accordance with FCL.735.A(c). TABLE 1A — APS TRAINING COURSE CONTENT AND PERFORMANCE INDICATORS BASIC APS CONTENT AND PERFORMANCE INDICATORS Core Competence Performance Indicators Knowledge Practical Exercises (a) Communications (a) Know what, how much and (a) HF, threat and In a CAT environment, apply multi- with whom to communicate. error crew procedures, including (b) Ensure the recipient is ready management principles of TEM and CRM to the and able to receive the (TEM) and following: information. CRM. (a) pre-flight preparation: (c) Communicate messages and (b) Application of (1) FMS initialisation; information clearly, accurately, TEM and CRM (2) radio and navigation timely and adequately. principles to equipment preparation; training. (d) Check if the recipient has the (3) flight documentation; and correct understanding when (4) computation of take-off communicating important performance data; information. (b) take-off and climb: (e) Listen actively, patiently and demonstrate understanding (1) pre-take-off checks; when receiving information. (2) normal take-offs; (f) Ask relevant and effective (3) rejected take-offs; questions, and offer (5) take-offs with abnormal suggestions. and emergency (g) Use appropriate body procedures; and language, eye contact and (6) low-visibility procedures; tone. (c) cruising: (h) Be open and receptive to the (1) emergency descent; and recipient’s view. (2) pilot incapacitation; (d) descent and approach: (1) instrument flight procedures; (2) holding; (3) precision approach using TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 23 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments raw data; (4) precision approach using flight director; (5) precision approach using autopilot; (6) one-engine-inoperative approach; (7) non-precision and circling approaches; (8) computation, approach and landing data; (9) all engines go-around; (10) go-around with one- engine-inoperative; and (11) LVOs; (e) landing: transition from instrument to visual flight on reaching decision altitude or height or minimum descent altitude or height; (f) after-landing and post-flight procedures; and (g) selected emergency and abnormal procedures. (b) Leadership and (a) Be friendly, enthusiastic, teamwork motivating and considerate of others. (b) Take initiative, give direction and take responsibility when required. (c) Be open and honest about thoughts, concerns and intentions. (d) Give and receive criticism, praise well, and admit mistakes. (e) Confidently do and say what is important to them. (f) Demonstrate respect and tolerance towards others. (g) Involve others in planning and share activities fairly. (c) Situation (a) Be aware of what the aircraft awareness and its systems are doing. (b) Be aware of where the aircraft is and of its environment. (c) Keep track of time and fuel. (d) Be aware of the condition of TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 24 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments people involved in the operation including passengers. (e) Recognise what is likely to happen, plan, and stay ahead of the game. (f) Develop ‘what if’ scenarios and make pre-decisions. (g) Identify threats to the safety of the aircraft and of the people. (d) Workload (a) Be calm, relaxed, careful and management not impulsive. (b) Prepare, prioritise and schedule tasks effectively. (c) Use time efficiently when carrying out tasks. (d) Offer and accept assistance, delegate when necessary, and ask for help on time. (e) Review, monitor and cross- check actions conscientiously. (f) Follow procedures appropriately and consistently. (g) Concentrate on one thing at a time, ensure tasks are completed, and do not become distracted. (h) Carry out instructions as directed. (e) Problem-solving (a) Identify and verify why things and decision- have gone wrong, and do not making jump to conclusions or make assumptions. (b) Seek accurate and adequate information from appropriate resources. (c) Persevere in working through problems. (d) Use and agree on an appropriate decision-making process. (e) Agree on essential and desirable criteria and priorities. (f) Consider as many options as practicable. (g) Make decisions, when needed, as well as reviews and changes, if required. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 25 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (h) Consider risks but do not take unnecessary risks. (f) Active pilot (a) Monitor and cross-check all (a) SOPs. monitoring actions. (b) Aircraft (b) Monitor aircraft trajectory in systems. critical flight phases. (c) Undesired (c) Take appropriate actions in aircraft states. response to deviations from the flight path. (d) Advocates SOP in response to deviations from the approved procedure. (g) Task sharing (a) Apply SOPs in both PF and PM (a) PF and PM roles. roles. (b) Make and respond to standard (b) SOPs. call-outs. (h) Use of checklists Utilise checklists appropriately (a) SOPs; according to SOPs. (b) Checklist philosophy. (i) Briefings Prepare and deliver appropriate (a) SOPs. briefings. (b) Interpretation of FMS data and in-flight documentation. (c) All crew members as appropriate. (j) Flight (a) Maintain a constant (a) Understanding management awareness of the aircraft of aircraft automation state. performance (b) Manage automation to and achieve optimum trajectory configuration. and minimum workload. (b) Systems. (c) Take effective recovery actions (c) SOPs. from automation anomalies. (d) Interpretation (d) Manage aircraft navigation of FMS data and terrain clearance. and in-flight (e) Manage aircraft fuel state and documentation. take appropriate actions. (e) Minimum terrain clearance. (f) Fuel management IFR and VFR regulation. (k) FMS use Programme, manage and monitor (a) Systems (FMS). FMS in accordance with SOPs. (b) SOPs. (c) Automation. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 26 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (l) Systems normal Perform and monitor normal (a) Systems. operations systems operation in accordance (b) SOPs. with SOPs. (m) Systems (a) Perform and monitor (a) Systems. abnormal and abnormal systems operation in (b) SOPs. emergency accordance with SOPs. (c) Emergency and operations (b) Utilise electronic and paper abnormal abnormal-operation checklists procedures, in accordance with SOPs. and abnormal- operations checklists. (d) Recall items. (n) Environment, (a) Communicate effectively with (a) Systems. weather and ATC ATC. (b) SOPs. (b) Avoid misunderstandings by (c) ATC requesting clarification. environment (c) Adhere to ATC instructions. and (d) Construct a mental model of phraseology. the local ATC and weather (d) Procedures for environment. hazardous weather conditions. TABLE 1B — APS TRAINING COURSE CONTENT AND PERFORMANCE INDICATORS ADVANCED APS CONTENT AND PERFORMANCE INDICATORS Training Performance Indicators Knowledge Practical Exercises CRM training (a) Display competence in the Understand the CRM should be integrated into all CRM-related core CRM concepts set practical exercises of the APS. competencies (see Tables 1A- out in 1D and 2). AMC1 ORO.FC.115. (b) Successfully complete the final progress check. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 27 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments TABLE 1C — APS TRAINING COURSE CONTENT AND PERFORMANCE INDICATORS ADVANCED APS CONTENT AND PERFORMANCE INDICATORS Training Performance Indicators Knowledge Practical Exercises Advanced swept- (a) Understand and apply Elements and (a) Take-off, approach, landing, wing flying training combinations of thrust and components of jet go-around. attitude that ensure a stable, orientation: (b) Flight deck management safe flight in various aircraft (a) glass cockpit practices. configurations and altitudes. displays; (c) Complex problem-solving (b) Manage the (much) wider (b) propulsion; techniques. range of speed and thrust at (c) aerodynamics; (d) Advanced handling. both low level and high level. (d) flight controls; (e) Manual handling skills (no (c) Demonstrate good judgement (e) performance; autopilot, no auto thrust, and and correct use of lift and drag where possible, no flight devices during various phases (f) jet flight director). of the flight. planning; (f) Flight at different speeds, (d) Use displays along with all (g) weight and including slow flight and available aids to stay mentally balance; altitudes within the normal ahead when piloting all (h) basic jet flying; flight envelope. profiles. (i) pilot (g) Steep turns. (e) Understand and recognise the techniques for precursors of high-energy (h) Aeroplane stability and stall jet flying, approaches. awareness. advanced- (f) Know angle of attack (AoA) handling-skills (i) Recovery techniques from versus attitude indications at development; developed upsets, including low level as well as at high stall events. (j) flight path level. management; (j) High-energy approach (g) Practice upset prevention as a prevention. (k) auto flight; priority, and clearly recognise (k) Go-around management of (l) high-altitude when and how recovery is approach and landing operations; necessary, by using the configurations. and required pilots’ skills to mitigate loss of control (m) introduction in-flight (LOC-I) events. into upset prevention and recovery. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 28 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments TABLE 1D — APS TRAINING COURSE CONTENT AND PERFORMANCE INDICATORS ADVANCED APS CONTENT & PERFORMANCE INDICATORS Training Performance Indicators Knowledge Practical Exercises Airline-oriented (a) Understand the roles of airline Appropriate Optional visit to the contracted training departments. elements of airline. (b) Understand the challenges Regulations (EU) faced by airline departments. Nos 1178/2012 and 965/2012. (c) Understand the relationships between airline departments. (d) Understand airline responsibilities. (e) Understand their own responsibilities as a crew member. Advanced (a) Execute pre-flight preparation (a) Knowledge of (a) CHECK-IN PROCEDURES. airline-simulated in accordance with airline or systems as set (b) PRE-FLIGHT PREPARATION: operational training OEM SOPs. out in (1) weather analysis; (b) Conduct an effective crew GM1 FCL.735.A. (2) flight planning; briefing, including cabin crew (b) SOPs. (3) fuel planning; managers (CCMs). (c) Normal- and (4) configuration deviation (c) Display good airmanship and non-normal list (CDL), dispatch TEM skills in assessing aircraft operations deviation procedures serviceability, weather checklists and guide (DDPG), and planning, fuel planning and procedures. minimum equipment list destination facilities. (MEL) analysis; and (d) Conduct cockpit preparation (5) CCMs briefing. and briefings in an effective (c) NORMAL PROCEDURES: and accurate manner. cockpit preparation, pushback, (e) Manage and execute engine engine starting, taxiing, take- start, taxi-out and pre-take-off off, climb, cruising, descent, checks safely and in landing, shutdown & accordance with airline or disembarkation procedures. OEM SOPs. (d) ON TIME PERFORMANCE: (f) Manage and execute runway line-up, take-off, climb, (1) weather analysis; cruising, descent, approach, (2) flight planning; and landing and taxi-in safely and (3) fuel planning. in accordance with airline or (e) NON-NORMAL PROCEDURES: OEM SOPs. (1) as per (c) above, in case (g) During non-normal operations, of a technical or display good system operational non-normal knowledge, application of non- event; normal procedures, COM, (2) TEM; TEM, situational awareness (SA), decision-making and (3) diversion decision-making; aircraft handling. (4) communication; (5) diversion; (6) fuel SA; (7) passenger and crew care. