ENTE NAZIONALE per l'AVIAZIONE CIVILE

ITALIAN CIVIL AVIATION AUTHORITY Ed.1 Rev.0 26/05/2022

Compliance Checklist for AOC Operations Manual – Part D

Operator Name: Application n. : Date:

Reg. N°965/2012 & related AMCs/GMs

Reg. N°1178/2011 & related AMCs/GMs
Reg. N°2021/2237
Reg. N°2021/1296
Reg. N°2020/2036
Reg. N°2019/1387
Reg. N°2019/1384
Reg No 2018/1042
Reg. N°1332/2011
Reg. N°300/2008
Reg. N°923/2012
Reg. N°376/2014 & 2015/1018
 Compliance Checklist for AOC Operations Manual – Part D

PA = Prior Approval; A = Applicable, NA = Not Applicable; Reference – OM reference; C = Compliant, NC = Not Compliant

Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
ORO.MLR.100 The operator shall ensure that all personnel are able to
understand the language in which those parts of the OM
1.
which pertain to their duties and responsibilities are
written.
ORO.MLR.100 The content of the OM shall be presented in a form that
2. can be used without difficulty and observes human factors
principles.
0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
AMC3 ORO.MLR.100 0.1 Introduction The content of the OM shall reflect the requirements
set out in Annex III (Part-ORO), Annex IV (Part-CAT)
ORO.GEN.110 (a) (a) A statement that the manual complies with all and Annex V (Part-SPA), as applicable, and shall not
3. applicable regulations and with the terms and conditions            
ORO.MLR.100 contravene the conditions contained in the
of the applicable Air Operator Certificate. operations specifications to the air operator
certificate (AOC).

AMC3 ORO.MLR.100 (b) A statement that the manual contains operational Every flight shall be conducted in accordance with the
4. instructions that are to be complied with by the relevant       provision of the ops manual.      
ORO.GEN.110 (b) personnel.

AMC3 ORO.MLR.100 (c) A list and brief description of the various parts, their The main structure of the OM shall be as follows:
contents, applicability and use.
ORO.MLR.101 (a) Part A: General/Basic, comprising all non-type-
related operational policies, instructions and
procedures;
(b) Part B: Aircraft operating matters, comprising all
type-related instructions and procedures, taking into
account differences between types/classes, variants
5.       or individual aircraft used by the operator;      
(c) Part C: Commercial air transport operations,
comprising route/role/area and aerodrome/operating
site instructions and information;
(d) Part D: Training, comprising all training
instructions for personnel required for a safe
operation.

6. AMC3 ORO.MLR.100 (d) Explanations and definitions of terms and words       Definitions to be checked according annex I to      

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 Compliance Checklist for AOC Operations Manual – Part D

Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
needed for the use of the manual. regulation 965/2012 Revised version 11.12.2020.

AMC3 ORO.MLR.100 0.2 System of amendment and revision For amendments required to be notified in
accordance with ORO.GEN.115(b) and
ORO.MLR.100 (a) Details of the person(s) responsible for the issuance ORO.GEN.130(c), the operator shall supply the
and insertion of amendments and revisions. competent authority with intended amendments in
advance of the effective date; and
For amendments to procedures associated with prior
7.       approval items in accordance with ORO.GEN.130,      
approval shall be obtained before the amendment
becomes effective.
When immediate amendments or revisions are
required in the interest of safety, they may be
published and applied immediately, provided that any
approval required has been applied for.

AMC3 ORO.MLR.100 (b) A record of amendments and revisions with insertion The operator shall incorporate all amendments and
8. dates and effective dates.       revisions required by the competent authority.      
ORO.MLR.100

AMC3 ORO.MLR.100 (c) A statement that handwritten amendments and

9. revisions are not permitted except in situations requiring            
ORO.MLR.100 immediate amendment or revision in the interest of safety.

AMC3 ORO.MLR.100 (d) A description of the system for the annotation of pages
10. and their effective dates.            
ORO.MLR.100

AMC3 ORO.MLR.100 (e) A list of effective pages.

11.            
ORO.MLR.100

AMC3 ORO.MLR.100 (f) Annotation of changes (on text pages and, as far as The OM shall be kept up to date. All personnel shall
12. practicable, on charts and diagrams).       be made aware of the changes that are relevant to      
ORO.MLR.100 their duties.

AMC3 ORO.MLR.100 (g) Temporary revisions. The operator should describe the conditions for
temporary revisions.
13. ORO.MLR.100            
AMC1 ORO.MLR.100

14. AMC3 ORO.MLR.100 (h) A description of the distribution system for the       The operator shall be capable of distributing      
manuals, amendments and revisions. operational instructions and other information
ORO.AOC.150

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 Compliance Checklist for AOC Operations Manual – Part D

Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
ORO.MLR.100 without delay.
All operations personnel shall have easy access to the
portions of the OM that are relevant to their duties.
The OM shall be kept up to date. All personnel shall
be made aware of the changes that are relevant to
their duties.
Each crew member shall be provided with a personal
copy of the relevant sections of the OM pertaining to
their duties. Each holder of an OM, or appropriate
parts of it, shall be responsible for keeping their copy
up to date with the amendments or revisions
supplied by the operator.

1 DESCRIPTION OF SCOPE
AMC3 ORO.MLR.100 Description of scope Training syllabi and checking programmes for all
operations personnel assigned to operational duties
15.            
in connection with the preparation and/or conduct of
a flight.

2 TRAINING SYLLABI & CHECKING PROGRAMMES

2.1 FLIGHT CREW
ORO.FC.145 (a) Provision of training, checking and assessment Training shall be conducted in accordance with the
16.       training programmes and syllabi established by the      
operator in the OM.

ORO.FC.145(b) Provision of training – Mandatory elements When establishing the training programmes and
syllabi, the operator shall include the relevant
elements defined in the mandatory elements for the
17.            
relevant type that are provided in the operational
suitability data in accordance with Regulation (EU) No
748/2012.

AMC1 ORO.FC.145(b) Provision of training – Non-Mandatory elements When establishing the training programmes and
syllabi, the operator shall include the relevant
elements defined in the non-mandatory
18.            
(recommendation)elements for the relevant type that
are provided in the operational suitability data in
accordance with Regulation (EU) No 748/2012.

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 Compliance Checklist for AOC Operations Manual – Part D

Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
ORO.FC.145(c) Provision of training – Approval by competent authority In the case of CAT operations, training and checking
programmes, including syllabi and use of individual
flight simulation training devices (FSTDs), shall be
approved by the competent authority. (applicable
until 29 October 2022)

19.       In the case of CAT operations, training and checking      
programmes, including syllabi and the use of the
means to deliver the programme such as individual
flight simulation training devices (FSTDs) and other
training solutions, shall be approved by the
competent authority. (applicable from 30 October
2022)

ORO.FC.145 (d) Provision of training – Use of FSTD The FSTD shall replicate the aircraft used by the
operator, as far as practicable. Differences between
the FSTD and the aircraft shall be described and
addressed through a briefing or training, as
appropriate. (applicable until 29 October 2022)
The FSTD used to meet the requirements of this
20.       Subpart shall be qualified in accordance with      
Regulation (EU) No 1178/2011 and it shall replicate
the aircraft used by the operator, as far as
practicable. Differences between the FSTD and the
aircraft shall be described and addressed through a
briefing or training, as appropriate. (applicable from
30 October 2022)

ORO.FC.145 (e) Provision of training – Changes to FSTD The operator shall establish a system to adequately
monitor changes to the FSTD and to ensure that
21.            
those changes do not affect the adequacy of the
training programmes.

22. AMC1 ORO.FC.145(d) Provision of training – Use of FSTD       The operator should classify any differences between      
the aircraft and FFS in accordance with the Air
Transport Association (ATA) chapters as follows:
- Level A differences
- Level B differences
- Level C differences

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Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
- Level D differences
See AMC1 ORO.FC.145(d) for more details.

ORO.FC.146 (a) Personnel providing training, checking and assessment All training, checking and assessment required in this
23.       Subpart shall be conducted by appropriately qualified      
personnel.

ORO.FC.146 (b) Personnel providing training, checking and assessment – In the case of flight and flight simulation training and
Flight and Flight Simulation Training and Checking checking, the personnel that provides the training
and conducts the checks shall be qualified in
accordance with Annex I (Part-FCL) to Regulation (EU)
No 1178/2011. (applicable until 29 October 2022)
In the case of flight and flight simulation training,
24.       checking and assessment, the personnel that provide      
the training and conduct the checking or assessment
shall be qualified in accordance with Annex I (Part-
FCL) to Regulation (EU) No 1178/2011. Additionally,
the personnel providing training and conducting
checking towards specialised operations shall be
suitably qualified for the relevant operation.
(applicable from 30 October 2022)

ORO.FC.146 (c) Personnel providing training, checking and assessment – For an EBT programme, the personnel that performs
Evidence Based Training assessment and provides training shall:
(1) hold an Annex I (Part-FCL) instructor or examiner
certificate.
(2) complete the operator’s EBT instructor
25.       standardisation programme. This shall include an      
initial standardisation programme and a recurrent
standardisation programme.
Completion of the operator’s EBT initial
standardisation will qualify the instructor to perform
EBT practical assessment.

26. AMC1.ORO.FC.146 (c) Personnel providing training, checking and assessment –       (a) Before delivering the operator’s EBT programme,      
EBT Instructor – Initial Standardisation Programme the instructor should complete an EBT instructor
initial standardisation programme composed of:
(1) EBT instructor training; and

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Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
(2) EBT assessment of competence.

27. AMC1.ORO.FC.146 (c) Personnel providing training, checking and assessment –       (b) The EBT instructor training course should be      
EBT Instructor Training delivered by at least one pilot who is or has been an
EBT instructor, and who has demonstrated
proficiency to train the elements specified in point (c)
below.
(c) The EBT instructor training course should comprise
theoretical and practical training. At the completion
of EBT instructor training, the instructor should:
(1) have knowledge of EBT, including the following
underlying principles:
(i) competency-based training;
(ii) learning from positive performance;
(iii) building resilience; and
(iv) data-driven training;
(2) demonstrate knowledge of the structure of an EBT
module;
(3) demonstrate knowledge of the method of training
delivery for each phase of an EBT module;
(4) demonstrate knowledge of the principles of adult
learning and how they relate to EBT;
(5) conduct objective observations based on a
competency framework, and document evidence of
observed performance;
(6) relate specific performance observations of
competencies;
(7) analyse trainee performance to determine
competency-based training needs and recognise
strengths;
(8) evaluate performance using a competency-based
grading system;
(9) apply appropriate teaching styles during simulator

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Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
training to accommodate trainee learning needs;
(10) facilitate trainee learning, focusing on specific
competency-based training needs; and
(11) conduct a debrief using facilitation techniques.
(d) An instructor may be given credits for parts of
point (c) if the instructor has demonstrated
competencies in those topics.

AMC1.ORO.FC.146 (c) Personnel providing training, checking and assessment – (e) Prior to conducting assessment and training within
EBT Instructor Assessment of Competence an EBT programme, the EBT instructor should
complete an EBT assessment of competence where
the EBT instructor delivers:
(1) an evaluation phase (EVAL) and a manoeuvres
training phase (MT); or
(2) a scenario-based training phase (SBT)
(f) The assessment of competence has a validity
period of 3 years counted from the end of the month
the assessment of competence was conducted.
28.       (g) The EBT assessment of competence should be      
conducted by a person nominated by the operator,
who:
(1) is qualified in accordance with Annex I (Part-FCL)
to Regulation (EU) No 1178/2011 to conduct an
assessment of competence; and
(2) has completed the EBT instructor standardisation.
(h) The EBT assessment of competence may be
combined with the assessment of competence
required in Annex I (Part-FCL) to Regulation (EU) No
1178/2011

29. AMC2.ORO.FC.146 (c) Personnel providing training, checking and assessment –       The EBT instructor should:      
EBT Instructor Recurrent Standardisation Programme
(a) conduct six EVAL or SBT phases of an EBT module
(or a combination of both) every 36 months.
One of the EVAL or SBT should take place in the
period of 12 months immediately preceding the
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Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
expiry date. The 36-month period should be counted
from the end of the month the module was taken. If
this has not been fulfilled, the EBT instructor should
complete an EBT assessment of competence. When
the module is undertaken within the last 12 months
of the validity period,
the new period should be counted from the original
expiry date;
(b) receive annual recurrent standardisation. The
recurrent standardisation should include:
(1) refresher EBT training; and
(2) concordance training; and
(c) complete an assessment of competence every 3
years. When the assessment of competence is
conducted within the 12 months preceding the expiry
date, the next assessment of competence should be
completed within 36 calendar months of the original
expiry date of the previous assessment of
competence.

ORO.FC.146 (d) Personnel providing training, checking and assessment – Notwithstanding point (b) above, the line evaluation
Evidence Based Training – Line Evaluation of competence shall be conducted by a suitably
qualified commander nominated by the operator that
is standardised in EBT concepts and the assessment
of competencies (line evaluator). (applicable until 29
October 2022)
30.            
Notwithstanding point (b), the line evaluation of
competence may be conducted by a suitably qualified
commander nominated by the operator that is
standardised in EBT concepts and the assessment of
competencies (line evaluator). (applicable from 30
October 2022)

31. ORO.FC.146 (e) (applicable Personnel providing training, checking and assessment –       Notwithstanding point (b), the aircraft/FSTD training      
from 30 October 2022) Aircraft/FSTD Training - Qualifications of trainer and the operator proficiency check may be conducted
by a suitably qualified commander holding a
FI/TRI/SFI certificate and nominated by the operator
for any of the following operations:

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Item
Reference Item A/NA Reference Compliance Criteria C/NC Remarks
N°
(1) CAT operations of helicopters meeting the criteria
defined in point ORO.FC.005(b)(2);
(2) CAT operations of other than complex motor-
powered helicopters by day and over routes
navigated by reference to visual landmarks;
(3) CAT operations of performance class B aeroplanes
that do not meet the criteria defined in point
ORO.FC.005(b)(1).

ORO.FC.146 (f) (applicable Personnel providing training, checking and assessment – Notwithstanding point (b), the aircraft/FSTD training
from 30 October 2022) Aircraft/FSTD training – Qualifications of trainer – contd. and the demonstration of competence/operator
proficiency check may be conducted by a suitably
qualified pilot-in-command/commander nominated
32.       by the operator for any of the following operations:      
(1) specialised operations;
(2) CAT operations of aeroplanes meeting the criteria
defined in point ORO.FC.005(b)(2).

ORO.FC.146 (g) (applicable Personnel providing training, checking and assessment – Notwithstanding point (b), the line check may be
33. from 30 October 2022) Line Check – Qualifications       conducted by a suitably qualified commander      
nominated by the operator.

ORO.FC.146 (h) (applicable Personnel providing training, checking and assessment – The operator shall inform the competent authority
34.            
from 30 October 2022) Notification to the authority about the persons nominated under points (e) to (g).

Command course
35. ORO.FC.205 Command course - Content       (a) For aeroplane and helicopter operations, the      
command course shall include at least the following
elements:
(1) training in an FSTD, which includes line oriented
flight training (LOFT) and/or flight training;
(2) the OPC, operating as commander;
(3) command responsibilities training;
(4) line training as commander under supervision, for

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a minimum of:
(i) 10 flight sectors, in the case of aeroplanes; and
(ii) 10 hours, including at least 10 flight sectors, in the
case of helicopters;
(5) completion of a line check as commander and
demonstration of adequate knowledge of the route
or area to be flown and of the aerodromes, including
alternate aerodromes, facilities and procedures to be
used; and
(6) CRM training.

AMC1 ORO.FC.205 Command course – Combined upgrading & conversion If a pilot is converting from one helicopter type or
course for helicopter variant to another when upgrading to commander:
(a) the command course should also include a
36.       conversion course in accordance with ORO.FC.220;      
and
(b) additional flight sectors should be required for a
pilot transitioning onto a new type of helicopter.

AMC1 ORO.FC.115 Command course – CRM training The operator should ensure that elements of CRM
37.       training are integrated into the command course, as      
specified in Table 1 of (g) AMC1 ORO.FC.115.

Route, area & aerodrome knowledge

ORO.FC.105 Route, area & aerodrome knowledge The commander or the pilot, to whom the conduct of
the flight may be delegated, shall have had initial
familiarisation training of the route or area to be
flown and of the aerodromes, facilities and
38.            
procedures to be used. This route/area and
aerodrome knowledge shall be maintained by
operating at least once on the route or area or to the
aerodrome within a 12-month period.

39. AMC1 ORO.FC.105(b)(2) ;(c) Route, area & aerodrome knowledge – Route & area       Area and route training should include knowledge of:      

(i) terrain and minimum safe altitudes;

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(ii) seasonal meteorological conditions;

(iii) meteorological, communication and air traffic
facilities, services and procedures;
(iv) search and rescue procedures where available;
and
(v) navigational facilities associated with the area or
route along which the flight is to take place.

AMC1 ORO.FC.105(b)(2);(c) Route, area & aerodrome knowledge – Route & area Depending on the complexity of the area or route, as
assessed by the operator, the following methods of
familiarisation should be used:
(i) for the less complex areas or routes, familiarisation
by self-briefing with route documentation, or by
means of programmed instruction; and
40.            
(ii) in addition, for the more complex areas or routes,
in-flight familiarisation as a
pilot-in-command/commander or co-pilot under
supervision, observer, or familiarisation in a flight
simulation training device (FSTD) using a database
appropriate to the route concerned.

AMC1 ORO.FC.105(b)(2);(c) Route, area & aerodrome knowledge – Aerodrome Aerodrome training should include knowledge of
obstructions, physical layout, lighting, approach aids
41.       and arrival, departure, holding and instrument      
approach procedures, applicable operating minima
and ground movement considerations.