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 29 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments TABLE 2 — CORE COMPETENCES Competence Competence Description Behavioural Indicators — Identify the source of operating instructions. — Follow SOPs unless a higher degree of safety dictates an Identify and apply procedures in appropriate deviation. accordance with published Application of — Identify and follow all operating instructions in a timely operating instructions and procedures manner. applicable regulations, using the appropriate knowledge. — Correctly operate aircraft systems and associated equipment. — Comply with applicable regulations. — Apply relevant procedural knowledge. — Demonstrate knowledge of relevant operational procedures. — Demonstrate technical knowledge of aircraft systems and their effect on the safe operation of the flight. Demonstrate relevant — Demonstrate knowledge of procedures for operating a Knowledge operational, technical and commercial aircraft under IFR. procedural knowledge. — Display an appropriate level of background knowledge. — Apply knowledge effectively to practical scenarios. — Display ability to locate required information using all reference material. — Control the aircraft using automation with accuracy and smoothness, as appropriate to the situation. — Detect deviations from the desired aircraft trajectory and take appropriate action. Control the aircraft flight path — Contain the aircraft within the normal flight envelope. Aircraft flight through automation, including — Manage the flight pass to achieve optimum operational path appropriate use of one or more performance. management flight management system(s) automation — Maintain the desired flight path during flight using automation and guidance. whilst managing other tasks and distractions. — Select the appropriate level and mode of automation in a timely manner, considering phase of flight and workload. — Effectively monitor automation, including engagement and automatic mode transitions. — Control the aircraft manually with accuracy and smoothness, as appropriate to the situation. — Detect deviations from the desired aircraft trajectory and take appropriate action. Control the aircraft flight path Aircraft flight — Contain the aircraft within the normal flight envelope. through manual flight, including path — Control the aircraft safely using only the relationship among appropriate use of one or more management aircraft attitude, speed and thrust. flight management system(s) manual and flight guidance systems. — Manage the flight path to achieve optimum operational performance. — Maintain the desired flight path during flight whilst managing other tasks and distractions. — Select the appropriate level and mode of flight guidance TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 30 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments systems in a timely manner, considering phase of flight and workload. — Effectively monitor flight guidance systems, including engagement and automatic mode transitions. — Ensure the recipient is ready and able to receive the information. — Appropriately select what, when, how and with whom to communicate. — Convey messages clearly, accurately and concisely. — Confirm that the recipient correctly understands important information. — Listen actively, and demonstrate understanding when receiving Maintain effective oral, non- information. verbal and written Communication — Ask relevant and effective questions. communications, in normal and non-normal situations. — Adhere to standard radio-telephony phraseology and procedures. — Accurately read and interpret required company and flight documentation. — Complete accurate reports, as required by operating procedures. — Correctly interpret non-verbal communication. — Use eye contact and body language that are consistent with and support verbal messages. — Understand and agree with the crew’s roles and objectives. — Create an atmosphere of open communication and encourage team participation. — Take initiative and give directions, when required. — Admit mistakes and take responsibilities. — Anticipate and respond appropriately to other crew members’ needs. — Carry out instructions, when directed. Demonstrate effective Leadership and — Communicate relevant concerns and intentions. leadership and involve teamwork teamwork. — Give and receive feedback constructively. — Confidently intervene, when important for safety. — Demonstrate emphaty and show respect and tolerance for others. — Engage others in planning and allocate activities fairly and appropriately according to abilities. — Addresse and resolve conflicts and disagreements in a constructive manner. — Maintain self-control in all situations. Problem- Accurately identify risks and — Seek accurate and adequate information from appropriate solving and resolve problems. Use the sources. decision- appropriate decision–making — Identify and verify what has gone wrong and why. making processes. — Employ proper problem-solving strategies. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 31 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments — Persevere in working through problems without reducing safety. — Use appropriate and timely decision-making processes. — Set prorities appropriately. — Identify and consider options effectively. — Monitor review, and adapt decisions, as required. — Identify and manage risks effectively. — Improvise, when faced with unforseeable circumstances, to achieve the safest outcome. — Identify and assess accurately the state of the aircraft and its systems. — Identify and assess accurately the aircraft’s vertical and lateral position, and its anticipated flight path. — Identify and assess accurately the general environment as it may affect the operation. — Keep track of time and fuel. Perceive and comprehend all of the relevant information — Maintain awareness of the people involved in or affected by Situation the operation as well as of their capacity to perform as available, and anticipate what awareness expected. may happen that may affect the operation. — Anticipate accurately what may happen, plan and stay ahead of the situation. — Develop effective contingency plans based upon potential threats. — Identify and manage threats in the interest of safety of the aircraft and people. — Recognise and effectively respond to indications of reduced situation awareness. — Maintain self-control in all situations. — Plan, prioritise and schedule tasks effectively. Manage available resources — Manage time efficiently, when carrying out tasks. efficiently to prioritise and — Offer and accept assistance, delegate, when necessary, and ask Workload perform tasks in a timely for help on time. management manner under all — Review, monitor and cross-check actions conscientiously. circumstances. — Verify that tasks are completed with the expected outcome. — Manage and recover from interruptions, distractions, variations and failures effectively. 4. New GM2 FCL.735.A is inserted as follows: GM2 FCL.735.A Multi-crew cooperation training course — aeroplanes MCC ADVANCED SWEPT-WING, AIRLINE STANDARD THEORETICAL AND SIMULATED OPERATIONAL TRAINING (a) to (g) below detail guidance on the content of an airline pilot standards (APS) course. Its content should not be considered as a training syllabus. The ATO is responsible for the initial course design based on instructional systems’ design methodology, as well as for the integral evaluation and further TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 32 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments development of their course. Training hours are not specified as these should be determined by the relevant IR and the ATO for each course, and may vary between student groups with significantly different entry standards. However, for guidance, and with the attainment of the course objectives in mind, it is recommended that the flight simulation training device (FSTD) time per crew during practical training should be 40 hours, as set out in the table below: Training Element Minimum FSTD Time Per Crew MCC TRAINING 20 hours ADVANCED SWEPT-WING TRAINING 12 hours ADVANCED AIRLINE-SIMULATED OPERATIONAL TRAINING 6 hours FINAL PROGRESS ASSESSMENT 2 hours (a) Aircraft systems technical training The student pilot is about to undergo a significant number of training hours in an FSTD. To maximise the benefit during this time, it is essential that they understand the aircraft systems. ATOs providing APS training should provide systems training sufficient to ensure that student pilots are capable of effective systems situational awareness (SA) when completing normal and non-normal procedures and related checklists. The standard of technical-knowledge training should be limited to this goal, unless the APS training course is part of a combined APS/type rating course. ATOs providing APS training in a combined APS/type rating course, may provide systems training up to a type rating standard. The systems training may be delivered by any means, chosen by the ATO, that ensures knowledge transfer to the standard appropriate to the scope of the ATO’s APS training course approval. This may include distance learning, CBT, and instructor-led classroom instruction or a combination of methodologies. If distance learning is utilised as an element of the course, it should be supplemented by instructor-led training as determined by the ATO’s course design. Aircraft systems knowledge at the required level should be confirmed by an assessment to be determined by the ATO’s course design. (b) Crew resource management training (CRMT) to APS The student pilot should understand how multi-crew coordination and CRM are applied in an airline context. To impart maximum learning to the student, the standard of the CRMT content and instructor should be at airline level. CRM should be integrated into all practical exercises. Threat and error management (TEM) should be central to CRM education, with the concepts of threat anticipation, recognition and recovery to safe flight emphasised at all times. A student pilot should display competence in the CRM-related core competences set out in Table 2 of GM1 FCL.735.A. Ongoing progress assessments and the final progress assessment should confirm that the student pilot understands the CRM concepts set out in AMC1 ORO.FC.115. (1) ATOs that are contracted by an airline to provide the APS training course should use the airline’s content and utilise CRMTs standardised by the airline. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 33 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (2) APS-approved ATOs who are not contracted by an airline should provide advanced CRMT, the aim of which is that the student pilot understands the content and intent of AMC1 ORO.FC.115. (c) Basic APS training The content of this training is detailed in Table 1A, Sections 1 through 14 of AMC2 FCL.735.A. The student pilot should demonstrate the ability to operate as an airline flight crew member by applying the basic APS core competences set out in Table 1A, Sections 1 through 14. It is essential that the minimum FSTD standard is met and that the MCC instructor is standardised to deliver the specific APS training course. (d) Advanced swept-wing flying training The student should develop flight path and energy management skills as PF and active monitoring skills as PM on a FSTD simulating a multi-engine turbine-powered swept-wing jet aeroplane. Aeroplane and airline procedures used during this training should develop the student pilot’s understanding of the aeroplane flight envelope and inertia, as well as the relationship between thrust and attitude. This phase should include an introduction into upset prevention and recovery training which should build up confidence and skill. The content of this training is detailed in Table 1C of GM1 FCL.735.A above. (e) Airline regulations, airline structures, relationships and processes training The training should provide an insight into and understanding of the regulatory framework that an airline must operate in. The student pilot should understand the context and operational environment that applies to airline employees. Subjects should include but not be limited to: (1) regulation of operations and regulation of aircrew; (2) safety management systems (SMSs) with emphasis on pilot-reporting obligations and ‘just culture’; (3) fatigue management and fatigue risk management system (FRMS) with emphasis on the airline and pilot obligations; (4) flight time limitations (FTLs), including rostering and crew control functions; (5) flight operations planning and flight watch reporting systems; (6) airline maintenance department and relations with flight operations; (7) ground operations and relations with flight operations; and (8) in-flight department and relations with flight operations. An APS training course provided by an ATO contracted by an airline may include one or more visits to the relevant airline departments. An APS-approved ATO not contracted by an airline may have a relationship with an airline and may provide its student pilots with such visit(s). The content of this training is detailed in Table 1D of AMC2 FCL.735.A above. (f) Advanced airline-simulated operational training The student pilot should be trained to apply the combined core competences to conduct a safe and efficient operation. They should understand what it is like to operate as a crew member in TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 34 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments several realistic simulated airline operations. These airline-representative scenarios should include normal and non-normal situations. Operations should run in real time according to a typical schedule. The scenarios should be constructed in an airline context to emphasise: (1) TEM; (2) CRM; (3) flight path and energy management; and (4) interaction with internal and external parties in the resolution of scenarios. The content of this training is detailed in Table 1D of AMC2 FCL.735.A above. (g) Progress assessments All progress assessments should be integrated into training sessions. The final progress assessment is a training session conducted by a TRI (MPA) or synthetic flight instructor (SFI) (MPA) nominated by the ATO, during which the competences, performance indicators and standards specified in Tables 1A–1D and 2 of AMC2 FCL.735.A are evaluated to a minimum standard relative to the ATO’s determined desired level of competence. This training session is not a test, check or assessment of competence. SUBPART J — INSTRUCTORS 5. New GM2 FCL.900(c)(1) is inserted as follows: GM2 FCL.900(c)(1) Instructor certificates INSTRUCTION OUTSIDE THE TERRITORY OF THE MEMBER STATES The competent authority should issue an unrestricted flight instructor (FI)(A) or FI(H) certificate to an applicant that has 100 hours of experience in flight instruction and 25 hours in solo-flight supervision. Appendices 6. GM1 to Appendix 5 is amended as follows: GM1 to Appendix 5 Integrated MPL training course (...) (d) The specific arrangement between operator and ATO which intend to join in with an MPL training programme should at least govern the following points: (1) pre-entry requirements (including screening and selection); (2) provision of the relevant documentation (operations manuals (OMs) and training manuals); (3) design of the training programme; (4) content of the operator conversion course; (5) training effectiveness; TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 35 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (6) provision of base training; (7) graduate performance data feedback from the operator to the ATO; (8) course evaluation and improvement; and (9) alignment of the grading and assessment criteria. The ATO and operator may use their OM and training manuals to identify additional areas to be covered by the specific arrangement. 