AMC1 ORO.FC.105(b)(2);(c) Route, area & aerodrome knowledge – Aerodrome The commander should be briefed, or self-briefed by
category B means of programmed instruction, on the category B
aerodrome(s) concerned. The completion of the
briefing should be recorded. This recording may be
42.            
accomplished after completion or confirmed by the
commander before departure on a flight involving
category B aerodrome(s) as destination or alternate
aerodromes.

AMC1 ORO.FC.105(b)(2);(c) Route, area & aerodrome knowledge – Aerodrome The commander should be briefed and visit the
category C aerodrome as an observer and/or undertake
43.            
instruction in a suitable FSTD. The completion of the
briefing, visit and/or instruction should be recorded.

44. AMC1 ORO.FC.105(c) Route, area & aerodrome knowledge – Recency       (a) The 12-month period should be counted from the      

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last day of the month:

(1) when the familiarisation training was undertaken;
or
(2) of the latest operation on the route or area to be
flown and of the aerodromes, facilities and
procedures to be used.
(b) When the operation is undertaken within the last
3 calendar months of that period, the new 12-month
period should be counted from the original expiry
date.

AMC2 ORO.FC.105(c) Route, area & aerodrome knowledge – Recency – Perfo In the case of CAT operations with performance class
class B aeroplanes B aeroplanes operating under visual flight rules (VFR)
by night or instrument flight rules (IFR), the
knowledge should be maintained as follows:
(a) except for operations to the most demanding
aerodromes, by completion of at least 10 flight
sectors within the area of operation during the
preceding 12 months in addition to any required self-
briefing;
(b) operations to the most demanding aerodromes
may be performed only if:
45.            

(1) the pilot-in-command/commander has been

qualified at the aerodrome within the preceding 36
months by a visit as an operating flight crew member
or as an observer;
(2) the approach is performed in visual
meteorological conditions (VMC) from the applicable
minimum sector altitude; and
(3) an adequate self-briefing has been made prior to
the flight.

ORO.FC.105 Route, area & aerodrome knowledge – Increased bank The flight crew shall obtain adequate knowledge of
46. angles       the route to be flown and of the procedures to be      
CAT.POL.A.240 used.

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ORO.FC.105 Route, area & aerodrome knowledge – Steep approach For each aerodrome at which steep approach
operations are to be conducted, pilot qualification
47. CAT.POL.A.245/345            
and special aerodrome familiarisation shall be taken
into consideration.

ORO.FC.105 Route, area & aerodrome knowledge – Short landing The pilot experience, training and special aerodrome
48.       familiarisation requirements shall be specified and      
CAT.POL.A.250/350 met.

CAT.OP.MPA.303 & 311 In-flight check of the landing distance at time of arrival – Flight crew members should be trained on the use of
aeroplanes & Reporting on runway braking action the RCR, on the use of performance data for the
49. AMC 1 CAT.OP.MPA.303 &            
assessment of the LDTA and on reporting braking
311 Refer to GM1 CAT.OP.MPA.303 & 311 for Syllabus details. action using the AIREP format.

CAT.POL A.255 (b)(2)(iv) Reduced landing distance operations (Performance Class The operator shall ensure that flight crew training
A) programmes for reduced required landing distance
AMC1 CAT.POL.A.255(b)(2) operations include ground training, flight simulation
(iv) Crew training programme is split into these four elements - training device (FSTD).
50. - Ground Training            
- FSTD Training and/or Flight Training
- Conversion Training
- Recurrent Training and Checking

CAT.POL.A.355 (b)(6) Reduced landing distance operations (Performance Class The operator shall establish
B)
AMC1 CAT.POL.A.355 (b)(5) - an adequate aerodrome training and checking
and (b)(6) Training programme should include – programme for the flight crew is established;
51.            
- Initial Training - the flight crew is qualified and has recency in
reduced required landing distance operations at the
- Recurrent Training aerodrome concerned;

CRM - Generalities
52. ORO.FC.115 CRM Training       (a) Before operating, the flight crew member shall      
have received CRM training, appropriate to his/her
role, as specified in the operations manual.
(b) Elements of CRM training shall be included in the
aircraft type or class training and recurrent training as
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well as in the command course.

AMC1 ORO.FC.115 CRM – General - Training environment CRM training should be conducted in the non-
operational environment (classroom and computer-
based) and in the operational environment (flight
simulation training device (FSTD) including other
53.            
training solutions described in CS-FSTD when
available and aircraft). Tools such as group
discussions, team task analysis, team task simulation
and feedback should be used.

AMC1 ORO.FC.115 CRM – General - Classroom training Whenever possible, classroom training should be
conducted in a group session away from the
pressures of the usual working environment, so that
54.            
the opportunity is provided for flight crew members
to interact and communicate in an environment
conducive to learning.

AMC1 ORO.FC.115 CRM – General – Computer-based training (CBT) Computer-based training should not be conducted as
a stand-alone training method but may be conducted
as a complementary training method.
Complementary training method in the context of
55.       EBT: advanced CBT following the aviation blended      
learning environment, such as virtual reality,
chatbots, interactive scenario trainers, etc. may serve
as the principal method to deliver training in the non-
operational environment. In such case, the classroom
training may be the complementary method.

AMC1 ORO.FC.115 CRM – General – Practical Parts Whenever practicable, parts of the CRM training
should be conducted in FSTDs that reproduce a
56.       realistic operational environment and permit      
interaction. This includes but is not limited to line-
oriented flight training (LOFT) scenarios.

AMC1 ORO.FC.115 CRM – General – Integration in Training CRM principles should be integrated into relevant
parts of flight crew training and operations including
57.            
checklists, briefings, abnormal and emergency
procedures.

AMC1 ORO.FC.115 CRM – Management system CRM training should address hazards and risks
58.       identified by the operator’s management system      
described in ORO.GEN.200.

59. AMC1 ORO.FC.115 CRM – Competency-based       Whenever practicable, the compliance-based      

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approach concerning CRM training may be

substituted by a competency-based approach such as
evidence-based training. In this context, CRM training
should be characterised by a performance
orientation, with emphasis on standards of
performance and their measurement, and the
development of training to the specified performance
standards.

AMC1 ORO.FC.115 CRM – Contracted CRM training If the operator chooses not to establish its own CRM
training, another operator, a third party or a training
organisation may be contracted to provide the
training in accordance with ORO.GEN.205. In case of
contracted CRM training, the operator should ensure
60.       that the content of the course covers the specific      
culture, the type of operations and the associated
procedures of the operator. When crew members
from different operators attend the same course, the
CRM training should be specific to the relevant flight
operations and to the trainees concerned.

61. AMC1 ORO.FC.115 CRM – Syllabus – Automation and philosophy on the use of       (i) The CRM training should include training in the use      
automation and knowledge of automation, and in the recognition
of systems and human limitations associated with the
use of automation. The operator should, therefore,
ensure that the flight crew member receives training
on:
(A) the application of the operations policy
concerning the use of automation as stated in the
operations manual; and
(B) system and human limitations associated with the
use of automation, giving special attention to issues
of mode awareness, automation surprises and over-
reliance including false sense of security and
complacency.
(ii) The objective of this training should be to provide
appropriate knowledge, skills and attitudes for
managing and operating automated systems. Special
attention should be given to how automation
increases the need for crews to have a common
understanding of the way in which the system
performs, and any features of automation that make

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this understanding difficult.

(iii) If conducted in an FSTD, the training should
include automation surprises of different origin
(system- and pilot-induced).

AMC1 ORO.FC.115 CRM – Syllabus – Monitoring and intervention Flight crew should be trained in CRM-related aspects
of operation monitoring before, during and after
flight, together with any associated priorities. This
CRM training should include guidance to the pilot
62.       monitoring on when it would be appropriate to      
intervene, if felt necessary, and how this should be
done in a timely manner. Reference should be made
to the operator procedures for structured
intervention as specified in the operations manual.

AMC1 ORO.FC.115 CRM – Syllabus – Resilience development CRM training should address the main aspects of
resilience development. The training should cover:
GM5 ORO.FC.115
(i) Mental flexibility
Flight crew should be trained to:
(A) understand that mental flexibility is necessary to
recognise critical changes;
(B) reflect on their judgement and adjust it to the
unique situation;
(C) avoid fixed prejudices and over-reliance on
63.       standard solutions; and      

(D) remain open to changing assumptions and

perceptions.
(ii) Performance adaptation
Flight crew should be trained to:
(A) mitigate frozen behaviours, overreactions and
inappropriate hesitation; and
(B) adjust actions to current conditions.
See GM5 ORO.FC.115 for more details.

64. AMC1 ORO.FC.115 CRM – Syllabus – Surprise and startle effect       CRM training should address unexpected, unusual      
and stressful situations. The training should cover:

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(i) surprises and startle effects; and

(ii) management of abnormal and emergency
situations, including:
(A) the development and maintenance of the capacity
to manage crew resources;
(B) the acquisition and maintenance of adequate
automatic behavioural responses; and
(C) recognising the loss and re-building situation
awareness and control.

AMC1 ORO.FC.115 CRM – Syllabus – Cultural differences CRM training should cover cultural differences of
multinational and cross-cultural crews.
This includes recognising that:
(i) different cultures may have different
communication specifics, ways of understanding and
65.       approaches to the same situation or problem;      
(ii) difficulties may arise when crew members with
different mother tongue communicate in a common
language which is not their mother tongue; and
(iii) cultural differences may lead to different methods
for identifying a situation and solving a problem.

AMC1 ORO.FC.115 CRM – Syllabus – Operator’s safety culture and company CRM training should cover the operator’s safety
culture culture, its company culture, the type of operations
66.       and the associated procedures of the operator. This      
should include areas of operations that may lead to
particular difficulties or involve unusual hazards.

67. AMC1 ORO.FC.115 CRM – Syllabus – Case studies       (i) CRM training should cover aircraft type-specific      
case studies, based on the information available
within the operator’s management system, including:
(A) accident and serious incident reviews to analyse
and identify any associated non-technical causal and
contributory factors, and instances or examples of
lack of CRM; and
(B) analysis of occurrences that were well managed.
(ii) If relevant aircraft type-specific or operator-
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specific case studies are not available, the operator

should consider other case studies relevant to the
scale and scope of its operations.

AMC2 ORO.FC.115 CRM – Single pilot For single-pilot helicopter operations with technical
crew, AMC1 ORO.FC.115 should be applied.
For single-pilot operations other than those specified
in (a), AMC1 ORO.FC.115 should be applied with the
following differences:
(1) Relevant training
Training should cover the relevant CRM training, i.e.
initial operator’s training, the operator conversion
course and recurrent training.
(2) Relevant training elements
CRM training should focus on the elements specified
in Table 1 of (g) of AMC1 ORO.FC.115 which are
relevant to single-pilot operations. Therefore, single-
pilot CRM training should include, among others:
(i) situation awareness;
68.       (ii) workload management;      

(iii) decision-making;
(iv) resilience development;
(v) surprise and startle effect; and
(vi) effective communication and coordination with
other operational personnel and ground services.
(3) Computer-based training
Notwithstanding (a)(3) of AMC1 ORO.FC.115,
computer-based training may be conducted as a
stand-alone training method.
(4) Operation with ELA2 aircraft
Notwithstanding (1) and (2), for operations with ELA2
aircraft the relevant CRM training and its duration
should be determined by the operator, based on the
aircraft type and the complexity of the operation.

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Initial CRM
ORO.FC.215 Initial operator’s CRM training (a) The flight crew member shall have completed an
initial CRM training course before commencing
unsupervised line flying.
(c) If the flight crew member has not previously
69.       received theoretical training in human factors to the      
ATPL level, he/she shall complete, before or
combined with the initial CRM training, a theoretical
course provided by the operator and based on the
human performance and limitations syllabus for the
ATPL as established in Part-FCL.

ORO.FC.215 Initial operator’s CRM training – Content (1) The flight crew member should complete the
initial operator’s CRM training once. When the type
AMC1 ORO.FC.115 of operation of a new operator is not different, the
new operator should not be required to provide the
70.       initial operator’s CRM training to this flight crew      
member a second time.
(2) The initial training should cover all elements
specified in Table 1 of (g) AMC1 ORO.FC.115.

GM3 ORO.FC.115 Initial operator’s CRM training – minimum time Initial operator’s CRM training for multi-pilots
operations: 18 training hours with a minimum of 12
71.       training hours in classroom training.      
initial operator’s CRM training for single-pilot
operations: 6 training hours.

CRM trainer
ORO.FC.215 CRM trainer - Introduction The provisions described below:
AMC3 ORO.FC.115 (1) should be fulfilled by flight crew CRM trainers
responsible for classroom CRM training; and
(2) are not applicable to:
72.       (i) instructors, holding a certificate in accordance with      
Part-FCL, who conduct CRM training in the
operational environment; and
(ii) trainers or instructors conducting training other
than CRM training, but integrating CRM elements into
this training.

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73. ORO.FC.215 CRM trainer - Qualification       (1) A training and standardisation programme for      
flight crew CRM trainers should be established.
AMC3 ORO.FC.115
(2) A flight crew CRM trainer, in order to be suitably
qualified, should:
(i) have adequate knowledge of the relevant flight
operations;
(ii) have adequate knowledge of human performance
and limitations (HPL), whilst:
(A) having obtained a commercial pilot licence in
accordance with Part-FCL; or
(B) having followed a theoretical HPL course covering
the whole syllabus of the HPL examination;
(iii) have completed flight crew initial operator’s CRM
training;
(iv) have received training in group facilitation skills;
(v) have received additional training in the fields of
group management, group dynamics and personal
awareness; and
(vi) have demonstrated the knowledge, skills and
credibility required to train the CRM
training elements in the non-operational
environment, as specified in Table 1 of AMC1
ORO.FC.115.
(3) The following qualifications and experiences are
also acceptable for a flight crew CRM trainer in order
to be suitably qualified:
(i) A flight crew member holding a recent qualification
as a flight crew CRM trainer may continue to be a
flight crew CRM trainer after the cessation of active
flying duties if he/she maintains adequate knowledge
of the relevant flight operations.
(ii) A former flight crew member may become a flight
crew CRM trainer if he/she maintains adequate
knowledge of the relevant flight operations and fulfils
the provisions of (2)(ii) to (2)(vi).

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(iii) An experienced CRM trainer may become a flight

crew CRM trainer if he/she demonstrates adequate
knowledge of the relevant flight operations and fulfils
the provisions of (2)(ii) to (2)(vi).

74. ORO.FC.215 CRM trainer - Training       (1) Training of flight crew CRM trainers should be      
both theoretical and practical. Practical elements
AMC3 ORO.FC.115 should include the development of specific trainer
skills, particularly the integration of CRM into line
operations.
(2) The basic training of flight crew CRM trainers
should include the training elements for flight crew,
as specified in Table 1 of AMC1 ORO.FC.115. In
addition, the basic training should include the
following:
(i) introduction to CRM training;
(ii) operator’s management system;
(iii) characteristics, as applicable:
(A) of the different types of CRM trainings (initial,
recurrent, etc.);
(B) of combined training; and
(C) related to the type of aircraft or operation; and
(iv) assessment.
(3) The refresher training of flight crew CRM trainers
should include new methodologies, procedures and
lessons learned.
(4) Instructors, holding a certificate in accordance
with Part-FCL, who are also CRM trainers, may
combine the CRM trainer refresher training with
instructor refresher training.
(5) Instructors for other-than complex motor-
powered aircraft should be qualified as flight crew
CRM trainers for this aircraft category with no
additional training, as specified in (2) and (3) when:
(i) holding a certificate in accordance Part-FCL; and
(ii) fulfilling the provisions of (b)(2) or (b)(3).

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(6) The training of flight crew CRM trainers should be

conducted by flight crew CRM trainers with a
minimum of 3 years’ experience. Assistance may be
provided by experts in order to address specific areas.

ORO.FC.215 CRM trainer - Assessment (1) A flight crew CRM trainer should be assessed by
the operator when conducting the first CRM training
AMC3 ORO.FC.115 course. This first assessment should be valid for a
GM7 ORO.FC.115 period of 3 years.
(2) The operator should ensure that the process for
75.       the assessment is included in the operations manual      
describing methods for observing, recording,
interpreting and debriefing the flight crew CRM
trainer. All personnel involved in the assessment
must be credible and competent in their role.
See GM7 ORO.FC.115

ORO.FC.215 CRM trainer – Recency and renewal (1) For recency of the 3-year validity period, the flight
crew CRM trainer should:
AMC3 ORO.FC.115
(i) conduct at least 2 CRM training events in any 12-
month period;
(ii) be assessed within the last 12 months of the 3-
year validity period by the operator; and
(iii) complete CRM trainer refresher training within
the 3-year validity period.
76.            
(2) The next 3-year validity period should start at the
end of the previous period.
(3) For renewal, i.e. when a flight crew CRM trainer
does not fulfil the provisions of (1), he/she should,
before resuming as flight crew CRM trainer:
(i) comply with the qualification provisions of (b) and
(d); and
(ii) complete CRM trainer refresher training.

77. GM3 ORO.FC.115 CRM trainer – Minimum times       (i) basic training:      
(A) 18 training hours for trainees holding an
instructor certificate for complex motor-powered
aircraft, as specified in Part-FCL, which includes 25-

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hour training in teaching and learning; or

(B) 30 training hours for trainees who do not hold an
instructor certificate as specified in (A); and
(ii) refresher training: 6 training hours.

CRM assessment
AMC1 ORO.FC.115 Assessment of CRM skills (1) Assessment of CRM skills is the process of
observing, recording, interpreting and debriefing
crews and crew member’s performance using an
accepted methodology in the context of the overall
performance.
(2) The flight crew member’s CRM skills should be
78.       assessed in the operational environment, but not      
during CRM training in the non-operational
environment. Nevertheless, during training in the
non-operational environment, feedback from the
flight crew CRM trainer or from trainees on individual
and crew performance may be given to the crew
members concerned.

AMC1 ORO.FC.115 Assessment of CRM skills The assessment of CRM skills should:
(i) include debriefing the crew and the individual crew
member;
(ii) serve to identify additional training, where
79.       needed, for the crew or the individual crew member;      
and
(iii) be used to improve the CRM training system by
evaluating de-identified summaries of all CRM
assessments.

AMC1 ORO.FC.115 Assessment of CRM skills Prior to the introduction of CRM skills assessment, a
detailed description of the CRM methodology,
80.       including the required CRM standards and the      
terminology used for the assessment, should be
published in the operations manual.

81. AMC1 ORO.FC.115 CRM Assessment – Methodology       The assessment should be based on the following      
principles:
(i) only observable behaviours are assessed;

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(ii) the assessment should positively reflect any CRM

skills that result in enhanced safety; and
(iii) assessments should include behaviour that results
in an unacceptable reduction in safety margin.

GM6 ORO.FC.115 CRM Assessment – Methodology – NOTECHS (a) NOTECHS (non-technical skills) is a validated
method for assessing flight crew CRM skills. The
NOTECHS framework consists of four main
categories:
(1) Cooperation: Cooperation is the ability to work
effectively in a crew.
(2) Leadership and managerial skills: Effective
leadership and managerial skills help to achieve joint
task completion within a motivated, fully functioning
team through coordination and persuasiveness.
(3) Situation awareness: Situation awareness relates
82.       to one’s ability to accurately perceive what is in the      
flight crew compartment and outside the aircraft. It is
also one’s ability to comprehend the meaning of
different elements in the environment and the
projection of their status in the near future.
(4) Decision-making: Decision-making is the process
of reaching a judgement or choosing an option.
(b) Each of the four categories is subdivided into
elements and behavioural markers. The elements are
specified in Table 1 of GM6 ORO.FC.115 with
examples of behavioural markers (effective
behaviour). The behavioural markers are assessed by
a rating scale to be established by the operator.

AMC1 ORO.FC.115 Assessment of CRM skills Operators should establish procedures, including
additional training, to be applied in the event that
83.            
flight crew members do not achieve or maintain the
required CRM standards.

Operator conversion training

84. ORO.FC.120 Operator conversion training       (a) In the case of aeroplane or helicopter operations,      
the flight crew member shall complete the operator
conversion training course before commencing
unsupervised line flying:

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(1) when changing to an aircraft for which a new type

or class rating is required;
(2) when joining an operator.
(b) The operator conversion training course shall
include training on the equipment installed on the
aircraft as relevant to flight crew members’ roles.

ORO.FC.220 Operator conversion training – General The flight crew member shall complete:
(1) the operator proficiency check and the emergency
and safety equipment training and checking before
commencing line flying under supervision (LIFUS); and
85.            
(2) the line check upon completion of line flying under
supervision. For performance class B aeroplanes,
LIFUS may be performed on any aeroplane within the
applicable class.

AMC1 ORO.FC.220 Operator conversion training – General The operator conversion training should include, in
the following order:
(i) ground training and checking, including aircraft
systems, and normal, abnormal and emergency
procedures;
86.       (ii) emergency and safety equipment training and      
checking, (completed before any flight training in an
aircraft commences);
(iii) flight training and checking (aircraft and/or FSTD);
and
(iv) line flying under supervision and line check.

AMC1 ORO.FC.220 Operator conversion training – General When the flight crew member has not previously
completed an operator’s conversion course, he/she
87.       should undergo general first-aid training and, if      
applicable, ditching procedures training using the
equipment in water.

AMC1 ORO.FC.220 Operator conversion training – General Where the emergency drills require action by the
88.       non-handling pilot, the check should additionally      
cover knowledge of these drills.

89. AMC1 ORO.FC.220 Operator conversion training – General       The operator’s conversion may be combined with a      
new type/class rating training as required by

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Regulation (EU) No 1178/2011.

ORO.FC.220 Operator conversion training – ZFTT For aeroplanes, pilots that have been issued a type
rating based on a zero flight-time training (ZFTT)
course shall:
(1) commence line flying under supervision not later
than 21 days after the completion of the skill test or
after appropriate training provided by the operator.
The content of such training shall be described in the
OM;
(2) complete six take-offs and landings in a FSTD not
later than 21 days after the completion of the skill
test under the supervision of a type rating instructor
for aeroplanes (TRI(A)) occupying the other pilot seat.
90.       The number of take-offs and landings may be reduced      
when credits are defined in the data established in
accordance with Regulation (EC) No 748/2012. If
these take-offs and landings have not been
performed within 21 days, the operator shall provide
refresher training. The content of such training shall
be described in the OM;
(3) conduct the first four take-offs and landings of the
LIFUS in the aeroplane under the supervision of a
TRI(A) occupying the other pilot seat. The number of
take-offs and landings may be reduced when credits
are defined in the data established in accordance
with Regulation (EC) No 748/2012.

ORO.FC.220 Operator conversion training – Flying duties Once an operator conversion course has been
commenced, the FCM shall not be assigned to flying
duties on another type or class of aircraft until the
course is completed or terminated. Crew members
operating only performance class B aeroplanes may
be assigned to flights on other types of performance
91.       class B aeroplanes during conversion courses to the      
extent necessary to maintain the operation. Crew
members may be assigned to flights on single-
engined helicopters during an operator conversion
course on a single-engined helicopter, provided that
the training is unaffected. (applicable from 30
October 2022)

92. ORO.FC.220 Operator conversion training – Amount of training       The amount of training required by the FCM for the      

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operator’s conversion course shall be determined in

accordance with the standards of qualification and
experience specified in the OM, taking into account
his/her previous training and experience.

AMC1 ORO.FC.220 Operator conversion training – Ground training (1) Ground training should comprise a properly
organised programme of ground instruction
supervised by training staff with adequate facilities,
including any necessary audio, mechanical and visual
aids. Self-study using appropriate electronic learning
aids, computer-based training (CBT), etc., may be
used with adequate supervision of the standards
93.       achieved. However, if the aircraft concerned is      
relatively simple, unsupervised private study may be
adequate if the operator provides suitable manuals
and/or study notes.
(2) The course of ground instruction should
incorporate formal tests on such matters as aircraft
systems, performance and flight planning, where
applicable.

AMC1 ORO.FC.220 Operator conversion training – Emergency & safety Emergency and safety equipment training should take
equipment training and checking place in conjunction with cabin/technical crew
94.       undergoing similar training with emphasis on      
coordinated procedures and two-way communication
between the flight crew compartment and the cabin.

95. AMC1 ORO.FC.220 Operator conversion training – Emergency & safety       On the initial conversion course and on subsequent      
equipment training and checking conversion courses as applicable, the following
should be addressed:
(i) Instruction on first-aid in general
(initial conversion course only);
instruction on first-aid as relevant to
the aircraft type of operation and
crew complement, including those
situations where no cabin crew is
required to be carried (initial and
subsequent).
(ii) Aero-medical topics (hypoxia,
hyperventilation, contamination of
skin/eyes by aviation fuel or
hydraulic or other fluids, hygiene and
food poisoning and malaria)

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(iii) The effect of smoke in an enclosed

area and actual use of all relevant
equipment in a simulated smoke-
filled environment.
(iv) Actual fire fighting, using equipment
representative of that carried in the
aircraft on an actual or simulated fire
except that, with Halon
extinguishers, an alternative
extinguisher may be used.
(v) The operational procedures of
security, rescue and emergency
services.
(vi) Survival information appropriate to
their areas of operation (e.g. polar,
desert, jungle or sea) and training in
the use of any survival equipment
required to be carried.
(vii) A comprehensive drill to cover all
ditching procedures where flotation
equipment is carried. This should
include practice of the actual
donning and inflation of a life-jacket,
together with a demonstration or
audio-visual presentation of the
inflation of life-rafts and/or slide-
rafts and associated equipment. This
practice should, on an initial
conversion course, be conducted
using the equipment in water,
although previous certified training
with another operator or the use of
similar equipment will be accepted in
lieu of further wet-drill training.
(viii) Instruction on the location of
emergency and safety equipment,
correct use of all appropriate drills,
and procedures that could be
required of flight crew in different
emergency situations. Evacuation of
the aircraft (or a representative
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training device) by use of a slide

where fitted should be included
when the operations manual
procedure requires the early
evacuation of flight crew to assist on
the ground.

AMC1 ORO.FC.220 Operator conversion training – Flight training Flight training should be conducted to familiarise the
flight crew member thoroughly with all aspects of
limitations and normal, abnormal and emergency
procedures associated with the aircraft and should be
carried out by suitably qualified class and type rating
96.       instructors and/or examiners. For specific operations,      
such as steep approaches, ETOPS, or operations
based on QFE, additional training should be carried
out, based on any additional elements of training
defined for the aircraft type in the data in accordance
with Regulation (EC) No 748/2012, where they exist.

AMC1 ORO.FC.220 Operator conversion training – Flight training In planning flight training on aircraft with a flight crew
of two or more, particular emphasis should be placed
97.       on the practice of LOFT with emphasis on CRM, and      
the use of crew coordination procedures, including
coping with incapacitation.

AMC1 ORO.FC.220 Operator conversion training – Flight training Normally, the same training and practice in the flying
of the aircraft should be given to co-pilots as well as
commanders. The ‘flight handling’ sections of the
98.            
syllabus for commanders and co-pilots alike should
include all the requirements of the operator
proficiency check required by ORO.FC.230.

AMC1 ORO.FC.220 Operator conversion training – Flight training Unless the type rating training programme has been
carried out in an FSTD usable for ZFTT, the training
99.            
should include at least three take-offs and landings in
the aircraft.

AMC1 ORO.FC.220 Operator conversion training – LIFUS Following completion of flight training and checking
as part of the operator’s conversion course, each
flight crew member should operate a minimum
100.            
number of sectors and/or flight hours under the
supervision of a flight crew member nominated by
the operator.

101. AMC1 ORO.FC.220 Operator conversion training – LIFUS       The minimum flight sectors/hours should be specified      
in the operations manual and should be determined
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by the following:
(i) previous experience of the flight crew member;
(ii) complexity of the aircraft; and
(iii) the type and area of operation.

AMC1 ORO.FC.220 Operator conversion training – LIFUS For performance class B aeroplanes, the amount of
102.       LIFUS required is dependent on the complexity of the      
operations to be performed.

GM1 ORO.FC.220 Operator conversion training – LIFUS - Aeroplanes The following minimum figures for details to be flown
under supervision are guidelines for operators to use
when establishing their individual requirements:
(1) turbo-jet aircraft
(i) co-pilot undertaking first operator conversion
course:
103.       (A) total accumulated 100 hours or minimum 40 flight      
sectors;
(ii) co-pilot upgrading to commander:
(A) minimum 20 flight sectors when converting to a
new type;
(B) minimum 10 flight sectors when already qualified
on the aeroplane type.

AMC1 ORO.FC.220 Operator conversion training – Passenger handling for Other than general training on dealing with people,
operations where no cabin crew is required emphasis should be placed on the following:
(1) advice on the recognition and management of
passengers who appear or are intoxicated with
alcohol, under the influence of drugs or aggressive;

104.       (2) methods used to motivate passengers and the      
crowd control necessary to expedite an aircraft
evacuation; and
(3) the importance of correct seat allocation with
reference to aircraft mass and balance. Particular
emphasis should also be given on the seating of
special categories of passengers.

105. AMC1 ORO.FC.220 Operator conversion training – Discipline and       Emphasis should be placed on discipline and an      
responsibilities, for operations where no cabin crew is
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required individual's responsibilities in relation to:

(1) his/her ongoing competence and fitness to
operate as a crew member with special regard to
flight and duty time limitation (FTL) requirements;
and
(2) security procedures.

AMC1 ORO.FC.220 Operator conversion training – Passenger briefing/safety Training should be given in the preparation of
106. demonstrations, for operations where no cabin crew is       passengers for normal and emergency situations.      
required

ORO.FC.220 Operator conversion training – CRM training CRM training shall be integrated into the operator
107.            
conversion training course.

AMC1 ORO.FC.115 Operator conversion training – CRM training When the flight crew member undertakes a
conversion course with a change of aircraft type or
change of operator, elements of CRM training should
108.            
be integrated into all appropriate phases of the
operator’s conversion course, as specified in Table 1
of (g) AMC1 ORO.FC.115.

AMC1 ORO.FC.115&215 Operator conversion training – Use of automation (1) The operator conversion course should include
training in the use and knowledge of automation and
in the recognition of systems and human limitations
associated with the use of automation. The operator
should therefore ensure that the FCM receives
training on:
(i) the application of the operations policy concerning
the use of automation as stated in the operations
manual; and
109.       (ii) system and human limitations associated with the      
use of automation.
(2) The objective of this training should be to provide
appropriate knowledge, skills and behavioural
patterns for managing and operating automated
systems. Special attention should be given to how
automation increases the need for crews to have a
common understanding of the way in which the
system performs, and any features of automation
that make this understanding difficult.

110. AMC1 ORO.FC.220&230 Operator conversion training – Upset prevention &       Upset prevention training should:      

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recovery training – Complex motor-powered aeroplanes (1) consist of ground training and flight training in an
with a MOPSC of more than 19 FSTD or an aeroplane;
(2) include upset prevention elements from Table 1 of
AMC1 ORO.FC.220&230 for the conversion training
course.
The operator should ensure that personnel providing
FSTD UPRT are competent and current to deliver the
training, and understand the capabilities and
limitations of the device used.

AMC2 ORO.FC.220&230 Operator conversion training – Upset prevention & Upset prevention training should:
recovery training – Complex motor-powered aeroplanes
with a MOPSC of 19 or less (1) consist of ground training and flight training in an
FSTD or an aeroplane;
(2) include upset prevention elements from Table 1 of
111.       AMC1 ORO.FC.220&230 for the conversion training      
course.
The operator should ensure that personnel providing
FSTD UPRT are competent and current to deliver the
training, and understand the capabilities and
limitations of the device used.

ORO.FC.320 (applicable Operator conversion training and checking The operator conversion course shall include an
112.            
from 30 October 2022) operator proficiency check.

ORO.FC.325 (applicable Equipment and procedure training and checking If a flight crew member undergoes equipment and
from 30 October 2022) procedure training that requires training on a suitable
FSTD or the aircraft, with regard to standard
113.            
operating procedures related to a specialised
operation, the flight crew member shall undergo an
operator proficiency check.

114. ORO.FC.330 Recurrent training and checking — operator proficiency       (a) Each flight crew member shall complete operator      
check proficiency checks to demonstrate his/her
competence in carrying out normal, abnormal and
emergency procedures, covering the relevant aspects
associated with the specialised tasks described in the
operations manual.
(b) Appropriate consideration shall be given when
operations are undertaken under IFR or at night.
(c) The validity period of the operator proficiency
check shall be 12 calendar months. The validity
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period shall be counted from the end of the month

when the check was taken. When the operator
proficiency check is undertaken within the last three
months (applicable until 29 October 2022)
(a) Each flight crew member shall complete recurrent
training and operator proficiency checks. In the case
of specialised operations, the recurrent training and
checking shall cover the relevant aspects associated
with the specialised tasks described in the operations
manual.
(b) Appropriate consideration shall be given when
operations are undertaken under IFR or at night.
(c) The validity period of the operator proficiency
check shall be 12 calendar months. (applicable from
30 October 2022)

Differences training & familiarisation training

ORO.FC.125 Differences training and familiarisation training (a) Flight crew members shall complete differences or
familiarisation training when required by Part-FCL
and when changing equipment or procedures
115.       requiring additional knowledge on types or variants      
currently operated.
(b) The OM shall specify when such differences or
familiarisation training is required.

116. AMC1 ORO.FC.125 Differences training and familiarisation training       (a) Differences training requires additional knowledge      
and training on the aircraft or an appropriate training
device. It should be carried out:
(1) when introducing a significant change of
equipment and/or procedures on types or variants
currently operated; and
(2) in the case of aeroplanes, when operating another
variant of an aeroplane of the same type or another
type of the same class currently operated; or
(3) in the case of helicopters, when operating a
variant of a helicopter currently operated.
(b) Familiarisation training requires only the

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acquisition of additional knowledge. It should be

carried out when:
(1) operating another helicopter or aeroplane of the
same type; or
(2) when introducing a significant change

Recurrent training & checking

ORO.FC.130 Recurrent training and checking (a) Each FCM shall complete annual recurrent flight
and ground training relevant to the type or variant of
aircraft on which he/she operates, including training
on the location and use of all emergency and safety
117.       equipment carried.      

(b) Each FCM shall be periodically checked to

demonstrate competence in carrying out normal,
abnormal and emergency procedures.

ORO.FC.230 Recurrent training and checking Each FCM shall complete recurrent training and
checking relevant to the type or variant, and
118.            
associated equipment (applicable from 30 October
2022) of aircraft on which they operate.

ORO.FC.230 Recurrent training and checking Each FCM shall undergo ground training and flight
training in an FSTD or an aircraft, or a combination of
119.            
FSTD and aircraft training, at least every 12 calendar
months.

AMC1 ORO.FC.230 Recurrent training and checking For operations with other-than-complex motor-
powered aeroplanes, all training and checking should
be relevant to the type of operation and class of
120.            
aeroplane on which the flight crew member operates
with due account taken of any specialised equipment
used.

ORO.FC.230 Recurrent training and checking - Validity The validity periods of OPC, LC and E&SE checking
shall be counted from the end of the month when the
check was taken. (applicable until 29 October 2022)
121.       When the training or checks are undertaken within      
the last 3 months of the validity period, the new
validity period shall be counted from the original
expiry date. (applicable until 29 October 2022)

122. AMC1 ORO.FC.230 Recurrent training and checking – Helicopters       In the case of single-pilot operations with helicopters,      

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the OPC, LC and E&SE checking should be performed

in the single-pilot role on a particular helicopter type
in an environment representative of the operation.

AMC1 ORO.FC.230 Recurrent training and checking – Use of FSTD Training and checking provide an opportunity to
practice abnormal/emergency procedures that rarely
123.       arise in normal operations and should be part of a      
structured programme of recurrent training. This
should be carried out in an FSTD whenever possible.