7. New GM1 to Appendix 6 is inserted as follows: GM1 to Appendix 6 Modular training courses for the IR, Aa. IR(A)(8) The following provides a list of learning objectives (LOs) that may be used by the examiner for the applicant’s verbal demonstration of knowledge: (a) AIR LAW: (1) explain the requirements for plus validity and privileges of instrument ratings; (2) explain why a time check has to be obtained before flight; (3) describe the necessary action when an aircraft experiences a communications failure; (4) state the responsibility of the operator when unable to utilise the published departure procedures; (5) explain when the ‘omnidirectional method’ is used for departure; (6) describe the solutions when omnidirectional procedures are not possible; (7) give reasons for establishing aircraft categories for the approach; (8) state the minimum obstacle clearance provided by the minimum sector altitudes (MSAs) established for an aerodrome; (9) describe the point of origin, shape, size and subdivisions of the area used for MSAs; (10) explain why a pilot should not descend below obstacle clearance altitude (OCA/Hs) which is established for precision approach procedures, non-precision approach procedures and visual (circling) procedures; (11) translate the following acronyms into plain language: decision altitude (DA), decision height (DH), OCA, obstacle clearance height (OCH), minimum decision altitude (MDA), minimum decision height (MDH), minimum obstacle clearance (MOC), decision altitude/height (DA/H), obstacle clearance altitude/height (OCA/H) and minimum decision altitude/height (MDA/H); (12) explain the relationship between the following: DA, DH, OCA, OCH, MDA, MDH, MOC, DA/H, OCA/H and MDA/H; (13) define the following terms: initial approach fix (IAF), intermediate fix (IF), final approach fix (FAF), missed approach point (MAPt) and turning point (TP); (14) state the accuracy of facilities providing track (omnidirectional radio range (VOR), ILS, non- directional beacon (NDB)); TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (15) state the optimum descent gradient (preferred for a precision approach) in degrees and per cent; (16) name the five standard segments of an instrument APP procedure and state the beginning and end for each of them; (17) describe where an arrival (ARR) route normally ends; (18) state whether or not omnidirectional or sector ARRs is possible to be made; (19) explain the main task of the initial APP segment; (20) describe the main task of the intermediate APP segment; (21) state the main task of the final APP segment; (22) name the two possible aims of a final APP; (23) explain the term ‘final approach point’ in case of an ILS approach; (24) state what happens if an ILS glide path (GP) becomes inoperative during the APP; (25) describe the main task of a missed approach procedure; (26) define ‘MAPt’; (27) state the pilot’s reaction if upon reaching the MAPt, the required visual reference is not established; (28) describe what a pilot is expected to do in the event that a missed approach is initiated prior to arriving at the MAPt; (29) state whether the pilot is obliged to cross the MAPt at the height/altitude required by the procedure or whether they are allowed to cross the MAPt at an altitude/height greater than that required by the procedure; (30) describe what is meant by ‘visual manoeuvring (circling)’; (31) state the conditions to be fulfilled before descending below MDA/H in a visual manoeuvring (circling) approach; (32) state how the pilot is expected to behave after initial visual contact during a visual manoeuvring (circling); (33) describe what the pilot is expected to do if visual reference is lost while circling to land from an instrument approach; (34) describe the shape and terminology associated with the holding pattern; (35) state the bank angle and rate of turn to be used whilst flying in a holding pattern; (36) explain why pilots in a holding pattern should attempt to maintain tracks and how this is achieved; (37) describe where outbound timing begins in a holding pattern; (38) state where the outbound leg in a holding pattern terminates if the outbound leg is based on distance-measuring equipment (DME); (39) describe the three entry headings for entries into a holding pattern; TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (40) define the terms ‘parallel entry’, ‘offset entry’ and ‘direct entry’; (41) determine the correct entry procedure for a given holding pattern; (42) state the still-air time for flying on the outbound entry heading with or without DME; (43) define the following Q codes: ‘QNH’ and ‘QFE’; (44) define ‘flight level (FL)’; (45) state the intervals by which consecutive FLs should be separated; (46) describe how FLs are numbered; (47) define the term ‘transition altitude’; (48) define the term ‘transition level’; (49) state how the vertical position of the aircraft should be expressed at or below the transition altitude and transition level; (50) define the term ‘transition layer’; (51) state when the QNH altimeter setting should be made available to departing aircraft; (52) state how a QNH altimeter setting should be made available to aircraft approaching a controlled aerodrome for landing; (53) state where during the climb, the altimeter setting should be changed from QNH to 1013.2 hPa; (54) describe when a pilot of an aircraft intending to land at an AD should obtain the transition level; (55) describe when a pilot of an aircraft intending to land at an AD should obtain the actual QNH altimeter setting; (56) state where the altimeter settings should be changed from 1013.2 hPa to QNH during descent for landing; (57) state the modes and codes that the pilot should operate in the absence of any ATC directions or regional air navigation agreements; (58) state when the pilot should ‘squawk ident’; (59) state the transponder mode and code to indicate: a state of emergency, a communications failure, an unlawful interference; (60) describe the consequences of an in-flight transponder failure; (61) state the primary action of the pilot in the case of an unserviceable transponder before departure when no repair or replacement at this aerodrome is possible; (62) understand the various rules and services that apply to the various classes of airspace; (63) describe the aim of clearances issued by the ATC with regard to IFR, VFR or special VFR flights, and refer to the different airspaces; (64) explain what is meant by the expression ‘clearance limit’; TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (65) explain the meaning of the phrases ‘cleared via flight planned route’, ‘cleared via (designation) departure’ and ‘cleared via (designation) arrival’ in an ATC clearance; (66) list which items of an ATC clearance should always be read back by the flight crew; (67) explain the reason for speed control by the ATC; (68) explain how the change from IFR to VFR may be initiated by the PIC; (69) define the following terms: transition level, transition layer and transition altitude; (70) indicate how the vertical position of an aircraft in the vicinity of an aerodrome should be expressed at or below the transition altitude, at or above the transition level, and while climbing or descending through the transition layer; (71) list the six items that are normally included in a voice position report; (72) name the item of a position report which must be forwarded to the ATC with the initial call after changing to a new frequency; (73) understand the difference among the type of separation within the various classes of airspace and among the various types of flight; (74) state who is responsible for the avoidance of collision with other aircraft when operating in visual meteorological conditions (VMC); (75) explain the term ‘expected approach time’ and the procedures for its use; (76) state the reasons which may probably lead to the decision to use another take-off or landing direction than the one into the wind; (77) define the term ‘radar vectoring’; (78) explain the procedures for the conduct of surveillance radar approaches (SRAs); (79) state the mode and code of secondary surveillance radar (SSR) equipment that a pilot may operate in a (general) state of emergency, or (specifically) in case the aircraft is subject to unlawful interference; (80) describe the expected action of the aircraft after receiving a broadcast from air traffic services (ATS) concerning the emergency descent of another aircraft; (81) name the colours used for the various markings (RWY, TWY, aircraft stands, apron safety lines); (82) describe the application and characteristics of RWY centre line markings and threshold marking; (83) describe the wing bars of precision approach path indicator (PAPI) and abbreviated precision approach path indicator (A-PAPI); and (84) interpret what the pilot sees during approach, using PAPI, APAPI, T visual approach slope indicating system (TVASIS) and abbreviated T visual approach slope indicator system (ATVASIS); (b) FLIGHT PLANNING AND FLIGHT MONITORING: (1) select the preferred airway(s) or route(s) considering: TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (i) altitudes and FLs; (ii) standard routes; (iii) ATC restrictions; (iv) the shortest distance; (v) obstacles; and (vi) any other relevant data; (2) determine courses and distances from en route charts; (3) determine bearings and distances of waypoints based on radio navigation aids on en route charts; (4) define the following altitudes: (i) minimum en route altitude (MEA); (ii) minimum obstacle clearance altitude (MOCA); (iii) minimum off-route altitude (MORA); (iv) grid minimum off-route altitude (Grid MORA); (v) maximum authorised altitude (MAA); (vi) minimum crossing altitude (MCA); and (vii) minimum holding altitude (MHA); (5) extract the following altitudes from the chart(s): (i) MEA; (ii) MOCA; (iii) MORA; (iv) Grid MORA; (v) MAA; (vi) MCA; and (vii) MHA; (6) explain the reasons for studying standard instrument departure (SID) and standard arrival (STAR) charts; (7) state the reasons why the SID and STAR charts show procedures only in a pictorial presentation style which is not to scale; (8) interpret all data and information represented on SID and STAR charts, particularly: (i) routings; (ii) distances; (iii) courses; (iv) radials; TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (v) altitudes/levels (vi) frequencies; and (vii) restrictions; (9) identify SIDs and STARs which may be relevant to a planned flight; (10) state the reasons why it is imperative to be familiar with instrument approach procedures and appropriate data for departure, destination and alternate airfields prior to departure; (11) select instrument approach procedures appropriate for departure, destination and alternate airfields; (12) interpret all procedures, data and information represented on instrument approach charts, particularly: (i) courses and radials; (ii) distances; (iii) altitudes, levels or heights; (iv) restrictions; (v) obstructions; (vi) frequencies; (vii) speeds and times; (viii) DA/Hs and MDA/Hs; (ix) visibility and RVRs; and (x) approach light systems. (13) find COM frequencies and call signs for the following: (i) control agencies, service facilities, and flight information services (FISs); (ii) weather information stations; (iii) automatic terminal information service (ATIS); (14) find the frequency and/or identifiers of radio navigation aids; (15) complete the navigation plan with the courses, distances and frequencies taken from charts; (16) find standard instrument departure and ARR routes to be flown or to be expected; (17) determine the position of top of climb (TOC) and top of descent (TOD) considering appropriate data; (18) determine variation and calculate magnetic/true courses; (19) calculate true air speed (TAS) according to given aircraft performance data, altitude and outside air temperature (OAT); (20) calculate wind correction angles (WCA)/drift and ground speeds (GSs); TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. 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Proposed amendments (21) determine all relevant altitudes/levels, particularly MEA, MOCA, MORA, MAA, MCA, MRA and MSA; (22) calculate individual and accumulated times for each leg to destination and alternate airfields; (23) convert between volume, mass and density given in different units commonly used in aviation; (24) determine relevant data from the flight manual (FM), such as fuel capacity, fuel flow/consumption at different power/thrust settings, altitudes and atmospheric conditions; (25) calculate attainable flight time/range considering fuel flow/consumption and available amount of fuel; (26) calculate the required fuel considering fuel flow/consumption and required time/range to be flown; (27) calculate the required fuel for an IFR flight considering expected meteorological conditions and expected delays under defined conditions; (28) find and analyse the latest state at the departure, destination and alternate aerodromes, in particular with regard to: (i) opening hours; (ii) work in progress (WIP); (iii) special procedures due to WIP; (iv) obstructions; and (v) changes of frequencies for communications, navigation aids and facilities; (29) find and analyse the latest en route state with regard to: (i) airway(s) or route(s;) (ii) restricted, dangerous and prohibited areas; and (iii) changes of frequencies for communications, navigation aids and facilities; (30) state the reasons for a fixed format of an ICAO air traffic services flight plan (ATS FPL); (31) determine the correct entries to complete an FPL, as well as decode and interpret the entries in a completed FPL, particularly as regards the following: (i) aircraft identification (Item 7); (ii) flight rules and type of flight (Item 8); (iii) number and type of aircraft, and wake turbulence category (Item 9); (iv) equipment (Item 10); (v) departure aerodrome and time (Item 13); (vi) route (Item 15); TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 42 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (vii) destination aerodrome, total estimated elapsed time and alternate aerodrome (Item 16); (viii) other information (Item 18); and (ix) supplementary information (Item 19); (32) complete the FPL using information from the following: (i) navigation plan; (ii) fuel plan; and (iii) operator’s records on basic aircraft information; (33) explain the requirements for the submission of an ATS FPL; (34) explain the actions to be taken in case of FPL changes; (35) state the actions to be taken in case of inadvertent changes to track, TAS and time estimate, affecting the current FPL; and (36) explain the procedures for closing an FPL. (c) METEOROLOGY: (1) describe qualitatively and quantitatively the temperature lapse rates of the troposphere (mean value of 0.65 °C/100 m or 2 °C/1 000 ft and actual values); (2) explain the characteristics of inversions and of an isothermal layer; (3) explain the cooling and warming of the air on the earth or sea surfaces; (4) describe qualitatively the influence of the clouds on the cooling and warming of the earth or sea surfaces and the air near those surfaces; (5) explain the influence of the wind on the cooling and warming of the air near the earth or sea surfaces; (6) define ‘atmospheric pressure’; (7) list the units of measurement of the atmospheric pressure used in aviation (hPa, in.); (8) describe isobars on the surface weather charts; (9) explain the pressure variation with height; (10) describe qualitatively the variation of the barometric lapse rate (note: the average value for the barometric lapse rate near mean sea level is 27 ft (8 m) per 1 hPa, at about 5 500 m above mean sea level (AMSL), is 50 ft (15 m) per 1 hPa; (11) describe and interpret contour lines (isohypses) on a constant pressure chart; (12) describe the relationship between pressure, temperature and density; (13) describe the vertical variation of the air density in the atmosphere; (14) describe the effect of humidity changes on the air density; (15) explain the use of standardised values for the international standard atmosphere (ISA); TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (16) list the main values of ISA (mean sea level pressure, mean sea level temperature, the vertical temperature lapse rate up to 20 km, as well as height and temperature of the tropopause); (17) calculate the standard temperature in Celsius degrees for a given FL; (18) determine a standard temperature deviation based on the difference between the given OAT and the standard temperature; (19) define the following terms and acronyms and explain how they are related to each other: H, A, pressure A, FL, level, true A, true H, elevation, QNH, QFE and standard altimeter setting; (20) describe the following terms: transition A, transition level, transition layer, terrain clearance and lowest usable FL; (21) calculate the different readings on the altimeter when the pilot changes the altimeter setting; (22) illustrate with a numbered example the changes of altimeter setting and the associated changes in reading when the pilot climbs through the transition altitude or descends through the transition level; (23) derive the reading of the altimeter of an aircraft on the ground when the pilot uses different settings; (24) explain the influence of the air temperature on the distance between the ground and the level read on the altimeter as well as between two FLs; (25) explain the influence of pressure areas on the true altitude; (26) determine the true A/H for a given A/H and a given ISA temperature deviation; (27) describe why and how the wind changes direction and speed with height in the friction layer in the northern and southern hemisphere (rule of thumb); (28) describe and explain the origin and formation of mountain waves; (29) explain how mountain waves may be identified through their associated meteorological phenomena; (30) describe turbulence and gustiness; (31) list common types of turbulence (convective, mechanical, orographic, frontal, clear-air turbulence); (32) indicate the sources of atmospheric humidity; (33) define ‘dew point’; (34) define ‘relative humidity’; (35) describe the relationship between temperature and dew point; (36) estimate the relative humidity of the air based on the difference between dew point and temperature; (37) explain the influence of relative humidity on the height of the cloud base; TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (38) list cloud types typical for stable and unstable air conditions; (39) identify by shape cirriform, cumuliform and stratiform clouds; (40) explain the influence of inversions on vertical movements in the atmosphere; (41) name the factors contributing in general to the formation of fog and mist; (42) name the factors contributing to the formation of haze; (43) describe significant characteristics of orographic fog; (44) summarise the conditions for the dissipation of orographic fog; (45) list and describe the types of precipitation given in the TAF and METAR codes (drizzle, rain, snow, snow grains, ice pellets, hail, small hail, snow pellets, ice crystals, freezing drizzle, freezing rain); (46) assign typical precipitation types and intensities to different clouds; (47) describe the boundaries between air masses (fronts); (48) define ‘front’ and ‘frontal surface’ (‘frontal zone’); (49) define ‘warm front’; (50) describe the cloud, weather, ground visibility and aviation hazards at a warm front depending on the stability of the warm air; (51) explain the seasonal differences in the weather at warm fronts; (52) describe the structure, slope and dimensions of a warm front; (53) define ‘cold front’; (54) explain the seasonal differences in the weather at cold fronts; (55) describe the structure, slope and dimensions of a cold front; (56) describe the cloud, weather, ground visibility and aviation hazards in a warm sector; (57) describe the cloud, weather, ground visibility and aviation hazards behind the cold front; (58) define the term ‘occlusion’; (59) identify on a surface weather chart the typical flat pressure pattern; (60) describe the weather associated with a flat pressure pattern; (61) explain the general weather conditions under which ice accretion on airframe occurs; (62) indicate in which circumstances ice may form on an aircraft on the ground: air temperature, humidity, precipitation; (63) explain in which circumstances ice may form on an aircraft in flight: inside clouds, in precipitation, outside clouds and in the absence of precipitation; (64) describe the different factors influencing the intensity of icing: air temperature, amount of supercooled water in a cloud or in precipitation, amount of ice crystals in the air, speed of the aircraft, shape (thickness) of the airframe parts (wings, antennas, etc.); (65) define ‘clear ice’; TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (66) define ‘rime ice’; (67) define ‘hoar frost’; (68) state the ICAO qualifying terms for the intensity of icing; (69) describe in general the hazards of icing; (70) assess the dangers of the different types of ice accretion; (71) state the ICAO qualifying terms for the intensity of turbulence; (72) describe the effects of turbulence on an aircraft in flight; (73) indicate the possibilities of avoidance: (i) in the flight planning: weather briefing, choice of track and altitude; and (ii) during flight: choice of appropriate track and altitude; (74) define ‘wind shear’ (vertical and horizontal); (75) describe the conditions in which wind shear forms and how it forms (e.g. thunderstorms, squall lines, fronts, inversions, land and sea breeze, friction layer, relief); (76) describe the effects of wind shear on flight; (77) indicate the possibilities of avoidance: (i) in the flight planning; and (ii) during flight; (78) name the cloud types which indicate the development of thunderstorms; (79) describe the different types of thunderstorms, their location, the conditions for and the process of their development, and list their properties (air mass thunderstorms, frontal thunderstorms, squall lines, supercell storms, orographic thunderstorms); (80) assess the average duration of thunderstorms and their different stages; (81) summarise the flight hazards of a fully developed thunderstorm; (82) describe and assess ‘St. Elmo’s fire’; (83) describe the effect of lightning strike on aircraft and flight execution; (84) describe practical examples of flight techniques used to avoid the hazards of thunderstorms; (85) describe the influence of a mountainous terrain on cloud and precipitation; (86) describe the effects of the foehn; (87) describe the influence of a mountainous area on a frontal passage; (88) indicate on a sketch of a mountain chain the turbulent zones (mountain waves, rotors); (89) describe the reduction of visibility caused by precipitation (drizzle, rain, snow); (90) describe the differences between ground visibility, flight visibility, slant visibility and vertical visibility when an aircraft is above or within a layer of haze or fog; TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments (91) define ‘ground visibility’; (92) list the units used for visibility (m, km); (93) define ‘RVR’; (94) list the units used for RVR (m); (95) compare visibility and RVR; (96) define ‘ceiling’; (97) name the unit and the reference level used for information about the cloud base (ft); (98) define ‘vertical visibility’; (99) name the unit used for vertical visibility (ft); (100) interpret ground-weather radar images; (101) describe the basic principle and the type of information given by airborne weather radars; (102) describe the limits and the errors of airborne weather radar information; (103) interpret typical airborne weather radar images; (104) decode and interpret significant weather charts (low-, medium- and high-level charts); (105) describe the flight conditions at designated locations or along a defined flight route at a given FL based on a significant weather chart; (106) describe, decode and interpret the following aviation weather messages (given in written or graphical format): METAR, SPECI, TREND, TAF, SIGMET, AIRMET, GAMET, ATIS, VOLMET, special air-report, and volcanic-ash advisory information; (107) list in general the cases where a SIGMET and an AIRMET are issued; and (108) describe, decode (by using a code table) and interpret the following messages: runway state message (as written in a METAR) and GAFOR. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 47 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 8. New AMC3 to Appendix 9 is inserted as follows: AMC3 to Appendix 9 Training, skill test and proficiency check for MPL, ATPL, type and class ratings, and proficiency check for IRs SINGLE-PILOT AEROPLANES, EXCEPT FOR HIGH-PERFORMANCE COMPLEX AEROPLANES SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A SECTION 1 1 Departure 1. Pre-flight including: 1 — documentation — mass and balance — weather briefing — NOTAM 1. Pre-start checks 2 1.2. External P# P 1 1.2. Internal P M 2 1.3 Engine starting: — normal P----> ----> ----> M — malfunctions 1.4 Taxiing P----> ----> M 1.5 Pre-departure checks: engine run-up (if P----> ----> ----> M applicable) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 48 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A 1.6 Take-off procedure: — Normal with FM flap settings P----> ----> M — Crosswind (if conditions are available) 1.7 Climbing: — Vx/Vy P----> ----> M — turns onto headings — level off 1.8 ATC liaison — compliance, R/T procedure SECTION 2 2 Airwork (VMC) 2.1 Straight and level flight at various airspeeds, including flight at critically P----> ----> low airspeed with and without flaps (including approach to VMCA when applicable) 2.2 Steep turns (360° left and P----> ----> M right at 45° bank) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 49 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A 2.3 Stalls and recovery: (i) clean stall (ii) approach to stall in descending turn with bank in approach configuration and power (iii) approach to stall in P----> ----> M landing configuration and power (iv) approach to stall, climbing turn with take-off flap and climb power (single- engine aeroplane only) 2.4 Handling using autopilot and flight director (may P----> ----> M be conducted in Section 3) if applicable 2.5 ATC liaison — compliance, R/T procedure SECTION 3A 3A En route procedures for VFR 3A.1 (see Appendix 9, B.5 (c) and (d)) Flight plan, dead reckoning and map-reading 3A.2 Maintenance of altitude, heading and speed 3A.3 Orientation, timing and revision of ETAs 3A.4 Use of radio navigation aids (if applicable) TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A 3A.5 Flight management (flight log, routine checks, including fuel, systems and icing) 3A.6 ATC liaison — compliance, R/T procedure SECTION 3B 3B Instrument flight P----> ----> M 3B.1* Departure IFR 3B.2* En route IFR P----> ----> M 3B.3* Holding procedures P----> ----> M 3B.4* 3D operations to DH/A of 200 ft (60 m) or to higher minima, if required by the approach procedure P----> ----> M (autopilot may be used at the final approach segment vertical path intercept) 3B.5* 2D operations at MDH/A