AMC1 ORO.FC.230 Recurrent training and checking – Use of FSTD The line check should be performed in the aircraft. All
other training and checking should be performed in
an FSTD, or, if it is not reasonably practicable to gain
access to such devices, in an aircraft of the same type
124.       or in the case of emergency and safety equipment      
training, in a representative training device. The type
of equipment used for training and checking should
be representative of the instrumentation, equipment
and layout of the aircraft type operated by the FCM.

AMC1 ORO.FC.230 Recurrent training and checking – Use of FSTD Because of the unacceptable risk when simulating
emergencies such as engine failure, icing problems,
certain types of engine(s) (e.g. during continued take-
off or go-around, total hydraulic failure), or because
of environmental considerations associated with
some emergencies (e.g. fuel dumping) these
125.            
emergencies should preferably be covered in an
FSTD. If no FSTD is available, these emergencies may
be covered in the aircraft using a safe airborne
simulation, bearing in mind the effect of any
subsequent failure, and the exercise must be
preceded by a comprehensive briefing.

126. AMC1 ORO.FC.230 Recurrent training and checking – Ground training       (i) The ground training programme should include:      

(A) aircraft systems (which systems are covered and

when);
(B) operational procedures and requirements,
including ground de-icing/anti-icing and pilot
incapacitation; and
(C) accident/incident and occurrence review.
(ii) Knowledge of the ground training should be
verified by a questionnaire or other suitable methods.

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(iii) When the ground training is conducted within 3

calendar months prior to the expiry of the 12
calendar months period, the next ground and
refresher training should be completed within 12
calendar months of the original expiry date of the
previous training.

AMC1 ORO.FC.230 Recurrent training and checking – Ground training – Ground training should be provided by suitably
127.            
Personnel qualified personnel.

AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training The aircraft/FSTD training programme should be
established in a way that all major failures of aircraft
systems and associated procedures will have been
128.       covered in the preceding 3 year period.      

(which failure and when, which failures are major for

the A/C considered)

AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training When engine-out manoeuvres are carried out in an
129.            
aircraft, the engine failure should be simulated.

AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training Aircraft/FSTD training may be combined with the
130.            
operator proficiency check.

AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training When the aircraft/FSTD training is conducted within 3
calendar months prior to the expiry of the 12
calendar months period, the next aircraft/FSTD
131.            
training should be completed within 12 calendar
months of the original expiry date of the previous
training.

AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training – (A) Where a suitable FSTD is available, it should be
Helicopters used for the aircraft/FSTD training programme. If the
operator is able to demonstrate, on the basis of a
compliance and risk assessment, that using an aircraft
for this training provides equivalent standards of
training with safety levels similar to those achieved
using an FSTD, the aircraft may be used for this
132.       training to the extent necessary.      

(B) The recurrent training should include the

following additional items, which should be
completed in an FSTD:
- settling with power and vortex ring;
- loss of tail rotor effectiveness.

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AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training – Aircraft/FSTD training should be provided by a flight
Personnel instructor (FI), type rating instructor (TRI) or class
rating instructor (CRI) or, in the case of the FSTD
133.       content, a synthetic flight instructor (SFI), providing      
that the FI, TRI, CRI or SFI satisfies the operator's
experience and knowledge requirements sufficient to
instruct on the required items.

ORO.FC.230 Recurrent training and checking – OPC Each FCM shall complete OPCs as part of the normal
crew complement to demonstrate competence in
134.            
carrying out normal, abnormal and emergency
procedures.

ORO.FC.230 Recurrent training and checking – OPC – IFR When the flight crew member will be required to
operate under IFR, the operator proficiency check
135.            
shall be conducted without external visual reference,
as appropriate.

ORO.FC.230 Recurrent training and checking – OPC – Validity The validity period of the operator proficiency check
shall be six calendar months. The proficiency check
136.            
shall be undertaken before commencing CAT
operations.
ORO.FC.230 Recurrent training and checking – OPC – Validity VFR day For operations under VFR by day of performance
class B aeroplanes conducted during seasons not
137.            
longer than 8 consecutive months, one OPC shall be
sufficient.

ORO.FC.230 Recurrent training and checking – OPC – Helicopter The FCM involved in operations by day and over
routes navigated by reference to visual landmarks
with an other-than-complex motor-powered
helicopter may complete the OPC in only one of the
relevant types held. The OPC shall be performed each
138.            
time on the type least recently used for the
proficiency check. The relevant helicopter types that
may be grouped for the purpose of the OPC shall be
contained in the OM. (applicable until 29 October
2022)

139. ORO.FC.230 Recurrent training and checking – OPC – Helicopter +       For operations of other-than-complex motor-      
aeroplanes class b powered helicopters by day and over routes
navigated by reference to visual landmarks and
performance class B aeroplanes, the check may be
conducted by a suitably qualified commander
nominated by the operator, trained in CRM concepts
and the assessment of CRM skills. The operator shall

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inform the competent authority about the persons

nominated. (applicable until 29 October 2022)

AMC1 ORO.FC.230 Recurrent training and checking – OPC Once every 12 months the OPC may be combined
140.       with the proficiency check for revalidation or renewal      
of the aircraft type rating.

AMC1 ORO.FC.230 Recurrent training and checking – OPC Operator proficiency checks should be conducted by
141.       a type rating examiner (TRE) or a synthetic flight      
examiner (SFE), as applicable.

AMC1 ORO.FC.230 Recurrent training and checking – OPC – Aeroplanes Where applicable, operator proficiency checks should
include the following manoeuvres as pilot flying:
(A) rejected take-off when an FSTD is available to
represent that specific aeroplane, otherwise touch
drills only;
(B) take-off with engine failure between V1 and V2
(take-off safety speed) or, if carried out in an
aeroplane, at a safe speed above V2;
(C) 3D approach operation to minima with, in the
case of multi-engine aeroplanes, one-engine-
142.       inoperative;      

(D) 2D approach operation to minima;

(E) at least one of the 3D or 2D approach operations
should be an RNP APCH or RNP AR APCH operation;
(F) missed approach on instruments from minima
with, in the case of multi-engined aeroplanes, one-
engine-inoperative;
(G) landing with one-engine-inoperative. For single-
engine aeroplanes a practice forced landing is
required.

AMC1 ORO.FC.230 Recurrent training and checking – OPC – Helicopters (A) Where applicable, operator proficiency checks
should include the abnormal/emergency procedures
listed in AMC1 ORO.FC.230.
143.       (B) For pilots required to engage in IFR operations,      
proficiency checks include the additional
abnormal/emergency procedures listed in AMC1
ORO.FC.230.

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AMC1 ORO.FC.230 Recurrent training and checking – OPC – Helicopters (C) Before a flight crew member without a valid
instrument rating is allowed to operate in VMC at
144.       night, he/she should be required to undergo a      
proficiency check at night. Thereafter, each second
proficiency check should be conducted at night.

AMC1 ORO.FC.230 Recurrent training and checking – OPC – Personnel OPC should be provided by a type rating examiner
(TRE), class rating examiner (CRE) or, if the check is
145.       conducted in an FSTD, a TRE, CRE or a synthetic flight      
examiner (SFE), trained in CRM concepts and the
assessment of CRM skills.

AMC1 ORO.FC.220&230 Operator recurrent training – Upset prevention & recovery Upset prevention training should:
training – Complex motor-powered aeroplanes with a
MOPSC of more than 19 (1) consist of ground training and flight training in an
FSTD or an aeroplane;
(2) include upset prevention elements in Table 1 of
AMC1 ORO.FC.220&230 for the recurrent training
programme at least every 12 calendar months, such
that all the elements are covered over a period not
exceeding 3 years.
Upset recovery training should:
(1) consist of ground training and flight training in an
146.       FFS qualified for the training task;      

(2) be completed from each seat in which a pilot’s

duties require him/her to operate; and
(3) include the recovery exercises in Table 2 AMC1
ORO.FC.220&230 for the recurrent training
programme, such that all the exercises are covered
over a period not exceeding 3 years.
The operator should ensure that personnel providing
FSTD UPRT are competent and current to deliver the
training, and understand the capabilities and
limitations of the device used.

147. AMC2 ORO.FC.220&230 Operator recurrent training – Upset prevention & recovery       Upset prevention training should:      
training – Complex motor-powered aeroplanes with a
MOPSC of 19 or less (1) consist of ground training and flight training in an
FSTD or an aeroplane;
(2) include upset prevention elements in Table 1 of
AMC1 ORO.FC.220&230 for the recurrent training

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programme at least every 12 calendar months, such

that all the elements are covered over a period not
exceeding 3 years.
Upset recovery training should:
(1) consist of ground training and flight training in an
FFS qualified for the training task; if available
(2) be completed from each seat in which a pilot’s
duties require him/her to operate; and
(3) include the recovery exercises in Table 2 AMC1
ORO.FC.220&230 for the recurrent training
programme, such that all the exercises are covered
over a period not exceeding 3 years.
The operator should ensure that personnel providing
FSTD UPRT are competent and current to deliver the
training, and understand the capabilities and
limitations of the device used.

ORO.FC.230 Recurrent training and checking – Line check Each flight crew member shall complete a line check
on the aircraft to demonstrate competence in
carrying out normal line operations described in the
OM. The validity period of the line check shall be 12
148.       calendar months. (applicable until 29 October 2022)      
Each flight crew member shall complete a line check
on the aircraft. The validity period of the line check
shall be 12 calendar months. (applicable from 30
October 2022)

ORO.FC.230 Recurrent training and checking – Line check Line checks may be conducted by a suitably qualified
commander nominated by the operator, trained in
149.            
CRM concepts and the assessment of CRM skills.
(applicable until 29 October 2022)

150. AMC1 ORO.FC.230 Recurrent training and checking – Line check       Line checks should establish the ability to perform      
satisfactorily a complete line operation, including pre-
flight and post-flight procedures and use of the
equipment provided, as specified in the operations
manual. The route chosen should be such as to give
adequate representation of the scope of a pilot’s
normal operations. When weather conditions
preclude a manual landing, an automatic landing is
acceptable. The commander, or any pilot who may be

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required to relieve the commander, should also

demonstrate his/her ability to ‘manage’ the operation
and take appropriate command decisions.

AMC1 ORO.FC.230 Recurrent training and checking – Line check CRM assessment alone should not be used as a
151.            
reason for a failure of the line check.

AMC1 ORO.FC.230 Recurrent training and checking – Line check When pilots are assigned duties as pilot flying and
152.       pilot monitoring, they should be checked in both      
functions.

AMC1 ORO.FC.230 Recurrent training and checking – Line check – Personnel Line checks should be conducted by a commander
nominated by the operator. The operator should
inform the competent authority about the persons
nominated.
The person conducting the line check should occupy
153.            
an observer’s seat where installed.
His/her CRM assessments should solely be based on
observations made during the initial briefing, cabin
briefing, flight crew compartment briefing and those
phases where he/she occupies the observer’s seat.

AMC1 ORO.FC.230 Recurrent training and checking – Line check – Aeroplanes In the case of long haul operations where additional
operating flight crew are carried, the person may fulfil
154.       the function of a cruise relief pilot and should not      
occupy either pilot’s seat during take-off, departure,
initial cruise, descent, approach and landing.

AMC1 ORO.FC.230 Recurrent training and checking – Line check Where a pilot is required to operate as pilot flying
and pilot monitoring, he/she should be checked on
one flight sector as pilot flying and on another flight
sector as pilot monitoring.
155.       However, where the operator’s procedures require      
integrated flight preparation, integrated cockpit
initialisation and that each pilot performs both flying
and monitoring duties on the same sector, then the
line check may be performed on a single flight sector.

ORO.FC.230 Recurrent training and checking – Emergency & safety Each FCM shall complete training and checking on the
equipment training & checking location and use of all emergency and safety
156.       equipment carried. The validity period of an      
emergency and safety equipment check shall be 12
calendar months.

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AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (i) Emergency and safety equipment training may be
equipment training combined with emergency and safety equipment
157.            
checking and should be conducted in an aircraft or a
suitable alternative training device.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (ii) Every year the emergency and safety equipment
equipment training training programme should include the following:
(A) actual donning of a life-jacket, where fitted;
(B) actual donning of protective breathing equipment,
where fitted;
(C) actual handling of fire extinguishers of the type
158.       used;      
(D) instruction on the location and use of all
emergency and safety equipment carried on the
aircraft;
(E) instruction on the location and use of all types of
exits;
(F) security procedures.

159. AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety       (iii) Every 3 years the programme of training should      
equipment training include the following:
(A) actual operation of all types of exits;
(B) demonstration of the method used to operate a
slide where fitted;
(C) actual fire-fighting using equipment
representative of that carried in the aircraft on an
actual or simulated fire except that, with Halon
extinguishers, an alternative extinguisher may be
used;
(D) the effects of smoke in an enclosed area and
actual use of all relevant equipment in a simulated
smoke-filled environment;
(E) actual handling of pyrotechnics, real or simulated,
where applicable;
(F) demonstration in the use of the life-rafts where
fitted. In the case of helicopters involved in extended
over water operations, demonstration and use of the

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life-rafts.
(G) particularly in the case where no cabin crew is
required, first-aid, appropriate to the aircraft type,
the kind of operation and crew complement.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (iv) The successful resolution of aircraft emergencies
equipment training requires interaction between flight crew and
cabin/technical crew and emphasis should be placed
160.            
on the importance of effective coordination and two-
way communication between all crew members in
various emergency situations.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (v) Emergency and safety equipment training should
equipment training include joint practice in aircraft evacuations so that all
who are involved are aware of the duties other crew
161.       members should perform. When such practice is not      
possible, combined flight crew and cabin/technical
crew training should include joint discussion of
emergency scenarios.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (vi) Emergency and safety equipment training should,
equipment training as far as practicable, take place in conjunction with
cabin/technical crew undergoing similar training with
162.            
emphasis on coordinated procedures and two-way
communication between the flight crew
compartment and the cabin.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety Emergency & safety equipment training should be
163.            
equipment training – Personnel provided by suitably qualified personnel.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety The items to be checked should be those for which
164.            
equipment checking training has been carried out.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety Emergency & safety equipment checking should be
165.            
equipment checking – Personnel provided by suitably qualified personnel.

166. AMC1 ORO.FC.230 Recurrent training and checking – Flight crew       (1) Procedures should be established to train flight      
incapacitation training (except single pilot operations) crew to recognise and handle flight crew
incapacitation. This training should be conducted
every year and can form part of other recurrent
training. It should take the form of classroom
instruction, discussion, audio-visual presentation or
other similar means.
(2) If an FSTD is available for the type of aircraft
operated, practical training on flight crew
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incapacitation should be carried out at intervals not

exceeding 3 years.

ORO.FC.230 Recurrent training and checking – CRM training (1) Elements of CRM shall be integrated into all
appropriate phases of the recurrent training.

167.       (2) Each FCM shall undergo specific modular CRM      
training. All major topics of CRM training shall be
covered by distributing modular training sessions as
evenly as possible over each three-year period.

AMC1 ORO.FC.230 Recurrent training and checking – CRM training Elements of CRM training, as specified in Table 1 of
168.       AMC1 ORO.FC.115, should be integrated into all      
AMC1 ORO.FC.115 appropriate phases of recurrent training.

AMC1 ORO.FC.115 Recurrent training and checking – CRM training (1) Annual recurrent CRM training should be provided
in such a way that all CRM training elements specified
for the annual recurrent training in Table 1 of (g)
AMC1 ORO.FC.115 are covered over a period not
exceeding 3 years.
169.       (2) Operators should update their CRM recurrent      
training programme over a period not exceeding 3
years. The revision of the programme should take
into account information from the operator’s
management system including the results of the CRM
assessment.

170. AMC1 ORO.FC.115 CRM – Combined training       (i) Operators should provide combined training for      
flight crew, cabin crew and technical crew during
recurrent CRM training.
(ii) The combined training should address at least:
(A) effective communication, coordination of tasks
and functions of flight crew, cabin crew and technical
crew; and
(B) mixed multinational and cross-cultural flight crew,
cabin crew and technical crew, and their interaction,
if applicable.
(iii) The combined training should be expanded to
include medical passengers, if applicable to the
operation.
(iv) Combined CRM training should be conducted by

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flight crew CRM trainer or cabin crew CRM trainer.

(v) There should be an effective liaison between flight
crew, cabin crew and technical crew training
departments. Provision should be made for transfer
of relevant knowledge and skills between flight crew,
cabin crew and technical crew CRM trainers.

GM3 ORO.FC.115 CRM – Combined training – Minimum times Combined CRM training: 6 training hours over a
171.       period of 3 years;      

ORO.FC.231 (a) (1) Evidence-based training Programme The operator may substitute the requirements of
ORO.FC.230 by establishing, implementing, and
maintaining a suitable EBT programme approved by
the competent authority.
172.       The operator shall demonstrate its capability to      
support the implementation of the EBT programme
(including an implementation plan) and perform a
safety risk assessment demonstrating how an
equivalent level of safety is achieved.

ORO.FC.231 (a) (2) Evidence-based training Programme The EBT programme shall:
(i) correspond to the size of the operator, and the
nature and complexity of its activities, taking into
account the hazards and associated risks inherent in
those activities.
(ii) ensure pilot competence by assessing and
developing pilot competencies required for a safe,
173.       effective and efficient operation of aircraft.      
(iii) ensure that each pilot is exposed to the
assessment and training topics derived in accordance
with ORO.FC.232.
(iv) include at least six EBT modules distributed across
a 3-year programme; each EBT module shall consist
of an evaluation phase and a training phase. The
validity period of a EBT module shall be 12 months;

ORO.FC.231 (a) (2) (A) Evidence-based training Programme – Evaluation Phase The evaluation phase comprises a line-orientated
174.       flight scenario (or scenarios) to assess all      
competencies and identify individual training needs.