P----> ----> M 3B.6* Flight exercises, including simulated failure of the compass and attitude indicator: P----> ----> ----> M — Rate-1 turns — recoveries from unusual attitudes 3B.7* Failure of localiser or P----> ----> ----> glideslope 3B.8* ATC liaison — compliance, R/T procedure TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A Intentionally left blank SECTION 4 4 Arrival and landings 4.1 Aerodrome arrival P----> ----> M procedure 4.2 Normal landing P----> ----> M 4.3 Flapless landing P----> ----> M 4.4 Crosswind landing (if P----> ----> conditions are suitable) 4.5 Approach and landing with idle power from up to 2000 ft above the P----> ----> runway (single-engine aeroplanes only) 4.6 Go-around from minimum P----> ----> M height 4.7 Night go-around and P----> ----> ----> landing (if applicable) 4.8 ATC liaison — compliance, R/T procedure SECTION 5 5 Abnormal and emergency procedures (This section may be combined with Sections 1 through 4) 5.1 Rejected take-off at a P----> ----> M reasonable speed TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A 5.2 Simulated engine failure after take-off (single- P M engine aeroplanes only) 5.3 Simulated forced landing without power (single- P M engine aeroplanes only) 5.4 Simulated emergencies: (i) fire or smoke in flight; P----> ----> ----> (ii) systems’ malfunctions, as appropriate 5.5 Engine shutdown and restart (ME skill test only) P----> ----> ----> (at a safe altitude if performed in the aircraft) 5.6 ATC liaison — compliance, R/T procedure SECTION 6 6 Simulated asymmetric flight 6.1* (This section may be combined with Sections 1 through 5) P----> ----> --->X M Simulated engine failure during take-off (at a safe altitude unless, carried out in FFS or FNPT II) 6.2* Asymmetric approach and P----> ----> ----> M go-around 6.3* Asymmetric approach and P----> ----> ----> M full stop landing TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 53 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SINGLE-PILOT AEROPLANES, CLASS OR TYPE RATING EXCEPT FOR HIGH- SKILL TEST/PROFICIENCY PRACTICAL TRAINING PERFORMANCE COMPLEX CHECK AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, when initials, when training FFS FTD FFS A test completed completed A 6.4 ATC liaison — compliance, R/T procedure TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 54 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND SINGLE-PILOT HIGH-PERFORMANCE COMPLEX AEROPLANES MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A SECTION 1 1 Flight preparation P 1.1 Performance calculation 1.2 Aeroplane external visual inspection, location of each P# P item, and purpose of inspection 1.3 Cockpit inspection P---> ----> ----> 1.4 Use of checklist prior to starting engines, starting procedures, radio and navigation P---> ----> ----> ----> M equipment check, selection and setting of navigation and communication frequencies 1.5 Taxiing in compliance with ATC P---> ----> or instructions of instructor 1.6 Checks before take-off P---> ----> ----> M SECTION 2 2 Take-offs 2.1 Normal take-offs with different P---> -----> flap settings, including expedited take-off 2.2* Instrument take-off; transition to instrument flight is required P---> -----> during rotation or immediately after becoming airborne 2.3 Crosswind take-off P---> -----> TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 55 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 2.4 Take-off at maximum take-off mass (actual or simulated P---> -----> maximum take-off mass) 2.5 Take-offs with simulated engine failure: 2.5.1* shortly after reaching V2 In aeroplanes that are not certified as transport category or commuter category aeroplanes, the engine failure should not be simulated until reaching a minimum height of 500 ft P---> -----> above runway end. In aeroplanes having the same performance as a transport category aeroplane regarding take-off mass and density altitude, the instructor may simulate the engine failure shortly after reaching V2. M 2.5.2* Between V1 and V2 P X FFS only 2.6 Rejected take-off at a reasonable speed before P---> ---->X M reaching V1 SECTION 3 3 Flight manoeuvres and procedures P---> ----> 3.1 Turns with and without spoilers P---> ---->X 3.2 Tucking under and Mach buffets after reaching the An critical Mach number, and aircraft other specific flight may not characteristics of the aeroplane be used (e.g. Dutch Roll) for this exercise. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 56 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 3.3 Normal operation of systems P---> ---> ---> ----> and controls engineer’s panel A mandatory minimum of 3 abnormal system Normal and abnormal operations of M operations the following systems: should be selected from 3.4.0 to 3.4.14 inclusive. 3.4.0 Engine (propeller, if necessary) P---> ----> ----> ----> 3.4.1 Pressurisation and air- P---> ----> ----> ----> conditioning 3.4.2 Pitot/static system P---> ----> ----> ----> 3.4.3 Fuel system P---> ----> ----> ----> 3.4.4 Electrical system P---> ----> ----> ----> 3.4.5 Hydraulic system P---> ----> ----> ----> 3.4.6 Flight control and trim system P---> ----> ----> ----> 3.4.7 Anti-icing/de-icing system, P---> ----> ----> ----> glare shield heating M 3.4.8 Autopilot/flight director P---> ----> ----> ----> (single pilot only) 3.4.9 Stall warning devices or stall avoidance devices, and stability P---> ----> ----> ----> augmentation devices TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 57 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 3.4.10 Ground-proximity warning system, weather radar, radio P---> ----> ----> altimeter, transponder 3.4.11 Radios, navigation equipment, instruments, flight P---> ----> ----> ----> management system 3.4.12 Landing gear and brake P---> ----> ----> -----> 3.4.13 Slat and flap system P---> ----> ----> -----> 3.4.14 APU P---> ----> ----> -----> Intentionally left blank A mandatory minimum of 3 items 3.6 Abnormal and emergency M should be procedures: selected from 3.6.1 to 3.6.9 inclusive. 3.6.1 Fire drills: e.g. engine, APU, cabin, cargo compartment, P---> ----> -----> flight deck, wing and electrical fires, including evacuation 3.6.2 Smoke control and removal P---> ----> -----> 3.6.3 Engine failures, shutdown, and P---> ----> -----> restart at a safe height 3.6.4 Fuel dumping (simulated) P---> ----> -----> 3.6.5 Wind shear at take-off/landing P X FFS only 3.6.6 Simulated cabin pressure P---> -----> failure/emergency descent TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 58 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 3.6.7 Incapacitation of a flight crew P---> ----> -----> member 3.6.8 Other emergency procedures as outlined in the appropriate P---> ----> -----> aeroplane flight manual (AFM) An aircraft 3.6.9 ACAS event P---> ----> ----> FFS only may not be used. 3.7 Steep turns (180° to 360° left P---> ----> ----> and right at 45° bank) 3.8 Early recognition and counter measures on approaching stall (up to activation of stall warning device) in take-off configuration (flaps in take-off P---> ----> position), in cruising flight configuration and in landing configuration (flaps in landing position, gear extended) 3.8.1 Recovery from full stall or after activation of stall warning P X device in climb, cruise and approach configurations 3.9 Instrument flight procedures 3.9.1* Adherence to departure and arrival routes as well as to ATC P---> ----> ----> M instructions 3.9.2* Holding procedures P---> ----> ----> 3.9.3* 3D operations to DH/A of 200 ft (60 m) or higher minima, if required by the approach procedure TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 59 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A *Note: According to the AFM, RNP APCH procedures may require the use of autopilot or flight director. The procedure to be flown manually should be chosen taking into account such limitations (for example, choose an ILS for 3.9.3.1 in case of such an AFM limitation). M 3.9.3.1* Manually, without flight (skill P---> ----> director test only) 3.9.3.2* Manually, with flight director P---> ----> 3.9.3.3* With autopilot P---> ----> 3.9.3.4* Manually, with one engine simulated inoperative; engine failure has to be simulated during the final approach before passing 1 000 ft above the aerodrome level until touchdown, or through the complete missed approach procedure In aeroplanes that are not certified as transport category aeroplanes (JAR/FAR 25) or as commuter category aeroplanes (SFAR 23), the approach with simulated engine failure and the ensuing go-around should P---> ----> M be initiated in conjunction with the non-precision approach, as described in 3.9.4 below. The go-around should be initiated when reaching the published obstacle clearance height/altitude (OCH/A), however, not later than reaching an MDH/A of 500 ft above the runway threshold elevation. In aeroplanes having the same performance as a transport category aeroplane regarding take-off TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 60 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A mass and density altitude, the instructor may simulate the engine failure in accordance . with 3.9.3.4 above 3.9.4* 2D operations down to P*-> ----> M MDH/A 3.9.5 Circling approach under the following conditions: (a)* approach to the authorised minimum circling-approach altitude at the aerodrome in question in accordance with the local instrument approach facilities in simulated instrument flight conditions; followed by: P*-> ----> (b) a circling approach to another runway at least 90° off centre line from the final approach used in item (a) at the authorised minimum circling-approach altitude. Remark: if (a) and (b) are not possible due to ATC reasons, a simulated low- visibility pattern may be followed. SECTION 4 4 Missed-approach procedures 4.1 Go-around with all engines operating* during a 3D P*-> ---> operation on reaching DH 4.2 Other missed-approach P*-> ---> procedures TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 61 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 4.3* Manual go-around with the critical engine simulated inoperative after an instrument P*-> ---> M approach on reaching DH, MDH or MAPt 4.4 Rejected landing at 15 m (50 ft) above the runway threshold, P-> ---> and go-around SECTION 5 5 Landings 5.1 Normal landings* with visual reference established when P reaching DA/H following an instrument approach operation An aircraft 5.2 Landing with simulated may not jammed horizontal stabiliser in P--> be used any out-of-trim position for this exercise. 5.3 Crosswind landings (A/C, if P---> ---> practicable) 5.4 Traffic pattern and landing without extended or with partly P--> ---> extended flaps and slats 5.5 Landing with the critical engine P--> ---> M simulated inoperative TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 62 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 5.6 Landing with two engines P X M inoperative: FFS only — aeroplanes with three (skill engines: the centre engine test and one outboard engine, only) as far as practicable, according to AMF data; — aeroplanes with four engines: two engines at one side General remarks: special requirements should be satisfied for extension of a type rating for instrument approaches down to a DH of less than 200 ft (60 m), i.e. Cat II/III operations. SECTION 6 Additional authorisation on a type rating for instrument approaches down to a DH of less than 60 m (200 ft) (CAT II/III) The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed-approach procedures, all aeroplane equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) should be used. 6.1* Rejected take-off at minimum P*-> --->X M* authorised RVR An aircraft may not be used for this exercise. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 63 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments MULTI-PILOT AEROPLANES AND ATPL/MPL/TYPE RATING SKILL TEST SINGLE-PILOT HIGH-PERFORMANCE PRACTICAL TRAINING OR PROF. CHECK COMPLEX AEROPLANES Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when when test training FFS OTD FTD FFS A completed completed A 6.2* CAT II/III approaches: in simulated instrument flight conditions down to the applicable DH, using flight guidance system. Standard procedures of crew P--> ---> M coordination (task sharing, call-out procedures, mutual surveillance, information exchange and support) should be observed. 6.3* Go-around after approaches, as indicated in 6.2, on reaching the DH. The training should also include a go-around due to (simulated) insufficient RVR, wind shear, aeroplane deviation in excess of approach P---- ----> M* limits for a successful approach and ground/airborne equipment failure prior to reaching the DH, as well as a go-around with simulated airborne equipment failure. 6.4* Landing(s) with visual reference established at DH following an instrument approach. P---> ----> M Depending on the specific flight guidance system, an automatic landing should be performed. Note: CAT II/III operations should be accomplished in accordance with the applicable air operations requirements. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 64 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments CLASS RATING — SEA CLASS RATING — SEA PRACTICAL TRAINING XX Manoeuvres/procedures Instructor’s initials when Examiner’s initials when training completed test completed SECTION 1 1 Departure 1.1 Pre-flight including: — documentation — mass and balance — weather briefing — NOTAM 1.2 Pre-start checks: external/internal 1.3 Engine start-up and shutdown normal malfunctions 1.4 Taxiing 1.5 Step taxiing 1.6 Mooring: — beach — jetty pier — buoy 1.7 Engine-off sailing 1.8 Pre-departure checks: engine run-up (if applicable) 1.9 Take-off procedure: — normal with AFM flap settings — crosswind (if conditions available) 1.10 Climbing — turns onto headings — level off 1.11 ATC liaison — compliance, R/T procedure TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 65 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SECTION 2 2 Airwork (VFR) 2.1 Straight and level flight at various airspeeds, including flight at critically low airspeed with and without flaps (including approach to VMCA, when applicable) 2.2 Steep turns (360° left and right at 45° bank) 2.3 Stalls and recovery: (i) clean stall (ii) approach to stall in descending turn with bank in approach configuration and power (iii) approach to stall in landing configuration and power (iv) approach to stall, climbing turn with take-off flap and climb power (single-engine aeroplanes only) 2.4 ATC liaison — compliance, R/T procedure SECTION 3 3 En-route procedures for VFR 3.1 Flight plan, dead reckoning and map-reading 3.2 Maintenance of altitude, heading and speed 3.3 Orientation, timing and revision of ETAs 3.4 Use of radio navigation aids (if applicable) 3.5 Flight management (flight log, routine checks, including fuel, systems and icing) 3.6 ATC liaison — compliance, R/T procedure SECTION 4 4 Arrivals and landings 4.1 Aerodrome arrival procedure (amphibians only) 4.2 Normal landing 4.3 Flapless landing 4.4 Crosswind landing (if conditions are suitable) TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments 4.5 Approach and landing with idle power from up to 2000 ft above the water (single-engine aeroplanes only) 4.6 Go-around from minimum height 4.7 Glassy-water landing and rough-water landing 4.8 ATC liaison — compliance, R/T procedure SECTION 5 5 Abnormal and emergency procedures (This section may be combined with Sections 1 through 4) 5.1 Rejected take-off at a reasonable speed 5.2 Simulated engine failure after take-off (single- engine aeroplanes only) 5.3 Simulated forced landing without power (single- engine aeroplanes only) 5.4 Simulated emergencies: (i) fire or smoke in flight; (ii) systems’ malfunctions, as appropriate 5.5 ATC liaison — compliance, R/T procedure SECTION 6 6 Simulated asymmetric flight (This section may be combined with Sections 1 through 5) 6.1 Simulated engine failure during take-off (at a safe altitude unless carried out in FFS and FNPT II) 6.2 Engine shutdown and restart (ME skill test only) 6.3 Asymmetric approach and go-around 6.4 Asymmetric approach and full stop landing 6.5 ATC liaison — compliance, R/T procedure TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 67 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SINGLE/MULTI-PILOT HELICOPTERS SINGLE/MULTI-PILOT SKILL TEST OR PRACTICAL TRAINING HELICOPTERS PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test FTD FFS H training H completed completed SECTION 1 — Pre-flight preparations and checks 1.1 Helicopter exterior M (if visual inspection; performed location of each P in the item, and purpose helicopter) of inspection 1.2 Cockpit inspection P ---- M 1.3 Starting procedures, radio and navigation equipment check, selection and P ---- ---- M setting of navigation and communication frequencies 1.4 Taxiing/air taxiing in compliance with P ---- M instructions from ATC or an instructor 1.5 Pre-take-off procedures and P ---- ---- M checks SECTION 2 — Flight manoeuvres and procedures 2.1 Take-offs (various P ---- M profiles) 2.2 Sloping-ground or crosswind take-offs P ---- & landings 2.3 Take-off at maximum take-off mass (actual or P ---- ---- simulated maximum take-off mass) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 68 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SINGLE/MULTI-PILOT SKILL TEST OR PRACTICAL TRAINING HELICOPTERS PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test FTD FFS H training H completed completed 2.4 Take-off with simulated engine failure shortly P ---- M before reaching TDP or DPATO 2.4.1 Take-off with simulated engine failure shortly after P ---- M reaching TDP or DPATO 2.5 Climbing and descending turns to P ---- ---- M specified headings 2.5.1 180°to 360° left and right turns at 30° bank, by sole P ---- ---- M reference to instruments 2.6 Autorotative P ---- ---- M descent 2.6.1 Autorotative landing (SEH only) or power P ---- M recovery 2.7 Landings, various P ---- M profiles 2.7.1 Go-around or landing following simulated engine P ---- M failure before LDP or DPBL 2.7.2 Landing following simulated engine P ---- M failure after LDP or DPBL TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 69 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SECTION 3 — Normal and abnormal operations of systems and procedures 3 Normal and M A abnormal mandatory operations of the minimum following systems of three and procedures: items should be selected from this Section 3.1 Engine P ---- ---- 3.2 Air-conditioning (heating, P ---- ---- ventilation) 3.3 Pitot/static system P ---- ---- 3.4 Fuel System P ---- ---- 3.5 Electrical system P ---- ---- 3.6 Hydraulic system P ---- ---- 3.7 Flight control and P ---- ---- trim system 3.8 Anti-icing and P ---- ---- de-icing system 3.9 Autopilot/flight P ---- ---- director 3.10 Stability augmentation P ---- ---- devices 3.11 Weather radar, radio altimeter, P ---- ---- transponder 3.12 Area navigation P ---- ---- system 3.13 Landing-gear system P ---- ---- 3.14 APU P ---- ---- TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 70 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 3.15 Radio, navigation equipment, instruments, and P ---- ---- flight management system SECTION 4 — Abnormal and emergency procedures 4 Abnormal and M A emergency mandatory procedures minimum of three items should be selected from this Section 4.1 Fire drills (including evacuation, if P ---- ---- applicable) 4.2 Smoke control and P ---- ---- removal 4.3 Engine failures, shutdown and P ---- ---- restart, at a safe height 4.4 Fuel dumping P ---- ---- (simulated) 4.5 Tail rotor control P ---- ---- failure (if applicable) 4.5.1 Tail rotor loss (if A applicable) helicopter may not be P ---- used for this exercise. 4.6 Incapacitation of a crew member — P ---- ---- MPH only 4.7 Transmission P ---- ---- malfunctions TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 71 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 4.8 Other emergency procedures, as P ---- ---- outlined in the appropriate AFM SECTION 5 — Instrument flight procedures (to be performed in IMC or simulated IMC) 5.1 Instrument take-off: transition to instrument flight is P* ----* ----* required as soon as possible after becoming airborne 5.1.1 Simulated engine failure during P* ----* ----* M* departure 5.2 Adherence to departure and arrival routes as well P* ----* ----* M* as to ATC instructions 5.3 Holding procedures P* ----* ----* 5.4 3D operations to DH/A of 200 ft (60 m) or to higher P* ----* ----* minima, if required by the approach procedure 5.4.1 Manually, without P* ----* ----* M* flight director. Note: according to the AFM, RNP APCH procedures may require the use of autopilot or flight director. The procedure to be flown manually should be chosen taking into account such limitations (e.g.: choose an ILS for 5.4.1 in case of such an AFM limitation). 5.4.2 Manually, with flight P* ----* ----* M* director TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 72 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 5.4.3 With coupled P* ----* ----* autopilot 5.4.4 Manually, with one engine simulated inoperative; engine failure has to be simulated during the final approach before passing P* ----* ----* M* 1000 ft above the aerodrome level until touchdown, or until completion of the missed- approach procedure 5.5 2D operations down P* ----* ----* M* to MDA/H 5.6 Go-around with all engines operating P* ----* ----* on reaching DA/DH or MDA/MDH 5.6.1 Other missed- approach P* ----* ----* procedures 5.6.2 Go-around with one engine simulated inoperative on P* M* reaching DA/DH or MDA/MDH 5.7 IMC autorotation P* ----* ----* M* with power recovery 5.8 Recovery from P* ----* ----* M* unusual attitudes SECTION 6 — Use of optional equipment 6 Use of optional P ---- ---- equipment TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 73 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments POWERED-LIFT AIRCRAFT CATEGORY POWERED-LIFT AIRCRAFT SKILL TEST OR PRACTICAL TRAINING CATEGORY PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS PL training PL completed completed SECTION 1 — Pre-flight preparations and checks 1.1 Powered-lift aircraft exterior visual inspection; location P of each item, and purpose of inspection 1.2 Cockpit inspection P ---- ---- ---- 1.3 Starting procedures, radio and navigation equipment check, selection and P ---- ---- ---- M setting of navigation and communication frequencies 1.4 Taxiing in compliance with P ---- ---- instructions from ATC or an instructor 1.5 Pre-take-off procedures and P ---- ---- ---- M checks, including power check SECTION 2 — Flight manoeuvres and procedures 2.1 — Normal VFR take-off profiles; — Runway operations (STOL and VTOL), including P ---- ---- M crosswind; — Elevated heliports; — Ground-level heliports TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 74 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments POWERED-LIFT AIRCRAFT SKILL TEST OR PRACTICAL TRAINING CATEGORY PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS PL training PL completed completed 2.2 Take-off at maximum take-off mass (actual or P ---- simulated maximum take-off mass) 2.3.1 Rejected take-off: — during runway operations; — during elevated- P ---- M heliport operations; — during ground- level operations 2.3.2 Take-off with simulated engine failure after passing the decision point: — during runway operations; P ---- M — during elevated- heliport operations; — during ground- level operations 2.4 Autorotative descent to ground in helicopter mode M P ---- ---- (an aircraft should FFS only not be used for this exercise) 2.4.1 Windmill descent in aeroplane mode (an M aircraft should not P ---- be used for this FFS only exercise) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 75 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments POWERED-LIFT AIRCRAFT SKILL TEST OR PRACTICAL TRAINING CATEGORY PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS PL training PL completed completed 2.5 — Normal VFR landing profiles; — runway operations (STOL and VTOL); P ---- ---- M — elevated heliports; — ground-level heliports 2.5.1 Landing with simulated engine failure after reaching the decision point: — during runway operations; — during elevated- heliport operations; — during ground- level operations 2.6 Go-around or landing following simulated engine P ---- M failure before the decision point SECTION 3 — Normal and abnormal operations of systems and procedures 3 Normal and M A abnormal mandatory operations of the minimum following systems of three and procedures items (may be completed should be in an FSTD, if selected qualified for the from this exercise): Section 3.1 Engine P ---- ---- TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 76 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments POWERED-LIFT AIRCRAFT SKILL TEST OR PRACTICAL TRAINING CATEGORY PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS PL training PL completed completed 3.2 Pressurisation and air-conditioning P ---- ---- (heating, ventilation) 3.3 Pitot/static system P ---- ---- 3.4 Fuel system P ---- ---- 3.5 Electrical system P ---- ---- 3.6 Hydraulic system P ---- ---- 3.7 Flight control and P ---- ---- trim system 3.8 Anti-icing and de- icing system, glare P ---- ---- shield heating (if fitted) 3.9 Autopilot/flight P --- --- director 3.10 Stall warning or stall avoidance devices and stability P ---- ---- augmentation devices 3.11 Weather radar, radio altimeter, transponder, P ---- ---- ground-proximity warning system (if fitted) 3.12 Landing gear system P ----- ----- 3.13 APU P ---- ---- TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 77 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments POWERED-LIFT AIRCRAFT SKILL TEST OR PRACTICAL TRAINING CATEGORY PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS PL training PL completed completed 3.14 Radio, navigation equipment, instruments, and P ---- ---- flight management system 3.15 Flap system P ---- ---- SECTION 4 — Abnormal and emergency procedures 4 Abnormal and A emergency mandatory procedures (may be minimum completed in an of three FSTD, if qualified for M items the exercise) should be selected from this Section 4.1 Fire drills, engine, APU, cargo compartment, flight deck and electrical P ---- ---- fires, including evacuation, if applicable 4.2 Smoke control and P ---- ---- removal 4.3 Engine failures, shutdown and restart (an aircraft should not be used for this exercise), P ---- ---- FFS only including OEI conversion from helicopter to aeroplane modes and vice versa 4.4 Fuel dumping P ---- ---- (simulated, if fitted) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 78 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments POWERED-LIFT AIRCRAFT SKILL TEST OR PRACTICAL TRAINING CATEGORY PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS PL training PL completed completed 4.5 Wind shear at take- off and landing (an aircraft should not P FFS only be used for this exercise) 4.6 Simulated cabin pressure failure/emergency P ---- ---- FFS only descent (an aircraft should not be used for this exercise) 4.7 ACAS event (an aircraft should not P ---- ---- FFS only be used for this exercise) 4.8 Incapacitation of a P ---- ---- crew member 4.9 Transmission P ---- ---- FFS only malfunctions 4.10 Recovery from a full stall (power on and off) or after activation of stall warning devices in climb, cruise and P ---- ---- FFS only approach configurations (an aircraft should not be used for this exercise) 4.11 Other emergency procedures, as P ---- ---- detailed in the appropriate AFM TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments SECTION 5 — Instrument flight procedures (to be performed in IMC or simulated IMC) 5.1 Instrument take-off: transition to instrument flight is P* ----* ----* required as soon as possible after becoming airborne 5.1.1 Simulated engine failure during P* ----* ----* M* departure after the decision point 5.2 Adherence to departure and arrival routes as well P* ----* ----* M* as to ATC instructions 5.3 Holding procedures P* ----* ----* 5.4 Precision approach down to a DH not P* ----* ----* less than 60 m (200 ft) 5.4.1 Manually, without M* flight director P* ----* ----* (Skill test only) 5.4.2 Manually, with flight P* ----* ----* director 5.4.3 With use of P* ----* ----* autopilot 5.4.4 Manually, with one engine simulated inoperative; engine failure has to be simulated during the final approach before passing the P* ----* ----* M* outer marker (OM) and continued either until touchdown, or until completion of the missed-approach procedure TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 80 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 5.5 Non-precision approach down to P* ----* ----* M* the MDA/H 5.6 Go-around with all engines operating P* ----* ----* on reaching DA/DH or MDA/MDH 5.6.1 Other missed- approach P* ----* ----* procedures 5.6.2 Go-around with one engine simulated inoperative on P* M* reaching DA/DH or MDA/MDH 5.7 IMC autorotation with power recovery to land on a runway M* in helicopter mode P* ----* ----* only (an aircraft FFS only should not be used for this exercise) 5.8 Recovery from unusual attitudes P* ----* ----* M* (depending on the quality of the FFS) TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 81 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SECTION 6 — Additional authorisation on a type rating for instrument approaches down to a DH of less than 60 m (200 ft) (CAT II/III) 6 Additional authorisation on a type rating for instrument approaches down to a DH of less than 60 m (200 ft) (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed-approach procedures, all powered-lift aircraft equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) should be used. 6.1 Rejected take-off at minimum P ---- M* authorised RVR 6.2 ILS approaches in simulated instrument flight conditions down to the applicable DH, using a flight P ---- ---- M* guidance system. Standard procedures of crew coordination (SOPs) should be observed. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 82 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 6.3 Go-around after approaches, as indicated in 6.2, on reaching the DH. The training should also include a go- around due to (simulated) insufficient RVR, wind shear, aircraft deviation in excess P ---- ---- M* of approach limits for a successful approach and ground/airborne equipment failure prior to reaching the DH, as well as a go- around with simulated airborne equipment failure. 6.4 Landing(s) with visual reference established at DH following an instrument approach. P ---- M* Depending on the specific flight guidance system, an automatic landing should be performed. Section 7 — Optional equipment 7 Use of optional P ---- ---- equipment TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 83 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments AIRSHIP CATEGORY SKILL TEST OR AIRSHIP CATEGORY PRACTICAL TRAINING PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS As training As completed completed SECTION 1 — Pre-flight preparations and checks 1.1 Pre-flight inspection P 1.2 Cockpit inspection P ---- ---- ---- 1.3 Starting procedures, radio and navigation equipment check, selection and setting P ---- ---- M of navigation and communication frequencies 1.4 Off-mast procedure and ground P ---- M manoeuvring 1.5 Pre-take-off procedures and P ---- ---- ---- M checks SECTION 2 — Flight manoeuvres and procedures 2.1 Normal VFR take-off P ---- M profiles 2.2 Take-off with simulated engine P ---- M failure 2.3 Take-off with heaviness > 0 (heavy P ---- T/O) 2.4 Take-off with heaviness < 0 (light P ---- T/O) 2.5 Normal climb P ---- procedure TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 84 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SKILL TEST OR AIRSHIP CATEGORY PRACTICAL TRAINING PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS As training As completed completed 2.6 Climb to pressure P ---- height 2.7 Recognising of P ---- pressure height 2.8 Flight at or close to P ---- M pressure height 2.9 Normal descent and P ---- approach 2.10 Normal VFR landing P ---- M profile 2.11 Landing with heaviness > 0 (heavy P ---- M Ldg.) 2.12 Landing with heaviness < 0 (light P ---- M Ldg.) Intentionally left blank SECTION 3 — Normal and abnormal operations of systems and procedures 3 Normal and A abnormal operations mandatory of the following minimum systems and of three procedures (may be M items completed in an should be FSTD, if qualified for selected the exercise): from this Section 3.1 Engine P ---- ---- ---- 3.2 Envelope P ---- ---- ---- pressurisation 3.3 Pitot/static system P ---- ---- ---- TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 85 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments SKILL TEST OR AIRSHIP CATEGORY PRACTICAL TRAINING PROFICIENCY CHECK Manoeuvres/procedures Instructor’s Checked in Examiner’s initials, initials, when FFS when test OTD FTD FFS As training As completed completed 3.4 Fuel system P ---- ---- ---- 3.5 Electrical system P ---- ---- ---- 3.6 Hydraulic system P ---- ---- ---- 3.7 Flight control and P ---- ---- ---- trim system 3.8 Ballonet system P ---- ---- ---- 3.9 Autopilot/flight P --- --- ---- director 3.10 Stability augmentation P ---- ---- ---- devices 3.11 Weather radar, radio altimeter, transponder, ground- P ---- ---- ---- proximity warning system (if fitted) 3.12 Landing gear system P ----- ----- ---- 3.13 APU P ---- ---- ---- 3.14 Radio, navigation equipment, instruments, and P ---- ---- ---- flight management system Intentionally left blank TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. 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Proposed amendments SECTION 4 — Abnormal and emergency procedures 4 Abnormal and A emergency mandatory procedures (may be minimum completed in an of three FSTD, if qualified for M items the exercise) should be selected from this Section 4.1 Fire drills, engine, APU, cargo compartment, flight deck and electrical P ---- ---- ---- fires, including evacuation, if applicable 4.2 Smoke control and P ---- ---- ---- removal 4.3 Engine failures, shutdown and restart in particular phases P ---- ---- ---- of flight, including multiple engine failure 4.4 Incapacitation of a P ---- ---- ---- crew member 4.5 Transmission/ P ---- ---- ---- FFS only gearbox malfunctions 4.6 Other emergency procedures, as P ---- ---- ---- outlined in the appropriate AFM SECTION 5 — Instrument flight procedures (to be performed in IMC or simulated IMC) 5.1 Instrument take-off: transition to instrument flight is P* ----* ----* ----* required as soon as possible after becoming airborne 5.1.1 Simulated engine failure during P* ----* ----* ----* M* departure TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments 5.2 Adherence to departure and arrival P* ----* ----* ----* M* routes as well as to ATC instructions 5.3 Holding procedures P* ----* ----* ----* 5.4 Precision approach down to a DH not less P* ----* ----* ----* than 60 m (200 ft) 5.4.1 Manually, without M* flight director P* ----* ----* ----* (Skill test only) 5.4.2 Manually, with flight P* ----* ----* ----* director 5.4.3 With use of autopilot P* ----* ----* ----* 5.4.4 Manually, with one engine simulated inoperative; engine failure has to be simulated during the final approach before P* ----* ----* ----* M* passing the OM and continued either until touchdown, or until completion of the missed-approach procedure 5.5 Non-precision approach down to P* ----* ----* ----* M* the MDA/H 5.6 Go-around with all engines operating on P* ----* ----* ----* reaching DA/H or MDA/H 5.6.1 Other missed- P* ----* ----* ----* approach procedures 5.6.2 Go-around with one engine simulated inoperative on P* M* reaching DA/H or MDA/H TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 88 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 5.7 Recovery from unusual attitudes P* ----* ----* ----* M* (depending on the quality of the FFS) SECTION 6 — Additional authorisation on a type rating for instrument approaches down to a DH of less than 60 m (200 ft) (CAT II/III) 6 Additional authorisation on a type rating for instrument approaches down to a DH of less than 60 m (200 ft) (CAT II/III) The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed-approach procedures, all airship equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) should be used. 6.1 Rejected take-off at minimum authorised P ---- M* RVR 6.2 ILS approaches in simulated instrument flight conditions down to the applicable DH, using P ---- M* a flight guidance system. Standard procedures of crew coordination (SOPs) should be observed. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 89 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 6.3 Go-around after approaches, as indicated in 6.2, on reaching the DH. The training should also include a go-around due to (simulated) insufficient RVR, wind shear, aircraft deviation in excess of P ---- M* approach limits for a successful approach and ground/airborne equipment failure prior to reaching the DH, as well as a go- around with simulated airborne equipment failure. 6.4 Landing(s) with visual reference established at DH following an instrument approach. Depending on the P ---- M* specific flight guidance system, an automatic landing should be performed. SECTION 7 — Optional equipment 7 Use of optional P ---- equipment 3.2.2. AMC/GM to Part-ARA 1. GM1 ARA.GEN.105 is amended as follows: GM1 ARA.GEN.105 Definitions The following provides a list of acronyms used throughout this Annex: (A) aeroplane (H) helicopter A/C aircraft ACAS airborne collision avoidance system AD airworthiness directive AIS aeronautical information service TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. 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Proposed amendments ALARP as low as reasonably practicable AM accountable manager AeMC aero-medical centre AMC Aacceptable Mmeans of Ccompliance AME aero-medical examiner APP approach APU auxiliary power unit ARA authority requirements for aircrew ATC air traffic control ATO approved training organisation ATPL airline transport pilot licence BITD basic instrument training device BPL balloon pilot licence Bpm beats per minute CAT category CBT computer-based training CC cabin crew CFI chief flying instructor Cm centimetres CM compliance monitoring CMP compliance monitoring programme CMS compliance monitoring system COP code of practice CPL commercial pilot licence CRM crew resource management CS Ccertification Sspecifications CS-FSTD(A) Certification Specifications for aeroplane flight simulation training devices CS-FSTD(H) Certification Specifications for helicopter flight simulation training devices CTKI chief theoretical-knowledge instructor dB decibel DG dangerous goods DH decision height DPATO defined point after take-off TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments DPBL decision point before landing EC European Community ECG electrocardiogram ENT ear, nose and throat EOG electro-oculography ERP emergency response plan ETOPS extended -range operations with twin-engine aeroplanes FANS future air navigation system FATO final approach and take-off area FD flight director FEV1 forced expiratory volume in 1 second FFS full flight simulator FMECA failure mode, effects and criticality analysis FMGC flight management and guidance computer FMS flight management system FNPT flight navigation and procedures trainer FSTD flight simulation training device Ft feet FTD flight training device FTE full time equivalent FTI flight test instructor FVC forced vital capacity GM Gguidance Mmaterial GMP general medical practitioner GPS global positioning system HEMS helicopter emergency medical service HF human factors Hg mercury HHO helicopter hoist operation HT head of training HUD/HUGS head-up display / head-up guidance system Hz Herz IATA International Air Transport Association TE.RPRO.00034-004 © European Aviation Safety Agency. 