175. ORO.FC.231 (a) (2) (B) Evidence-based training Programme – Training Phase       The training phase comprises:      

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(a) the manoeuvres training phase, comprising

training to proficiency in certain defined manoeuvres.
(b) the scenario-based training phase, comprising a
line-orientated flight scenario (or scenarios) to
develop competencies and address individual training
needs.
The training phase shall be conducted in a timely
manner after the evaluation phase.

ORO.FC.231 (a) (3) Evidence-based training Programme – Enrolment The operator shall ensure that each pilot enrolled in
the EBT programme completes:
(i) a minimum of two EBT modules within the
validity period of the type rating,
separated by a period of not less than 3
months. The EBT module is completed
when: (A) the content of the EBT
176.       programme is completed for that EBT      
module (exposure of the pilot to the
assessment and training topics); and (B) an
acceptable level of performance in all
observed competencies has been
demonstrated.
(ii) line evaluation(s) of competence; and
(iii) ground training.

ORO.FC.231 (a) (4) Evidence-based training Programme – Instructor The operator shall establish an EBT instructor
Standardisation and Concordance standardisation and concordance assurance
programme to ensure that the instructors involved in
EBT are properly qualified to perform their tasks.

177.       (i) All instructors must be subject to this programme.      
(ii) The operator shall use appropriate methods and
metrics to assess concordance.
(iii) The operator shall demonstrate that the
instructors have sufficient concordance.

178. ORO.FC.231 (a) (5) Evidence-based training Programme – Contingency       The EBT programme may include contingency      
procedures procedures for unforeseen circumstances that could
affect the delivery of the EBT modules. The operator
shall demonstrate the need for those procedures. The
procedures shall ensure that a pilot does not continue
line operations if the performance observed was

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below the minimum acceptable level. They may

include:
(i) a different separation period between EBT
modules; and
(ii) different order of the phases of the EBT module.

179. AMC1.ORO.FC.231 (a) Evidence-based training – Programme Suitability       An operator’s EBT programme is one in which:      
(a) training is focused on development of
competencies, rather than repetition of tasks;
(b) the development of the programme is based on
data-driven EBT training topics with a link to the
operator’s competency framework;
(c) training needs are addressed through training
based on underlying competencies;
(d) the programme includes:
(1) an evaluation phase to identify training needs
based on competencies and collect population-based
data; to identify the training needs means, the root
cause of the deficiency observed should be identified
rather than the symptoms of the deficiency;
(2) a manoeuvres training phase (skill retention): to
train skill-based manoeuvres (body memory actions).
These manoeuvres should place a significant demand
on a proficient pilot; and
(3) a scenario-based training phase to focus on
identified training needs based on competencies
rather than repetition of tasks;
(e) the programme includes the conduct of objective
observations based on a competency framework, and
documents evidence of the behaviour observed;
(f) there is a customisation of syllabi:
(1) The operator should describe in the operations
manual the procedure to customise syllabi. It should
include how to:
(i) select the example scenario elements within a
training topic that should be included in the EBT

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programme; and
(ii) contextualise the example scenario elements
based on the operator’s operational data (e.g. input
from SMS, FDM programme, etc.) and training data.
(2) This customisation should be based on evidence
both internal and external to the operator;
(g) performance is evaluated using a competency-
based grading system;
(h) instructors grade competencies based on
observable behaviours (OBs);
(i) instructors grade the pilot using a defined
methodology — observe, record, classify and
assess/evaluate (ORCA) is recommended;
(j) instructors have completed the EBT instructor
standardisation;
(k) instructors have sufficient concordance based on
defined criteria (instructor concordance
assurance programme);
(l) the analysis of the pilot's performance is used to
determine competency-based training needs;
(m) there is a range of teaching styles during
simulator training to accommodate trainee learning
needs; and
(n) facilitation techniques in debriefing are
incorporated.

180. AMC2.ORO.FC.231 (a) Evidence-based training – UPRT       UPSET PREVENTION AND RECOVERY TRAINING      
(UPRT) FOR COMPLEX MOTOR-POWERED
AEROPLANES WITH A MAXIMUM OPERATIONAL
PASSENGER SEATING CONFIGURATION (MOPSC) OF
MORE THAN 19
Operators approved for EBT should follow the
provisions for upset prevention and recovery training

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(UPRT) contained in AMC1 ORO.FC.220&230

‘Operator conversion training and checking &
recurrent training and checking’. These provisions
should be included in the tables of assessment and
training topics detailed in ORO.FC.232.

AMC3.ORO.FC.231 (a) Evidence-based training – Personnel Conducting (a) Ground and refresher training should be provided
Assessment and Providing Training by suitably qualified personnel.
(b) For non-EBT assessment and training: flight
training should be provided by a flight instructor (FI),
type rating instructor (TRI) or class rating instructor
(CRI) or, in the case of the FSTD content, a synthetic
flight instructor (SFI). The FI, TRI, CRI or SFI should
satisfy the operator's standardisation, experience,
and knowledge requirements.
181.            
(c) Emergency and safety equipment training should
be provided by suitably qualified personnel.
(d) CRM training should be provided by an EBT
instructor or, for the classroom CRM training, a CRM
trainer.
(e) Additional personnel requirements are described
in ORO.FC.146 and ORO.FC.231 and in the associated
AMC and GM.

182. AMC1.ORO.FC.231 (a) (1) Evidence-based training – Experience in mixed EBT to       (a) The operator should have a minimum experience      
substitute oro.FC.230 of 3 years of a mixed EBT programme. Note: More
information on a mixed EBT programme is provided in
GM1 ORO.FC.230(a);(b);(f) and in GM2 ORO.FC.A.245.
(b) The operator should demonstrate 2 years of an
instructor concordance assurance programme.
(c) The operator should demonstrate 1 year of a valid
equivalency of malfunctions.
(d) The operator should demonstrate 1 year of
integration of the training data in the customisation
of the EBT programme and SMS data for the
contextualisation of the example scenario elements.
(e) The operator should demonstrate that there is a
verification of the grading system and feedback is
provided to the training system performance and to

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the instructor standardisation concordance

assurance.
SUBSTITUTION OF THE REQUIREMENTS OF
ORO.FC.230
(f) One complete EBT module substitutes one
operator proficiency check (OPC).
(g) The line evaluation of competence substitutes the
line check.

AMC1.ORO.FC.231 (a) (2) Evidence-based training Programme and assessment and (a) Compliance with the table of assessment and
training topics. - Resilience training topics ensures that crews are presented with
an array of realistic changing events that allow for
resilience development purposes.
(b) The EBT programme should be designed observing
the following principles for resilience development:
(1) Resilience, surprise, and unexpected events
The EBT programme should be designed in such a
way that in every cycle the simulator session (or part
of it) allows variations so that the pilots are not
183.       familiar with the scenarios presented in the simulator      
session. Variations should be the focus of EBT
programme design and should not be left to the
discretion of individual instructors, in order to
preserve programme integrity and fairness.
(2) Resilience and decision-making (dilemma)
The EBT programme should be designed in such a
way that in every cycle the crews are exposed to a
scenario where more than one possible and less than
ideal solutions exist, with some unfavourable
conditions attached to each solution.

AMC2.ORO.FC.231 (a) (2) Evidence-based training – Validity of EBT Module (a) The validity period should be counted from the
end of the month when the module was completed.
When the module is undertaken within the last 3
184.       months of the validity period, the new validity period      
should be counted from the original expiry date.
(b) In the context of ORO.FC.130 point (a), the pilot
should have a valid module.

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AMC1.ORO.FC.231 (a) (3) Evidence-based training – Enrolment (a) Enrolment is when a flight crew member
commences the first EBT module.
(b) A flight crew member is considered to leave the
operator’s EBT programme (de-enrolled) when the
operator is no longer responsible for the
administrative action for the flight crew’s licence
185.            
revalidation under an EBT programme.
(c) The operator should inform the flight crew
members who fail to demonstrate an acceptable level
of competence and leave the operator’s EBT
programme (de-enrolled) that they should not
exercise the privileges of that type rating.

AMC1.ORO.FC.231 (a) (4) Evidence-based training – Instructor Concordance (a) The ICAP should be able to identify areas of weak
Assurance Programme (ICAP) concordance to drive improvement in the quality and
validity of the grading system.
(b) The ICAP should be adapted to the size and
complexity of the instructors’ group and the
complexity of the operator’s EBT programme.
(c) Complex operators should include an ICAP-specific
data analysis, demonstrating:
(1) instructor-group assessment homogeneity
(agreement);

186.       (2) instructor assessment accuracy (alignment).      

(d) The operator should verify the concordance of the
instructors:
(1) once every cycle;
(2) for a sufficient number of competency-grade
combinations.
(e) The operator should establish procedures to
address those instructors who do not meet the
standards required.
(f) The operator should maintain a list with the EBT
instructors qualified to deliver the EBT programme.

187. AMC1.ORO.FC.231 (a) (5) Evidence-based training Programme – Contingency       The operator should detail in the EBT programme the      
procedures for unforeseen circumstances that may affect contingency procedures in the event of unforeseen
the delivery of the module. circumstances that may affect the delivery of the
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module (e.g. long-term sick pilot). As detailed in the

AMC

ORO.FC.231 (b) Evidence-based training Programme – Competency The operator shall use a competency framework for
Framework all aspects of assessment and training within an EBT
programme. The competency framework shall:
(1) be comprehensive, accurate, and usable.
188.       (2) include observable behaviours required for safe,      
effective, and efficient operations.
(3) include a defined set of competencies, their
descriptions, and their associated observable
behaviours.

AMC1.ORO.FC.231 (b) Evidence-based training Programme – Competency The operator should include in its EBT programme at
189. Framework       least the EASA competencies listed in this AMC with      
the Observable behaviours (OB) indicated.

AMC2.ORO.FC.231 (b) Evidence-based training Programme – Adapted (a) An operator seeking to develop an adapted
Competency Model competency model under ORO.GEN.120 should:
(1) identify positive behaviours and use language that
avoids ambiguity; and
(2) demonstrate equivalence to the recommended
EBT competencies in AMC1 ORO.FC.231(b).
190.            
(b) In order to demonstrate equivalence, the operator
should map the competencies and observable
behaviours to the recommended EBT competencies.
(c) When the operator is translating AMC1
ORO.FC.231(b) into its common language, the
application of ORO.GEN.120 may not be necessary.
The translation may not be literal

191. ORO.FC.231 (c) Evidence-based training Programme – Training System       (1) The EBT system performance shall be measured      
Performance and evaluated through a feedback process in order
to:
(i) validate and refine the operator’s EBT programme.
(ii) ascertain that the operator’s EBT programme
develops pilot competencies.
(2) The feedback process shall be included in the
operator’s management system.

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(3) The operator shall develop procedures governing

the protection of EBT data.

AMC1 ORO.FC.231 (c) Evidence-based training Programme – Training System (a) Feedback process is the continuous process of
Performance – Feedback Process collecting and analysing assessment and training data
from an EBT programme.
(b) The feedback process should use defined metrics
to collect data in order to:
(1) identify trends and ensure corrective action where
necessary;
(2) identify collective training needs;
(3) review, adjust and continuously improve the
training programme;
(4) further develop the training system; and
(5) standardise the instructors (when the
standardisation and concordance assurance
programme is integrated into the training system
performance).

192.       (c) The following defined metrics should be collected      
as a minimum:
(1) level 0 grading metrics (competent metrics): data
metrics providing the information whether the
pilot(s) is (are) competent or not;
(2) level 1 grading metrics (competency metrics):
quantifiable data from the grading system — numeric
grade of the competencies (e.g. 1 to 5);
(3) level 2 grading metrics (observable behaviour
metrics): the instructors record predetermined OBs
during the session;
(4) level 3 grading metrics (other metrics): the
instructors may record other predetermined data
(e.g. specific tasks, actions, questions, etc.).
(d) Alternatively, where a system for the
measurement of training system performance already
exists, the operator may use it and, if necessary,
adapt it to meet the demands of EBT.

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AMC2 ORO.FC.231 (c) Evidence-based training Programme – Data Protection – (a) The objective of protecting the EBT data is to
Grading system avoid inappropriate use of it in order to ensure the
continued availability of such data, to maintain and
improve pilot competencies.
(b) The data access and security policy should restrict
information access to authorised persons.
(c) The data access and security policy should include
the measures to ensure the security of the data (e.g.
information security standard).
(d) The data access and security policy (including the
procedure to prevent disclosure of crew identity)
193.            
should be agreed by all parties involved (airline
management and flight crew member representatives
nominated either by the union or the flight crew
themselves).
(e) The data access and security policy should be in
line with the organisation safety policy in order
to not make available or to not make use of the EBT
data to attribute blame or liability.
(f) The operator may integrate the security policy
within other management systems already in place
(e.g. information security management).

194. ORO.FC.231 (d) Evidence-based training Programme – Grading System       (1) The operator shall use a grading system to assess      
the pilot competencies. The grading system shall
ensure:
(i) a sufficient level of detail to enable accurate and
useful measurements of individual performance.
(ii) a performance criterion and a scale for each
competency, with a point on the scale which
determines the minimum acceptable level to be
achieved for the conduct of line operations. The
operator shall develop procedures to address low
performance of the pilot.
(iii) data integrity.
(iv) data security.
(2) The operator shall verify at regular intervals the

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accuracy of the grading system against a

criterionreferenced system.

AMC1.ORO.FC.231 (d) (1) Evidence-based training Programme – Grading System (a) The grading system should provide quantifiable
data for the measurement of the training system
performance.
(b) The grading scale should be 1 to 5, where:
(1) Grade 1 — NOT COMPETENT — determines that
the minimum acceptable level of performance was
not achieved for the conduct of line operations. An
outcome of ADDITIONAL TRAINING REQUIRED, and
level 2 grading metrics should be recorded.
(2) Grade 2 to 5 determine an outcome of
COMPETENT for the conduct of line operations.
(3) Grade 2 (below the average) determines that the
minimum acceptable level was achieved for the
conduct of line operations. Additionally, level 2
grading metrics should be recorded.

195.       Minimum performance indicates a need for training      

(e.g. tailored or additional) to elevate performance. It
includes:
(i) a competency graded continuously with 2 in
multiple modules, or
(ii) the majority of competencies graded with 2 in a
module.
(4) Grade 3 is the average.
(5) Grade 4 determines that the pilot is above the
average.
(6) Grade 5 (exemplary) determines that the pilot is
above the average and the outcome is enhanced
safety, effectiveness and efficiency.
(c) The operator should develop further grading
guidance to the above points to help the instructors
determine the grade of the pilots they assess.

196. AMC2.ORO.FC.231 (d) (1) Evidence-based training Programme – Grading System       (a) An operator seeking to develop an alternative      
Alternative System grading system under ORO.GEN.120 should:

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(1) provide quantifiable data for the measurement of

the training system performance; and
(2) demonstrate equivalence to the recommended
grading system in AMC1 ORO.FC.231(d)(1).
(b) The grading scale for each competency should:
(1) determine the grade at which the performance is
considered:
(i) NOT COMPETENT for the conduct of line
operations. An outcome of ADDITIONAL TRAINING
REQUIRED and level 2 grading metrics should be
recorded; and
(ii) COMPETENT for the conduct of line operations;
and
(2) determine for the pilot whose performance is
considered competent for the conduct of line
operations:
(i) if the pilot needs more training (e.g. tailored or
additional training) to elevate their performance to
the operator specified norm;
(ii) if the pilot is at the operator specified norm;
(iii) if the pilot is above the average (it can be one or
more grades e.g. above the average and exemplary).

AMC3.ORO.FC.231 (d) (1) Evidence-based training Programme – Grading System - Refer to AMC for details
197.            
ORCA

AMC4.ORO.FC.231 (d) (1) Evidence-based training Programme – Grading System Refer to AMC for details
198.            
VENN Model

199. AMC1.ORO.FC.231 (d) (2) Evidence-based training Programme – Verification of the       (a) The purpose is to provide data to assess the      
accuracy of the grading system accuracy of the grading system.
(b) The items defined below are based on Part-FCL
Appendix 9. They should be included in the EVAL and
MT of the applicable module. The minimum items to
be included are: rejected take-off, failure of critical
engine between V1 & V2, adherence to departure
and arrival, 3D approaches down to a decision height
(DH) not less than 60 m (200 ft), engine-out approach
& go-around, 2D approach down to the MDH/A,
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engine-out approach & go-around, engine-out

landing.
(c) Instructors should record if the exercises are flown
to proficiency using Appendix 9 references (define
criteria). Note: Individual pilots’ grading and
assessment remains according to the EBT grading
system and Appendix 10.
(d) This verification should be performed once every
3 years.

ORO.FC.231 (e) Evidence-based training Programme – Suitable Training (1) Each EBT module shall be conducted in an FSTD
Devices and Volume of Hours to Complete the Operator’s with a qualification level adequate to ensure the
EBT programme correct delivery of the assessment and training topics.
(2) The operator shall provide a sufficient volume of
hours in the suitable training device for the pilot to
complete the operator’s EBT programme. The criteria
to determine the volume of the EBT programme are
as follows:

200.       (i) The volume corresponds to the size and complexity      
of the EBT programme.
(ii) The volume is sufficient to complete the EBT
programme.
(iii) The volume ensures an effective EBT programme
taking into account the recommendations provided
by ICAO, the Agency, and the competent authority.
(iv) The volume corresponds to the technology of the
training devices used.

AMC1 ORO.FC.231 (e) Evidence-based training Programme – Volume and FSTD (a) The EBT programme has been developed to
Qualification Level include a notional exemplar of 48 FSTD hours over a
3-year programme for each flight crew member.
(b) Subject to ORO.GEN.120, the operator may
reduce the number of FSTD hours provided that an
201.       equivalent level of safety is achieved. The programme      
should not be less than 36 FSTD hours.
(c) Each EBT module should be conducted in an FSTD
with a qualification level adequate to complete
proficiency checks; therefore, it should be conducted
in a full-flight simulator (FFS) level C or D.

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ORO.FC.231 (f) Evidence-based training Programme – Equivalency of (1) Each pilot shall receive assessment and training in
malfunctions the management of aircraft system malfunctions.
(2) Aircraft system malfunctions that place a
significant demand on a proficient crew shall be
organised by reference to the following
characteristics:
(i) immediacy.
(ii) complexity.
(iii) degradation of aircraft control.
202.            
(iv) loss of instrumentation.
(v) management of consequences.
(3) Each pilot shall be exposed to at least one
malfunction for each characteristic at the frequency
determined by the table of assessment and training
topics.
(4) Demonstrated proficiency in the management of
one malfunction is considered equivalent to
demonstrated proficiency in the management of
other malfunctions with the same characteristics.

203. AMC1 ORO.FC.231 (f) Evidence-based training Programme – Equivalency of       (a) The equivalency of malfunctions process should      
malfunctions be undertaken by subject matter experts (SMEs) who
hold or have held a type rating on the aeroplane type.
(b) Steps of the equivalency of malfunctions
Step 1: Look at (review) all aircraft system
malfunctions provided by the OEM. For example,
FCOM for Airbus, or AFM for other manufacturers,
does not normally provide an exhaustive list of
malfunctions.
Step 2: Determine and retain in a list only
malfunctions that place a significant demand on a
proficient crew, in isolation from an environmental or
operational context.
Step 3: For each retained malfunction, determine the
applicable characteristic or characteristics.
Step 4: Develop the EBT FSTD programme to

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incorporate malfunctions at the frequency specified

in the table of assessment and training topics.
(c) Malfunctions included in the equivalency of
malfunctions but not included in the EBT FSTD
programme require review and appropriate
procedural knowledge training, conducted in a less
qualified but suitable alternative environment
(classroom, flight procedure training device,
advance computer-based training, aviation blended
learning environment (ABLE), etc.). Further guidance
can be found in the EASA EBT manual.
(d) The operator should establish procedures to
determine what malfunctions should be included in
the FSTD. This may include a different malfunction
difficulty between the EVAL and the SBT.

AMC1 ORO.FC.231 (f) (3) Evidence-based training Programme – Crew exposure to at (a) Unless specified in the OSD, each crew member
least one malfunction for each characteristic should be exposed to the characteristics of degraded
control and loss of instrumentation in the role of pilot
flying.
204.       (b) Notwithstanding point (a), for aircraft types with a      
limited number of malfunctions in the characteristic
of degraded control or loss of instrumentation, the
operator may use an alternative means of compliance
in accordance with ORO.GEN.120

ORO.FC.231 (g) Evidence-based training Programme – Equivalency of 1) The operator shall ensure that each pilot receives
approaches relevant to operations regular training in the conduct of approach types and
approach methods relevant to operations.
(2) This training shall include approaches that place
205.            
an additional demand on a proficient crew.
(3) This training shall include the approaches that
require specific approval in accordance with Annex V
(PartSPA) to this Regulation

206. AMC1 ORO.FC.231 (g) Evidence-based training Programme – Approaches that       (a) In order to identify approaches that place an      
place additional demand on a proficient crew additional demand on a proficient crew, an operator
should:
(1) review its operational network;
(2) select approaches with one or more of the

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following characteristics:
(i) unusual design;
(ii) low frequency of exposure; and
(iii) degraded approach guidance;
(3) select at least one approach of each type and
method and include them in the EBT
programme at the frequency given in the table of
assessment and training topics; and
(4) ensure the approaches selected in (3) cover all the
characteristics at the frequency given in the table of
assessment and training topics.
Note: The approaches listed within Section 2 of the
table of assessment and training topics should be
selected in this process.
(b) Any approach that is required to be flown in the
PF role specifically should be classified as ‘skills
retention’ and may be trained in the MT.

AMC2 ORO.FC.231 (g) Evidence-based training Programme – Equivalency of The operator may extend the interval for recurrent
approaches relevant to operations – Specific Approval training and checking of approaches that require
207.       specific approval as defined in the AMC to Part-SPA      
(e.g. SPA.LVO) to the frequency given in the EBT
programme.

208. ORO.FC.231 (h) Evidence-based training Programme – Line Evaluation of       1) Each pilot shall periodically undertake a line      
competence. evaluation of competence in an aircraft to
demonstrate the safe, effective and efficient conduct
of normal line operations described in the operations
manual.
(2) The validity period of a line evaluation of
competence shall be 12 months.
(3) The operator approved for EBT may, with the
approval of the competent authority, extend the
validity of the line evaluation of competence to:

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(i) either 2 years, subject to a risk assessment.

(ii) or 3 years, subject to a feedback process for the
monitoring of line operations which identifies threats
to the operations, minimises the risks of such threats,
and implements measures to manage human error in
the operations.
(4) For successful completion of the line evaluation of
competence, the pilot shall demonstrate an
acceptable level of performance in all observed
competencies.

209. AMC1 ORO.FC.231 (h) Evidence-based training Programme – Line Evaluation of       (a) The purpose of the line evaluation of competence      
competence. is to verify the capability of the flight crew member(s)
to undertake line operations, including pre-flight and
post-flight activities as specified in the operations
manual. Therefore, the line evaluation of competence
should be performed in the aircraft. The route should
be representative of typical sectors undertaken in
normal operations. The commander, or any pilot who
may be required to relieve the commander, should
also demonstrate their competency in the role.
(b) Each flight crew member should be assessed
according to the competency framework and grading
system approved for their operator’s EBT
Programme.
(c) Flight crew members should be assessed in duties
as pilot flying and pilot monitoring; they should be
evaluated in each role. Therefore, they should be
checked on one flight sector as pilot flying and on
another flight sector as pilot monitoring.
(d) The operator should maintain a list and inform the
competent authority about the line evaluators
suitably qualified to undertake line evaluations of
competence.
(e) The person that conducts the line evaluation of
competence should occupy an observer’s seat.
For aeroplanes, in the case of long-haul operations
where additional operating flight crew members are
carried, the person that conducts the line evaluation

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of competence may fulfil the function of a cruise

relief pilot and should not occupy either pilot’s seat
during take-off, departure, initial cruise, descent,
approach and landing.
(f) The validity period should be counted from the
end of the month when the line evaluation of
competence was undertaken. When the line
evaluation of competence is undertaken within the
last 3 months of the validity period, the new validity
period should be counted from the original expiry
date.

AMC2 ORO.FC.231 (h) Evidence-based training Programme – Line Evaluation of (a) The line evaluator should have a valid line
competence – Line Evaluator evaluation of competence.
210.       (b) The line evaluator should receive an acceptable      
training based on the EBT instructor training. The EBT
assessment of competence is not required.

211. AMC1 ORO.FC.231 (h) (3) Evidence-based training Programme – Line Evaluation of       In order to extend the validity of the line evaluation      
competence – Extension of the validity of competence to:
(a) 2 years, in every cycle, one EVAL for each pilot
should be conducted by an EBT instructor (EBT
instructors) who has (have) a valid line evaluation of
competence in the same operator;
(b) 3 years, in addition to point (a) above, the
operator should have a feedback process for the
monitoring of line operations which:
(1) identifies threats in the airline’s operating
environment;
(2) identifies threats within the airline’s operations;
(3) assesses the degree of transference of training to
the line operations;
(4) checks the quality and usability of procedures;
(5) identifies design problems in the human-machine
interface;
(6) understands pilots’ shortcuts and workarounds;
and

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(7) assesses safety margins.

ORO.FC.231 (i) Evidence-based training Programme – Ground Training (1) Every 12 calendar months, each pilot shall
undergo:
(i) technical ground training.
(ii) assessment and training on the location and use of
all emergency and safety equipment carried on the
212.       aircraft.      
(2) The operator may, with the approval of the
competent authority and subject to a risk
assessment, extend the period of assessment and
training on the location and use of all emergency and
safety equipment carried on the aircraft to 24
months.”

AMC1 ORO.FC.231 (i) Evidence-based training Programme – Performance-Based (a) Technical ground training programme
continuous technical ground training (b) Emergency and safety equipment training
213.       (c) Emergency and safety equipment training —      
extension of period of training
Refer to details in this AMC
ORO.FC.232 EBT programme assessment and training topics (a) The operator shall ensure that each pilot is
exposed to the assessment and training topics.
(b) The assessment and training topics shall be:
(1) derived from safety and operational data that are
used to identify the areas for improvement and
214.       prioritisation of pilot training to guide in the      
construction of suitable EBT programmes.
(2) distributed across a 3-year period at a defined
frequency.
(3) relevant to the type or variant of aircraft on which
the pilot operates.”

215. AMC1 ORO.FC.232 EBT programme assessment and training topics       Refer to details in AMC      

AMC2/3/4/5/6/7 EBT programme assessment and training topics- Tables of Refer to details in AMC and to specific aircraft
216.            
ORO.FC.232 Assessment and Training Topics generation

217. AMC8 ORO.FC.232 EBT programme assessment and training topics – Scenario       (a) The operator may develop scenario elements and      
elements and competency mapping a competency map that are more relevant to its

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operation.
(b) When developing scenario elements, the operator
should ensure that there can be no negative training
when asking pilots to induce their own errors.
(c) Competencies mapped are those considered
critical in managing the scenario. They are
determined according to the following principles:
(1) those competencies considered most critical to
the successful management of the defined threat or
error; or
(2) those competencies most likely to be linked to the
root cause of poor performance in the case of
unsuccessful management of a defined threat or
error.
(d) The competency map may indicate scenarios or
combinations of scenarios for development of
particular competencies.
(e) The competency map indicates the most critical
competencies suggested by design, but the instructor
should always assess all observed competencies.

AMC1 ORO.FC.232 (b) (1) EBT programme assessment and training topics – EBT Data Refer to details in AMC
218.            
Report

AMC1 ORO.FC.232 (b) (3) EBT programme assessment and training topics – Aircraft Refer to details in AMC
219.            
Types by Generations

Either seat qualification

ORO.FC.135 Pilot qualification to operate in either pilot’s seat FCM who may be assigned to operate in either pilot’s
220.       seat shall complete appropriate training and checking      
as specified in the OM.

221. ORO.FC.235 Pilot qualification to operate in either pilot’s seat –       Commanders whose duties require them to operate      
Commander in either pilot seat and carry out the duties of a co-
pilot, or commanders required to conduct training or
checking duties, shall complete additional training
and checking as specified in the operations manual.
The check may be conducted together with the
operator proficiency check prescribed in point
ORO.FC.230(b) or in the EBT programme prescribed

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in point ORO.FC.231 (applicable until 29 October

2022)
Commanders of aeroplanes whose duties require
them to operate in either pilot’s seat and carry out
the duties of a co-pilot, or commanders required to
conduct training or checking duties shall complete
additional training and checking to ensure that they
are proficient in conducting the relevant normal,
abnormal and emergency procedures from either
seat. Such training and checking shall be specified in
the operations manual. The checking may be
conducted together with the operator proficiency
check prescribed in ORO. FC.230(b) or in the EBT
programme prescribed in ORO.FC.231. (applicable
from 30 October 2022)

ORO.FC.235 Pilot qualification to operate in either pilot’s seat – The additional training and checking shall include at
Commander least the following:
(1) an engine failure during take-off;
222.            
(2) a one-engine-inoperative approach and go-
around; and
(3) a one-engine-inoperative landing.

ORO.FC.235 Pilot qualification to operate in either pilot’s seat – When operating in the co-pilot’s seat, the checks
Commander required by ORO.FC.230 for operating in the
commander’s seat shall, in addition, be valid and
current. (applicable until 29 October 2022)
223.       When operating in the co-pilot’s seat, the checks      
required by ORO.FC.230 or the assessment and
training required by ORO.FC.231 for operating in the
commander’s seat shall, in addition, be valid and
current. (applicable from 30 October 2022)

ORO.FC.235 (applicable until Pilot qualification to operate in either pilot’s seat – Commanders shall also complete their proficiency
29 October 2022) Commander – Helicopters checks from left- and right-hand seats, on alternate
proficiency checks, provided that when the type
224.       rating proficiency check is combined with the OPC the      
commander completes his/her training or checking
from the normally occupied seat. (applicable until 29
October 2022)

225. AMC1 ORO.FC.235(d) Pilot qualification to operate in either pilot’s seat –       In the case of single-engined helicopters, the      

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Commander – Helicopters autorotative landing should be carried out from left-

and right-hand seats on alternate proficiency checks.

ORO.FC.235 Pilot qualification to operate in either pilot’s seat When engine-out manoeuvres are carried out in an
226.       aircraft, the engine failure shall be simulated.      
(applicable until 29 October 2022)

ORO.FC.235 Pilot qualification to operate in either pilot’s seat – Co-pilot The pilot relieving the commander shall have
demonstrated, concurrent with the OPC, practice of
drills and procedures that would not, normally, be
his/her responsibility.
Where the differences between left- and right-hand
seats are not significant, practice may be conducted
in either seat. (applicable until 29 October 2022)
227.       The pilot relieving the commander shall have      
demonstrated, concurrent with the operator
proficiency checks prescribed in ORO.FC.230(b) or the
assessment and training required by ORO.FC.231,
practice of drills and procedures that would not
normally be his or her responsibility. Where the
differences between left- and right-hand seats are not
significant, practice may be conducted in either seat.
(applicable from 30 October 2022)

ORO.FC.235 Pilot qualification to operate in either pilot’s seat – Co-pilot The pilot other than the commander occupying the
commander’s seat shall demonstrate practice of drills
and procedures, concurrent with the OPC, which are
the commander’s responsibility acting as pilot
monitoring.
Where the differences between left- and right-hand
seats are not significant, practice may be conducted
in either seat. (applicable until 29 October 2022)
228.       The pilot, other than the commander, occupying the      
commander’s seat shall demonstrate practice of drills
and procedures, concurrent with the operator
proficiency checks prescribed in ORO.FC.230(b) or the
assessment and training required by ORO.FC.231,
which are the commander’s responsibility acting as
pilot monitoring. Where the differences between left-
and right-hand seats are not significant, practice may
be conducted in either seat. (applicable from 30
October 2022)

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ORO.FC.236 (applicable Pilot qualification to operate in either pilot’s seat — Helicopter pilots whose duties require them to
from 30 October 2022) helicopters operate in either pilot’s seat shall complete additional
training and checking to ensure that they are
proficient in conducting the relevant normal,
abnormal and emergency procedures from either
229.       seat. The validity period of this qualification shall be
12 calendar months.
Current FIs or TRIs on the relevant type are
considered to fulfil the requirement above if they
have had a FI or TRI activity in the last 6 months on
that type and on the helicopter.

Operation on more than one type or variant

230. ORO.FC.140 Operation on more than one type or variant       (a) FCM operating more than one type or variant of      
aircraft shall comply with the requirements
prescribed in ORO.FC for each type or variant, unless
credits related to the training, checking, and recent
experience requirements are defined in the data
established in accordance with Regulation (EC) No
748/2012 for the relevant types or variants.
(b) Appropriate procedures and/or operational
restrictions shall be specified in the OM for any
operation on more than one type or variant.
(applicable until 29 October 2022)
(a) Flight crew members that operate more than one
type or variant of aircraft shall comply with the
requirements prescribed in this Subpart for each type
or variant, unless credits related to the training,
checking, and recent experience requirements are
defined in the mandatory part of the operational
suitability data established in accordance with
Regulation (EU) No 748/2012 for the relevant types
or variants.
(b) The operator may define groups of single-engined
helicopter types. An operator proficiency check on
one type shall be valid for all the other types within
the group if both of the following conditions are met:
(1) the group either includes only single-engined
turbine helicopters operated under VFR or it includes

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only single-engined piston helicopters operated

under VFR;
(2) for CAT operations, at least two operator
proficiency checks per type shall be conducted within
a 3-year cycle.
(c) For specialised operations, elements of the
aircraft/FSTD training and operator proficiency check
that cover the relevant aspects associated with the
specialised task and are not related to the type or
group of types may be credited towards the other
groups or types, based on a risk assessment
performed by the operator.
(d) For operations on more than one helicopter type
or variant that are used for conducting sufficiently
similar operations, if line checks rotate between types
or variants, each line check shall revalidate the line
check for the other helicopter types or variants.
(e) Appropriate procedures and any operational
restrictions shall be specified in the operations
manual for any operation on more than one type or
variant. (applicable from 30 October 2022)

ORO.FC.240 Operation on more than one type or variant The procedures or operational restrictions for
operation on more than one type or variant
established in the OM and approved by the
competent authority shall cover:
(1) the flight crew members’ minimum experience
level;
(2) the minimum experience level on one type or
231.      
variant before beginning training for and operation of
     
another type or variant;
(3) the process whereby flight crew qualified on one
type or variant will be trained and qualified on
another type or variant; and
(4) all applicable recent experience requirements for
each type or variant.

232. ORO.FC.240 Operation on more than one type or variant       Such limitations shall not apply to operations of      
performance class B aeroplane if they are limited to

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single-pilot classes of reciprocating engine aeroplanes

under VFR by day.

AMC1 ORO.FC.240 Operation on more than one type or variant – Aeroplanes Check that requirements of AMC1 ORO.FC.240 (a)
233.            
and AMC2 ORO.FC.240 are fulfilled.

AMC1 ORO.FC.240 Operation on more than one type or variant – Helicopters Check that requirements of AMC1 ORO.FC.240 (b)
and AMC2 ORO.FC.240 are fulfilled. Where applicable
234.      
each AMC requirement for the EBT programme shall
     
be complied with.

ORO.FC.240 (applicable until Operation on more than one type or variant When a FCM operates both helicopters and
29 October 2022) aeroplanes, that flight crew member shall be limited
235.      
to operations on only one type of aeroplane and one
     
type of helicopter. (applicable until 29 October 2022)

ORO.FC.240 Operation on more than one type or variant Such limitations with helicopters shall not apply to
operations of performance class B aeroplane if they
236.      
are limited to single-pilot classes of reciprocating
     
engine aeroplanes under VFR by day.