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Proposed amendments ICAO International Civil Aviation Organisation IFR instrument flight rules IGE in ground effect ILS instrument landing system IMC instrument meteorological conditions IOS instructor operating station IR Iimplementing Rrule IR instrument rating Kg kilogram LAPL light-aircraft pilot licence LDP landing decision point LIFUS line flying under supervision LVO low-visibility operation LVTO low visibility take-off MCC multi-crew cooperation MMEL master minimum equipment list MPA multi-pilot aeroplane MPL multi-crew pilot licence NVIS night vision imaging system M metre Mm millimetre OGE out of ground effect OPC operator proficiency check ORA organisation requirements for aircrew ORO organisation requirements for air operations OSD operational suitability data OTD other training device PBN performance-based navigation PF pilot flying PIC pilot-in-command PM pilot monitoring POM proof of match PPL private pilot licence TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 93 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments QTG qualification test guide ROD rate of descent RVR runway visual range RWY runway SMM safety management manual SOP standard operating procedure SPL sailplane pilot licence TAWS terrain awareness warning system TDP take-off decision point TRE type rating examiner TRI type rating instructor TWY taxiway VDR validation data roadmap VFR visual flight rules ZFTT zero-flight-time training 2. AMC2 ARA.GEN.200(a)(2) is replaced by the following: AMC2 ARA.GEN.200(a)(2) Management system QUALIFICATION AND TRAINING — INSPECTORS (a) Qualification All inspectors should receive training in the following areas: (1) auditing techniques, as relevant to the particular duties and responsibilities of the inspector; (2) safety management systems (SMSs); (3) CMSs; (4) the requirements of Regulation (EU) No 1178/2011 related to their duties, in particular Annex VII (Part-ORA) and Annex VI (Part ARA) thereto; and (5) ICAO Annexes and guidance material relevant to their duties. Additional qualification criteria: (1) inspectors conducting sampling of training flights in aircraft or FSTD sessions should hold or have held a pilot licence and relevant ratings and certificates appropriate to the level of the training conducted in the ATO; (2) inspectors conducting sampling of training flights in aircraft as a member of the flight crew should hold a pilot’s licence and relevant ratings and certificates appropriate to the level of the training conducted; TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 94 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (3) inspectors conducting sampling of theoretical-knowledge instruction should have a practical background in aviation in the areas relevant to the training provided and have undergone a training course in instructional techniques; and (4) inspectors not involved in activities referred to in (1)–(3) above should have a relevant background in aviation related to their duties. (b) Initial training programme The initial training programme for inspectors should include, as appropriate to their role, current knowledge of, as well as experience and skills in at least all of the following: (1) air law — organisation and structure; (2) Regulation (EC) No 216/2008, as well as its implementing regulations and related AMC/GM; (3) the Chicago Convention, as well as relevant ICAO Annexes and guidance; (4) relevant national aviation and administrative legislation; (5) the applicable requirements and procedures (including ‘inspector’s code of conduct’ and correct formulation of findings); (6) management systems, including assessment of SMSs and CMSs, as well as auditing, risk assessment and reporting techniques; (7) competency-based training, including Appendix E to ICAO Doc 9841 ‘Manual on the Approval of Flight Crew Training Organisations’ and ICAO Doc 9868 ‘Procedures for Air Navigation Services — Training’); (8) HF training (including ‘just culture’ in aviation and conflict management); (9) performance-based oversight; (10) rights and obligations of inspecting personnel of the competent authority; (11) ‘on-the-job’ training; (12) the relevant Annexes to Regulation (EU) No 965/2012; and (13) suitable technical training appropriate to the role and tasks of the inspector, in particular for those areas requiring approvals. (c) Recurrent training programme The recurrent training programme should reflect, at least, changes in aviation legislation and industry. It should also cover the specific needs of the inspectors and the competent authority, and include at least the following: (1) recurrent training of the standardisation inspections as a team member; (2) licence proficiency check(LPC)/OPC on appropriate aircraft type/class (if applicable); (3) instructor refresher seminar (if applicable); (4) audit techniques course for regulators (refresher course); and (5) SMS refresher course. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 95 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 3. New GM2 ARA.GEN.200(a)(2) is inserted as follows: GM2 ARA.GEN.200(a)(2) Management system (a) The content of the initial training programme for inspectors referred to in AMC2 ARA.GEN.200(a)(2)(b)(3) and (6) may be selected from the following documents, as relevant to the particular duties and responsibilities of the inspector: (1) ICAO Annex 1 ‘Personnel Licensing’; (2) ICAO Annex 19 ‘Safety Management’; (3) ICAO Doc 9841 ‘Manual on the Approval of Flight Crew Training Organisations’; (4) ICAO Doc 9868 ‘Procedures for Air Navigation Services — Training’; (5) ICAO Doc 9859 ‘Safety Management Manual’; and (6) ICAO Doc 9379 ‘Manual of Procedures for Establishment and Management of a States Personnel Licensing System’. (b) A minimum of activities should be performed according to the initial training programme: (1) observations; and (2) inspection as a team member and release inspection. 4. New GM3 ARA.GEN.200(a)(2) is inserted as follows: GM3 ARA.GEN.200(a)(2) Management system The meaning of ‘relevant ratings and certificates appropriate to the level of the training conducted in the ATO’, as used in AMC2 ARA.GEN.200(a)(2), is explained below: — the range of activities in an ATO may vary from instructions for the simple single-engine aircraft to type training for CS-25-certified multi-pilot aircraft; — in the context of the general approval of the ATO, experience in similar types or classes of aircraft is acceptable; — the inspector has the instructional experience in the same or similar types or the same class of aircraft intended to be flown within the ATO (e.g. type rating to assess type training programmes); and — the experience in large CS-25 aircraft will not, for example, equip the inspector to assess the training programme in an ATO operating only SEP (land) aircraft; similarly, experience as a PPL instructor will not necessarily equip the inspector to assess a type training course for a CS-25 aircraft; in both cases, additional appropriate training in the applicable environment is necessary. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 96 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments 5. New AMC1 ARA.GEN.320 is inserted as follows: AMC1 ARA.GEN.320 Procedure to change the competent authority The procedure established by the competent authority should cover both cases for a change of competent authority and describe how the competent authority: — takes over the oversight of the pilot; and — transfers the records and relevant information to another competent authority. In case there is more than one competent authority in the Member State, the procedure should also cover the coordination between those competent authorities. 6. New AMC to Appendix IV to Annex VI (Part-ARA) is inserted as follows: AMC to Appendix IV to Annex VI (Part-ARA) Flight simulation training device qualification certificate— FSTD SPECIFICATIONS — PAGE 2 [Competent authority] FSTD QUALIFICATION CERTIFICATE: [LETTER CODE-UNIQUE IDENTIFICATION CODE] FSTD SPECIFICATIONS A. Type or variant of aircraft AEROPLANE B. FSTD qualification level C. Primary reference document D. Visual system E. Motion system F. Engine fit G. Instrument fit H. Additional capabilities I. Restrictions or limitations J. Guidance information on training, testing and checking considerations CAT I RVR m DH ft CAT II RVR m DH ft CAT III (lowest minimum) RVR m DH ft LVTO RVR m Recency IFR training/check / Type rating Proficiency checks Autocoupled approach Autoland/roll-out guidance / ACAS I/II, ACAS ver / Wind shear / Wind shear warning system / predictive wind shear / / WX-radar TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 97 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments HUD/HUGS/EVS / / FANS/CPDLC GPWS/TAWS / RNP APCH LNAV/VNAV/LPV / / RNP AR APCH ETOPS capability Steep approach Smoke Other Date of issue: …………………………………………………………… AEROPLANE Signed: ……………………………………………………………………. For the Member State/EASA __________________ EASA Form 145, Issue 2, page 2/2 [Competent authority] FSTD QUALIFICATION CERTIFICATE: [LETTER CODE-UNIQUE IDENTIFICATION CODE] FSTD SPECIFICATIONS A. Type or variant of aircraft HELICOPTER B. FSTD qualification level C. Primary reference document D. Visual system E. Motion system F. Engine fit G. Instrument fit H. Additional capabilities I. Restrictions or limitations J. Guidance information on training, testing and checking considerations CAT I RVR m DH ft CAT II RVR m DH ft LVTO RVR m Recency IFR training/check / Type rating Proficiency checks Autocoupled approach ACAS I/II, ACAS ver / WX-radar GPWS/TAWS Airborne radar approach (ARA) Night vision imaging system (NVIS) Ditching/emergency floats / TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 98 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments Ship landing/rig landing/elevated-platform landing/confined area / / Search and rescue (SAR)/helicopter emergency medical service (HEMS)/hoist / / Load lifting/cargo sling / RNP APCH LNAV/VNAV/LPV / / RNP AR APCH Smoke Other Date of issue: …………………………………………………………… HELICOPTER Signed: ……………………………………………………………………. For the Member State/EASA EASA Form 145, Issue 2, page 2/2 7. New GM to Appendix IV to Annex VI (Part-ARA) is inserted as follows: GM to Appendix IV to Annex VI (Part-ARA) Flight simulation training device qualification certificate — FSTD SPECIFICATIONS — PAGE 2 The LETTER CODE-UNIQUE IDENTIFICATION CODE is the same reference as in the FSTD qualification certificate — page 1 (Appendix IV to Annex VI (Part-ARA)). (a) Visual system The following information should be provided: (1) visual manufacturer; (2) image generator model; (3) type of projectors: CRT, LCD, LCoS, LCoS-laser, DLP-LED; (4) the field of view in degrees; and (5) collimated/non-collimated. In case no visual system is installed, ‘None’ should be inserted into the field. (b) Motion system The following information should be provided: (1) motion manufacturer; (2) strokes’ length active during training; (3) technology: hydraulic, electric, electric pneumatic, electric hydraulic; and (4) degrees of freedom. In case no motion system is installed, ‘None’ should be inserted into the field. (c) ‘J. Guidance information for training, testing and checking considerations’ (see FSTD qualification certificate p. 2) provides the FSTD evaluation team’s guidance on the capabilities of the FSTD to support each training area. The considerations should be: (1) YES: the FSTD fully supports the required training in the area; TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 99 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 3. Proposed amendments (2) YES (PARTIALLY): the FSTD may support part of the required training in the area; (3) N/a: the consideration of the evaluation team is not applicable because: (i) the aircraft is not capable to support the required training; (ii) the FSTD is not equipped with the required option; and (iii) the type of FSTD is not capable to support the required training; and (4) NO: the FSTD is not to be used for training, testing and/or checking in the training area; a limitation/restriction should be provided. 3.2.3. AMC/GM to Part-ORA 1. GM1 ORA.GEN.005 is deleted. 2. GM1 ORA.GEN.130(a) is amended as follows: GM1 ORA.GEN.130(a) Changes to organisations GENERAL (a) Typical examples of changes, requiring prior approval, that may affect the certificate or the terms of approval are listed below: (...) 3. New GM1 ORA.GEN.130(c) is inserted as follows: GM1 ORA.GEN.130(c) Changes to organisations GENERAL Typical examples of changes not requiring prior approval are listed below: (a) the list of aircraft used; (b) the list of FSTDs used; and (c) the list of instructors. It is recommended that lists of changes not requiring prior approval are included as annexes to the ATO documentation. 4. New AMC1 ORA.ATO.305(b) is inserted as follows: AMC1 ORA.ATO.305(b) Classroom instruction Classroom instruction delivered by an instructor to a student may include appropriate videoconferencing. TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 100 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 4. Impact assessment (IA) 4. Impact assessment (IA) N/a (see Section 2.3. above). TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 101 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 5. References 5. References 5.1. Affected regulations Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1) 5.2. Related regulations Commission Regulation (EU) No 965/2012 of 28 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EU) No 216/2008 of the European Parliament and of the Council (OJ L 296, 25.10.2012, p. 1). 5.3. Affected CS, AMC and GM — Decision No 2011/016/R of the Executive Director of the European Aviation Safety Agency of 15 December 2011 on Acceptable Means of Compliance and Guidance Material to Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council ‘Acceptable Means of Compliance and Guidance Material to Part-FCL’ — Decision No 2012/006/Directorate R of the Executive Director of the Agency of 19th April 2012 on Acceptable Means of Compliance and Guidance Material to Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council ‘Acceptable Means of Compliance and Guidance Material to Part-ARA’ — Decision No 2012/007/Directorate R of the Executive Director of the Agency of 19th April 2012 on Acceptable Means of Compliance and Guidance Material to Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council ‘Acceptable Means of Compliance and Guidance Material to Part-ORA’ 5.4. Reference documents Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1). TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 102 of 103 An agency of the European Union  European Aviation Safety Agency NPA 2016-16 6. Appendices 6. Appendices N/a TE.RPRO.00034-004 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet. Page 103 of 103 An agency of the European Union