AMC1 ORO.FC.240 Operation on more than one type or variant – Aeroplane + Check that requirements of AMC1 ORO.FC.240 (c) are
237. Helicopter
     
fulfilled.
     

Commanders holding a CPL

ORO.FC.A.250 Commanders holding a CPL - Aeroplane The holder of a CPL(A) shall only act as commander in
CAT on a single-pilot aeroplane if:
(1) when carrying passengers under VFR outside a
radius of 50 NM (90 km) from an aerodrome of
departure, he/she has a minimum of 500 hours of
flight time on aeroplanes or holds a valid instrument
rating (not for operations under VFR by day); or

238.       (2) when operating on a multi-engine type under IFR,      
he/she has a minimum of 700 hours of flight time on
aeroplanes, including 400 hours as pilot-in-command.
These hours shall include 100 hours under IFR and 40
hours in multi-engine operations. The 400 hours as
pilot-in-command may be substituted by hours
operating as co-pilot within an established multi-pilot
crew system prescribed in the operations manual, on
the basis of two hours of flight time as co-pilot for
one hour of flight time as pilot-in command.

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ORO.FC.H.250 Commanders holding a CPL - Helicopters (a) The holder of a CPL(H) (helicopter) shall only act as
commander in CAT on a single-pilot helicopter if:
(1) when operating under IFR, he/she has a minimum
of 700 hours total flight time on helicopters, including
300 hours as pilot-in-command. These hours shall
include 100 hours under IFR. The 300 hours as pilot-
in-command may be substituted by hours operating
as co-pilot within an established multi-pilot crew
system prescribed in the OM on the basis of two
hours of flight time as co-pilot for one hour flight time
as pilot-in command; (applicable until 29 October
2022)
(1) when operating under IFR, they have a minimum
of 700 hours total flight time on helicopters, including
300 hours as pilot-in-command. The total flight time
239.       on helicopters shall include 100 hours under IFR. Up      
to 50 hours instrument time performed on an FFS(H)
level B or FTD level 3 qualification or higher qualified
for instrument training, may be credited towards the
100 hours. The 300 hours as pilot-in-command may
be substituted by hours operating as co-pilot within
an established multi-pilot crew system prescribed in
the operations manual on the basis of 2 hours of
flight time as co-pilot for 1 hour flight time as pilot-in
command; (applicable from 30 October 2022)
(2) when operating under visual meteorological
conditions (VMC) at night, he/she has:
(i) a valid instrument rating; or
(ii) 300 hours of flight time on helicopters, including
100 hours as pilot-in-command and 10 hours as pilot
flying at night.

Single-pilot operations under IFR or at night

240. ORO.FC.202 Single-pilot operations under IFR or at night       The operator shall include in the OM a pilot’s      
conversion and recurrent training programme that
includes the additional requirements for a single-pilot
operation. The pilot shall have undertaken training on
the operator’s procedures, in particular regarding:
(1) engine management and emergency handling;

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(2) use of normal, abnormal and emergency checklist;

(3) air traffic control (ATC) communication;
(4) departure and approach procedures;
(5) autopilot management, if applicable;
(6) use of simplified in-flight documentation;
(7) single-pilot crew resource management.

ORO.FC.202 Single-pilot operations under IFR or at night The recurrent checks required by ORO.FC.230 shall be
performed in the single-pilot role on the relevant
241.       type or class of aircraft in an environment      
representative of the operation. (applicable until 29
October 2022)

ORO.FC.202 Single-pilot operations under IFR or at night – Aeroplane For aeroplane operations under IFR the pilot shall
under IFR have:
(1) a minimum of 50 hours flight time under IFR on
the relevant type or class of aeroplane, of which 10
hours are as commander; and
242.            
(2) completed during the preceding 90 days on the
relevant type or class of aeroplane:
(i) five IFR flights, including three instrument
approaches, in a single-pilot role; or
(ii) an IFR instrument approach check.

ORO.FC.202 Single-pilot operations under IFR or at night – Aeroplane at For aeroplane operations at night the pilot shall have:
night
(1) a minimum of 15 hours flight time at night which
may be included in the 50 hours flight time under IFR;
and

243.       (2) completed during the preceding 90 days on the      
relevant type or class of aeroplane:
(i) three take-offs and landings at night in the single
pilot role; or
(ii) a night take-off and landing check.

244. ORO.FC.202 Single-pilot operations under IFR or at night – Helicopter       For helicopter operations under IFR the pilot shall      
under IFR have:

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(1) 25 hours total IFR flight experience in the relevant

operating environment; and
(2) 25 hours flight experience as a single pilot on the
specific type of helicopter, approved for single-pilot
IFR, of
which 10 hours may be flown under supervision,
including five sectors of IFR line flying under
supervision using the single-pilot procedures; and
(3) completed during the preceding 90 days:
(i) five IFR flights as a single pilot, including three
instrument approaches, carried out on a helicopter
approved for this purpose; or
(ii) an IFR instrument approach check as a single pilot
on the relevant type of helicopter, flight training
device (FTD) or full flight simulator (FFS).

MEL Training
ORO.GEN.110(e) MEL Training programme The operator should develop a training programme
for crew members and detail such training in the
AMC1 ORO.GEN.110(e) Operations Manual. Such training programme should
include:
(1) the scope, extent and use of the MEL;
245.            
(2) the operator’s MEL procedures;
(3) elementary maintenance procedures in
accordance with Commission Regulation (EU) No
1321/2014; and
(4) pilot-in-command/commander responsibilities

ACAS/TCAS training
AUR.ACAS.2010 ACAS – Training Operators shall establish ACAS II operational
procedures and training programmes so that the
246. ICAO Doc 9863       flight crew is appropriately trained in the avoidance      
of collisions and competent in the use of ACAS II
equipment.

247. AUR.ACAS.2010 ACAS – Training programme       -Theory of operation      

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ICAO Doc 9863 -ACAS limitations

-Operating procedures Including: crew coordination
and communications with ATC
-ACAS manoeuver training including:
TA responses
RA responses
-ACAS initial evaluation
-Recurrent training

PBN training
CAT.OP.MPA.126 PBN Training – General For operations where a navigation specification for
performance-based navigation (PBN) has been
prescribed and no specific approval is required in
accordance with SPA.PBN.100, the operator should
248.            
specify the flight crew qualification and proficiency
constraints and ensure that the training programme
for relevant personnel is consistent with the intended
operation.

249. JAA TGL10 Training programme – P-RNAV       P-RNAV training should cover:      
- Normal procedures
- Contingency procedures
Simulator training & checks should include
departures and arrivals using P-RNAV procedures.
Subject to be covered:
- Theory of RNAV including differences
between B-RNAV, P-RNAV, RNP-RNAV
- Limitations of RNAV
- Charting, database and avionics issues
including waypoint naming concepts
- RNAV path terminator concepts and
especially the use of the CF & TF path
terminator
- Fly-by and fly-over waypoints

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- Use of RNAV equipment including:

o Retrieving a procedure from
the database
o Verification and sensor
management
o Tactically modifying the flight
plan
o Addressing discontinuities

o Entering data such as wind,

altitude, speed constraints,
vertical profile, vertical speed
o Flying the procedure

o Use LNAV mode and lateral

control techniques
o Use VNAV mode and vertical
control techniques
o Use of AP, FD and AT at
different stages of the
procedure
- RT phraseology for RNAV
- Implications for RNAV operations of
system malfunctions which are not RNAV
related

CAT.OP.MPA.126 Training programme – RNP 4 The following items should be included in flight crew
training programmes:
FAA Order 8400.33
- equipment requirements,
ICAO Doc 9997
250.       - normal and non-normal operations and      
flight procedures,
- limits of their navigation capability for
operations in RNP-4 oceanic and remote
area operations

251. CAT.OP.MPA.126 Training programme – RNP 10       The following items should be included in flight crew      
training programmes:

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AMC 20-12 - equipment requirements,

ICAO Doc 9997 - normal and non-normal operations and
flight procedures,
- limits of their navigation capability for
operations in RNP-10 oceanic and remote
area operations
- GNSS principles related to en-route
navigation

252. CAT.OP.MPA.126 Training programme – RNP APCH – Initial theoretical       The theoretical RNP APCH training shall be given by      
adequately qualified personnel (GI, TRI,…) and shall
AMC 20-27/28 be tailored to the operator's approved operations.
Therefore, a generic theoretical training is not
sufficient and shall be completed by a specific
operator module (including aircraft type specificities).
This training shall include at least:
RNAV Approach concept:
- Theory of RNAV including different types
of RNAV operations
- Limitations of RNAV and BARO-VNAV
- Charting and database (waypoint naming,
vertical path angle, fly-by and fly-over
waypoint)
- Use of RNAV equipment (verification &
sensor management, entering data,…)
- Use of lateral nav mode (and lateral
control techniques)
- Use of vertical nav mode (and vertical
control techniques)
- R/T phraseology for RNAV operations
- Implications for RNAV ops of system
malfunction which are not RNAV related
RNP Approach concept (including LPV):
- Definition of RNP APCH operations

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- Regulatory requirements for RNP APCH

(including LPV)
- Required navigation equipment for RNP
APCH (GNSS, SBAS, RAIM, BARO-VNAV,
MEL,…)
- Procedures characteristics (minima, chart
depiction,…)
- Retrieving adequate procedure from
database
- Procedure changes (destination, arrival,
alternate,…)
- Flying the procedure (use of A/P, FD, auto
throttle, lateral and vertical path
management,…)
- Specificities for BARO-VNAV and LPV
- Effect of temperature deviation and its
compensation
- ATC procedures
- Abnormal and contingency procedures

253. CAT.OP.MPA.126 Training programme – RNP APCH – Initial Practical       The practical RNP APCH training shall be given by      
adequately qualified personnel (SFI, TRI,…) and shall
AMC 20-27/28 be tailored to the operator's approved operations.
The practical training shall be performed in a flight
simulator when technically available.
This training shall include at least:
- Programming RNAV approaches including
database and sensor checking
- Cockpit display management
- Use of nav charts
- Application of SOPs and abnormal
procedures as described in OM A and B
- Flying the RNP APCH procedure with full
and partial flight guidance systems

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- Lateral & vertical approach path

management (fly direct to a waypoint,
interception of a of initial or intermediate
segment,…)
- Use of other a/c equipment to support
track monitoring, weather and obstacle
avoidance
- Interception of the extended final
approach segment (if applicable)
- Determining lateral & vertical track
deviation/error
- Contingency procedures (LNAV/VNAV
failure, sensor failure…)
- Check RNP/ANP and RAIM
- Missed approach procedures
(conventional and RNAV)
- Adherence to speed and/or altitude
constraints
- Abnormal procedures

254. SPA.PBN.105 Training programme – RNP AR APCH       RNP AR APCH is addressed in a separate checklist.      

MNPS training
255. SPA.MNPS.105 Training programme – MNPS       The training programme should include:      
NAT Doc 007 - instructions on the efficient use of
equipment with emphasis on how to avoid
mistakes
- develop a meticulous method of using
Control Display Units (CDUs), with careful
cross-checking at all operational stages
- the need for maintaining accuracy along
and across track (i.e. the careful
application of Mach Number Technique,
accurate reporting of positions and the
use of accurate time in reporting
positions)

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- knowledge and understanding of standard

ATC phraseology used in each area of
operations
- importance of crew members cross-
checking each other to ensure that ATC
clearances are promptly and correctly
complied with
- use and limitations, in terms of accuracy,
of standby altimeters during contingency
situations. Where applicable, the pilot
should review the application of Static
Source Error Correction/Position Error
Correction (SSEC/PEC) through the use of
correction cards
- characteristics of aircraft altitude capture
systems which may lead to the occurrence
of overshoots
- relationships between the altimetry,
automatic altitude control and
transponder systems in normal and
abnormal situations
- aircraft operating restrictions related to
airworthiness approval
- familiarity with the recommendations to
reduce oceanic errors as contained in the
current version of the “Oceanic Errors
Safety Bulletin (OESB)” published by ICAO
EUR/NAT Office as a NAT Operations
Bulletin
- instruction on what action should be
considered in the event of systems failures
- Lessons to be learned (ICAO Nat Doc 007
§15.4)

RVSM training
256. SPA.RVSM.105 Training programme – RVSM       The training programme should include:      
AMC2 SPA.RVSM.105 - knowledge and understanding of standard
ATC phraseology used in each area of
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operations;
- importance of crew members cross-
checking to ensure that ATC clearances are
promptly and correctly complied with;
- use and limitations in terms of accuracy of
standby altimeters in contingencies.
Where applicable, the pilot should review
the application of static source error
correction/position error correction
through the use of correction cards; such
correction data should be available on the
flight deck;
- problems of visual perception of other
aircraft at 300 m (1 000 ft) planned
separation during darkness, when
encountering local phenomena such as
northern lights, for opposite and same
direction traffic, and during turns;
- characteristics of aircraft altitude capture
systems that may lead to overshoots;
- relationship between the aircraft's
altimetry, automatic altitude control and
transponder systems in normal and
abnormal conditions; and
- any airframe operating restrictions, if
required for the specific aircraft group,
related to RVSM airworthiness approval.

LVO training
257. SPA.LVO.120 LVO training and qualifications       The operator shall ensure that, prior to conducting an      
LVO:
(a) each flight crew member:
(1) complies with the training and checking
requirements prescribed in the operations manual,
including flight
simulation training device (FSTD) training, in
operating to the limiting values of RVR/VIS (visibility)

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and DH
specific to the operation and the aircraft type;
(2) is qualified in accordance with the standards
prescribed in the operations manual;
(b) the training and checking is conducted in
accordance with a detailed syllabus. (applicable until
29 October 2022)

(a) The operator shall ensure that the flight crew is

competent to conduct the intended operations.
(b) The operator shall ensure that each flight crew
member successfully completes training and checking
for all types of LVOs and operations with operational
credits for which an approval has been granted. Such
training and checking shall:
(1) include initial and recurrent training and checking;
(2) include normal, abnormal and emergency
procedures;
(3) be tailored to the type of technologies used in the
intended operations; and
(4) take into account the human factor risks
associated with the intended operations.
(c) The operator shall keep records of the training and
qualifications of the flight crew members.
(d) The training and checking shall be conducted by
appropriately qualified personnel. In the case of flight
and flight simulation training and checking, the
personnel providing the training and conducting the
checks shall be qualified in accordance with Annex I
(Part-FCL) to Regulation (EU) No 1178/2011.
(applicable from 30 October 2022)

258. AMC1 SPA.LVO.120 LVO training and qualifications – Experience – CAT II       Before commencing CAT II operations, the following      
additional provisions should be applicable to
commanders, or pilots to whom conduct of the flight
may be delegated, who are new to the aircraft type

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or class:
(i) 50 hours or 20 sectors on the type, including LIFUS;
and
(ii) 100 m should be added to the applicable CAT II
RVR minima when the operation requires a CAT II
manual landing or use of HUDLS to touchdown until:
(A) a total of 100 hours or 40 sectors, including LIFUS,
has been achieved on the type; or
(B) a total of 50 hours or 20 sectors, including LIFUS,
has been achieved on the type where the flight crew
member has been previously qualified for CAT II
manual landing operations with an EU operator;
(C) for HUDLS operations the sector provisions should
always be applicable; the hours on type or class do
not fulfil the provisions.

AMC1 SPA.LVO.120 LVO training and qualifications – Experience – CAT III Before commencing CAT III operations, the following
additional provisions should be applicable to
commanders, or pilots to whom conduct of the flight
may be delegated, who are new to the aircraft type:
(i) 50 hours or 20 sectors on the type, including LIFUS;
and

259.       (ii) 100 m should be added to the applicable CAT II or      
CAT III RVR minima unless he/she has previously
qualified for CAT II or III operations with an EU
operator, until a total of 100 hours or 40 sectors,
including LIFUS, has been achieved on the type.
For HUDLS operations the sector provisions should
always be applicable; the hours on type or class do
not fulfil the provisions.

Ground Training
260. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III       The initial ground training course for LVO should      
experience – Ground training include at least the following:
(1) characteristics and limitations of the ILS and/or
MLS;
(2) characteristics of the visual aids;

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(3) characteristics of fog;

(4) operational capabilities and limitations of the
particular airborne system to include HUD symbology
and EVS characteristics, if appropriate;
(5) effects of precipitation, ice accretion, low level
wind shear and turbulence;
(6) effect of specific aircraft/system malfunctions;
(7) use and limitations of RVR assessment systems;
(8) principles of obstacle clearance requirements;
(9) recognition of and action to be taken in the event
of failure of ground equipment;
(10) procedures and precautions to be followed with
regard to surface movement during operations when
the RVR is 400 m or less and any additional
procedures required for take-off in conditions below
150 m (200 m for category D aeroplanes);
(11) significance of DHs based upon radio altimeters
and the effect of terrain profile in the approach area
on radio altimeter readings and on the automatic
approach/landing systems;
(12) importance and significance of alert height, if
applicable, and the action in the event of any failure
above and below the alert height;
(13) qualification requirements for pilots to obtain
and retain approval to conduct LVOs; and
(14) importance of correct seating and eye position.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III Abbreviated ground training course if operating a
261. experience with Community operator – Ground training       different type or class from that on which the      
previous CAT II or CAT III experience was gained.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III Abbreviated ground training course if operating a
262. experience with the operator – Ground training       different type or class from that on which the      
previous CAT II or CAT III experience was gained.

Simulator Training
263. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III       FSTD and/or flight training for LVO should include at      

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experience – Simulator training least:

(i) checks of satisfactory functioning of equipment,
both on the ground and in flight;
(ii) effect on minima caused by changes in the status
of ground installations;
(iii) monitoring of:
(A) automatic flight control systems and auto-land
status annunciators with emphasis on the action to
be taken in the event of failures of such systems; and
(B) HUD/HUDLS/EVS guidance status and
annunciators as appropriate, to include head-down
displays;
(iv) actions to be taken in the event of failures such as
engines, electrical systems, hydraulics or flight control
systems;
(v) the effect of known unserviceabilities and use of
MELs;
(vi) operating limitations resulting from airworthiness
certification;
(vii) guidance on the visual cues required at DH
together with information on maximum deviation
allowed from glide path or localiser; and
(viii) the importance and significance of alert height if
applicable and the action in the event of any failure
above and below the alert height.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III FCM should be trained to carry out their duties and
experience – Simulator training instructed on the coordination required with other
264.            
crew members. Maximum use should be made of
suitably equipped FSTDs for this purpose.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III       Training should be divided into phases covering      
265.
experience – Simulator training normal operation with no aircraft or equipment
failures but including all weather conditions that may
be encountered and detailed scenarios of aircraft and
equipment failure that could affect CAT II or III
operations.
If the aircraft system involves the use of hybrid or
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other special systems, such as HUD/HUDLS or

enhanced vision equipment, then FCM should
practise the use of these systems in normal and
abnormal modes during the FSTD phase of training.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III Incapacitation procedures appropriate to LVTO, CAT II
266. experience – Simulator training
     
and CAT III operations should be practised.
     

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III For aircraft with no FSTD available to represent that
experience – Simulator training specific aircraft, operators should ensure that the
flight training phase specific to the visual scenarios of
CAT II operations is conducted in a specifically
267.      
approved FSTD. Such training should include a
     
minimum of 4 approaches. Thereafter, the training
and procedures that are type specific should be
practised in the aircraft.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III Initial CAT II and III training should include at least the
experience – Simulator training following exercises:
(i) approach using the appropriate flight guidance,
autopilots and control systems installed in the
aircraft, to the appropriate DH and to include
transition to visual flight and landing;
(ii) approach with all engines operating using the
appropriate flight guidance systems, autopilots,
268.       HUDLS and/or EVS and control systems installed in      
the aircraft down to the appropriate DH followed by
missed approach - all without external visual
reference;
(iii) where appropriate, approaches utilising
automatic flight systems to provide automatic flare,
hover, landing and rollout; and
(iv) normal operation of the applicable system both
with and without acquisition of visual cues at DH.

269. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III       Subsequent phases of training should include at least:      
experience – Simulator training
(i) approaches with engine failure at various stages on
the approach;
(ii) approaches with critical equipment failures, such
as electrical systems, auto flight systems, ground
and/or airborne ILS, MLS systems and status

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monitors;
(iii) approaches where failures of auto flight
equipment and/or HUD/HUDLS/EVS at low level
require either:
(A) reversion to manual flight to control flare, hover,
landing and rollout or missed approach; or
(B) reversion to manual flight or a downgraded
automatic mode to control missed approaches from,
at or below DH including those which may result in a
touchdown on the runway;
(iv) failures of the systems that will result in excessive
localiser and/or glideslope deviation, both above and
below DH, in the minimum visual conditions specified
for the operation. In addition, a continuation to a
manual landing should be practised if a head-up
display forms a downgraded mode of the automatic
system or the head-up display forms the only flare
mode; and
(v) failures and procedures specific to aircraft type or
variant.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The training programme should provide practice in
270. experience – Simulator training       handling faults which require a reversion to higher      
minima.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The training programme should include the handling
experience – Simulator training of the aircraft when, during a fail-passive CAT III
271.       approach, the fault causes the autopilot to disconnect      
at or below DH when the last reported RVR is 300 m
or less.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III Where take-offs are conducted in RVRs of 400 m and
experience – Simulator training below, training should be established to cover
272.      
systems failures and engine failure resulting in
     
continued as well as rejected take-offs.
           
273. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The training programme should include, where
experience – Simulator training appropriate, approaches where failures of the HUDLS
and/or EVS equipment at low level require either:
(i) reversion to head down displays to control missed
approach; or

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(ii) reversion to flight with no, or downgraded, HUDLS

guidance to control missed approaches from DH or
below, including those which may result in a
touchdown on the runway.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III When undertaking LVTO, LTS CAT I, OTS CAT II, CAT II
experience – Simulator training and CAT III operations utilising a HUD/HUDLS, hybrid
HUD/HUDLS or an EVS, the training and checking
274.      
programme should include, where appropriate, the
     
use of the HUD/HUDLS in normal operations during
all phases of flight.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III A minimum of 6, respectively 8 for HUDLS with or
experience – Simulator training without EVS, approaches and/or landings in an FSTD.
275.       The provisions for 8 HUDLS approaches may be      
reduced to 6 when conducting hybrid HUDLS
operations.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III Where no FSTD is available to represent that specific
experience – Simulator training aircraft, a minimum of 3, respectively 5 for HUDLS
and/or EVS, approaches including at least 1 missed
276.       approach procedure is required on the aircraft.      
For hybrid HUDLS operations a minimum of 3
approaches is required, including at least 1 missed
approach procedure.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III Appropriate additional training if any special
experience – Simulator training equipment is required such as HUD or enhanced
vision equipment. When approach operations
277.       utilising EVS are conducted with an RVR of less than      
800 m, a minimum of 5 approaches, including at least
1 missed approach procedure are required on the
aircraft.

278. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III       Abbreviated ground, FSTD and/or flight training      
experience with Community operator – Simulator training course if operating the same type or class and variant
of the same type or class on which the previous CAT II
or CAT III experience was gained.
The abbreviated course should include at least a
minimum of 6, respectively 8 for HUDLS with or
without EVS, approaches and/or landings in an FSTD.
The provisions for 8 HUDLS approaches may be
reduced to 6 when conducting hybrid HUDLS

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operations.
The operator may reduce the number of
approaches/landings required if the type/class or the
variant of the type or class has the same or similar:
(A) level of technology - flight control/guidance
system (FGS);
(B) operating procedures;
(C) handling characteristics;
(D) use of HUDLS/hybrid HUDLS; and
(E) use of EVS,
as the previously operated type or class, otherwise
the provisions above should be met.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III When changing aircraft type or class, the abbreviated
experience with the operator – Simulator training course should include at least a minimum of 6,
respectively 8 for HUDLS with or without EVS,
approaches and/or landings in an FSTD.
The provisions for 8 HUDLS approaches may be
reduced to 6 when conducting hybrid HUDLS
operations.

When changing to a different variant of aircraft within

279.       the same type or class rating that has the same or      
similar:
(A) level of technology - FGS;
(B) operating procedures - integrity;
(C) handling characteristics;
(D) use of HUDLS/Hybrid HUDLS; and
(E) use of EVS,
as the previously operated type or class, a difference
course or familiarisation appropriate to the change of
variant should fulfil the abbreviated course
provisions.
AMC1 SPA.LVO.120 LVO training and qualifications – LTS CAT I – Simulator During conversion training the total number of
training approaches should not be additional to the
280.            
requirements in ORO.FC provided the training is
conducted utilising the lowest applicable RVR.

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AMC1 SPA.LVO.120 LVO training and qualifications – OTS CAT II – Simulator During conversion training the total number of
281. training       approaches should not be less than those to      
complete CAT II training utilising a HUD/HUDLS.
AMC1 SPA.LVO.120 LVO training and qualifications – EVS operations – During conversion training the total number of
282. Simulator training       approaches required should not be less than that      
required to complete CAT II training utilising a HUD.
Simulator Checking
AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The operator should ensure that each flight crew
experience – Simulator checking member completes a check before conducting CAT II
283.       or III operations.      
This check may be replaced by successful completion
of the FSTD and/or flight training specified above.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III The operator should ensure that each flight crew
284. experience with Community operator – Simulator checking       member completes a check before conducting CAT II      
or III operations.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III The operator should ensure that each flight crew
285. experience with the operator – Simulator checking       member completes a check before conducting CAT II      
or III operations.

LIFUS
AMC1 SPA.LVO.120 LVO training and qualifications – LIFUS – CAT II For CAT II when a manual landing or a HUDLS
approach to touchdown is required, a minimum of:
(A) three landings from autopilot disconnect; and

286.       (B) four landings with HUDLS used to touchdown,      
except that only one manual landing, respectively
two using HUDLS, to touchdown is required when the
simulator training has been carried out in an FSTD
qualified for zero flight time conversion.

287. AMC1 SPA.LVO.120 LVO training and qualifications – LIFUS – CAT III       For CAT III, a minimum of 2 auto-lands, except that:      
(A) only one auto-land is required when the simulator
training has been carried out in an FSTD qualified for
zero flight time conversion;
(B) no auto-land is required during LIFUS when the
simulator training has been carried out in an FSTD
qualified for zero flight time (ZFT) conversion and the
flight crew member successfully completed the ZFT

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type rating conversion course; and

(C) the flight crew member, trained and qualified in
accordance with (B), is qualified to operate during the
conduct of LIFUS to the lowest approved DA/H and
RVR as stipulated in the operations manual.
For CAT III approaches using HUDLS to touchdown, a
minimum of four approaches.

Recurrent training & checking

AMC1 SPA.LVO.120 LVO recurrent training and checking The required number of approaches to be undertaken
in the FSTD within the validity period of the OPC
should be a minimum of 2 (4 when HUDLS and/or EVS
is utilised to touchdown), 1 of which should be a
landing at the lowest approved RVR.
In addition 1 (2 for HUDLS and/or operations utilising
EVS) of these approaches may be substituted by an
288.       approach and landing in the aircraft using approved      
CAT II and CAT III procedures.
One missed approach should be flown during the
conduct of an OPC.
If the operator is approved to conduct take-off with
RVR less than 150 m, at least one LVTO to the lowest
applicable minima should be flown during the
conduct of the OPC.

AMC1 SPA.LVO.120 LVO recurrent training and checking – CAT III For CAT III operations on aircraft with a fail-passive
flight control system, including HUDLS, a missed
approach should be completed by each FCM at least
289.            
once over the period of three consecutive OPCs as
the result of an autopilot failure at or below DH when
the last reported RVR was 300 m or less.

AMC1 SPA.LVO.120 LVO recurrent training and checking – LTS CAT I During recurrent training and checking the operator
may also combine the separate requirements
290.       provided the above operational procedure provision      
is met and at least one approach using LTS CAT I
minima is conducted at least once every 18 months.
      During recurrent training and checking the operator      
291. AMC1 SPA.LVO.120 LVO recurrent training and checking – OTS CAT II
may also combine the separate provisions provided
the above operational procedure provision is met and
at least one approach using OTS CAT II minima is

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conducted at least once every 18 months.

AMC1 SPA.LVO.120 LVO recurrent training and checking – EVS operations During recurrent training and checking the operator
may also combine the separate provisions provided
292.       the above operational procedure provision is met and      
at least one approach utilising EVS is conducted at
least once every 12 months.
LVTO
AMC1 SPA.LVO.120 LVTO training Prior to conducting take-offs in RVRs below 400 m,
the flight crew should undergo the following training:
(i) normal take-off in minimum approved RVR
conditions;
(ii) take-off in minimum approved RVR conditions
with an engine failure:
(A) for aeroplanes between V1 and V2 (take-off safety
293.       speed), or as soon as safety considerations permit;      
(B) for helicopters at or after take-off decision point
(TDP); and
(iii) take-off in minimum approved RVR conditions
with an engine failure:
(A) for aeroplanes before V1 resulting in a rejected
take-off; and
(B) for helicopters before the TDP.

AMC1 SPA.LVO.120 LVTO training – RVR below 150m The operator approved for LVTOs with an RVR below
150 m should ensure that the training above is
294.            
carried out in an FSTD. This training should include
the use of any special procedures and equipment.

AMC1 SPA.LVO.120 LVTO checking – RVR below 150m The operator should ensure that a FCM has
completed a check before conducting LVTO in RVRs of
295.       less than 150 m. The check may be replaced by      
successful completion of the FSTD training above on
conversion to an aircraft type.

ETOPS training
296. SPA.ETOPS.105 ETOPS training programme – Introduction to ETOPS       a. Brief overview of the history of ETOPS;      
AMC 20-6 b. ETOPS regulations;

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c. Definitions;
d. Approved One-Engine-Inoperative Cruise Speed;
e. ETOPS Type Design Approval – a brief synopsis;
f. Maximum approved diversion times and time-
limited systems capability;
g. Operator’s Approved Diversion Time;
h. Routes and aerodromes intended to be used in the
ETOPS area of operations;
i. ETOPS Operations Approval;
j. ETOPS Area and Routes;
k. ETOPS en-route alternates aerodromes including all
available let-down aids;
l. Navigation systems accuracy, limitations and
operating procedures;
m. Meteorological facilities and availability of
information;
n. In-flight monitoring procedures;
o. Computerised Flight Plan;
p. Orientation charts, including low level planning
charts and flight progress charts usage (including
position plotting);
q. Equal Time Point;
r. Critical fuel.

297. SPA.ETOPS.105 ETOPS training programme – Normal operations       a. Flight planning and Dispatch      

AMC 20-6 (1) ETOPS Fuel requirements

(2) Route Alternate selection - weather minima
(3) Minimum Equipment List – ETOPS specific
(4) ETOPS service check and Tech log
(5) Pre-flight FMS Set up
b. Flight performance progress monitoring

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(1) Flight management, navigation and

communication systems
(2) Aeroplane system monitoring
(3) Weather monitoring
(4) In-flight fuel management – to include
independent cross checking of fuel quantity

SPA.ETOPS.105 ETOPS training programme – abnormal & contingency a. Diversion Procedures and Diversion ‘decision
procedures making’.
AMC 20-6
Initial and recurrent training to prepare flight crews
to evaluate potential significant system failures. The
goal of this training should be to establish crew
competency in dealing with the most probable
contingencies. The discussion should include the
factors that may require medical, passenger related
or non-technical diversions.
b. Navigation and communication systems, including
appropriate flight management devices in degraded
modes.
c. Fuel Management with degraded systems.
298.            
d. Initial and recurrent training which emphasises
abnormal and emergency procedures to be followed
in the event of foreseeable failures for each area of
operation, including:
(1) Procedures for single and multiple failures in flight
affecting ETOPS sector entry and diversion decisions.
If standby sources of electrical power significantly
degrade the cockpit instrumentation to the pilots,
then training for approaches with the standby
generator as the sole power source should be
conducted during initial and recurrent training.
(2) Operational restrictions associated with these
system failures including any applicable MEL
considerations.

299. SPA.ETOPS.105 ETOPS training programme – abnormal & contingency       During the introduction into service of a new ETOPS      
procedures type, or conversion of pilots not previously ETOPS
AMC 20-6 qualified where ETOPS approval is sought, a minimum
of 2 ETOPS sectors should be completed including an

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ETOPS line check.

ETOPS subjects should also be included in annual
refresher training as part of the normal process.

SET-IMC training
SPA.SET-IMC.105 SET-IMC training programme – Use of FFS/FSTD Where a suitable full flight simulator (FFS) or a
suitable flight simulation training device (FSTD) is
AMC1 SPA.SET-IMC.105(c) available, it should be used to carry out training and
checking for SET-IMC operations conversion training
300.       and checking.      
Following conversion training and checking, the next
recurrent training session and the next OPCs
including SET-IMC operations items should be
conducted in a suitable FFS or FSTD, where available.

301. SPA.SET-IMC.105 SET-IMC training programme – Conversion Training       Conversion training should be conducted in      
accordance with a syllabus devised for SET-IMC
AMC1 SPA.SET-IMC.105(c) operations and include at least the following:
(1) normal procedures:
(i) anti-icing and de-icing systems operation;
(ii) navigation system procedures;
(iii) radar positioning and vectoring, when available;
(iv) use of radio altimeter; and
(v) use of fuel control, displays interpretation;
(2) abnormal procedures:
(i) anti-icing and de-icing systems failures;
(ii) navigation system failures;
(iii) pressurisation system failures;
(iv) electrical system failures; and
(v) engine-out descent in simulated IMC; and
(3) emergency procedures:
(i) engine failure shortly after take-off;
(ii) fuel system failures (e.g. fuel starvation);

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(iii) engine failure other than the above: recognition

of failure, symptoms, type of failure, measures to be
taken, and consequences;
(iv) depressurisation; and
(v) engine restart procedures:
(A) choice of an aerodrome or landing site; and
(B) use of an area navigation system;
(vi) air traffic controller (ATCO) communications;
(vii) use of radar positioning and vectoring (when
available);
(viii) use of radio altimeter; and
(ix) practice of the forced landing procedure until
touchdown in simulated IMC, with zero thrust set,
and operating with simulated emergency electrical
power.

SPA.SET-IMC.105 SET-IMC training programme – Conversion Checking The following items should be checked following
completion of the SET-IMC operations conversion
AMC1 SPA.SET-IMC.105(c) training as part of the operator’s proficiency check
(OPC):
(1) conduct of the forced landing procedure until
touchdown in simulated IMC, with zero thrust set,
302.       and operating with simulated emergency electrical      
power;
(2) engine restart procedures;
(3) depressurisation following engine failure; and
(4) engine-out descent in simulated IMC.

SPA.SET-IMC.105 SET-IMC training programme – Recurrent Training Recurrent training for SET-IMC operations should be
included in the recurrent training required by ORO.FC
AMC1 SPA.SET-IMC.105(c)
303.       for pilots carrying out SET-IMC operations. This      
training should include all items of the conversion
training.
           
304. SPA.SET-IMC.105 SET-IMC training programme – Recurrent Checking The following items should be included into the list of
required items to be checked following completion of
AMC1 SPA.SET-IMC.105(c) SET-IMC operations recurrent training as part of the

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OPC:
(1) conduct of the forced landing procedure until
touchdown in simulated IMC, with zero thrust set,
and operating with simulated emergency electrical
power;
(2) engine restart procedures;
(3) depressurisation following engine failure; and
(4) emergency descent in simulated IMC.

NVIS training
SPA.NVIS.130 NVIS Operations - Experience The minimum experience for the commander shall
305.       not be less than 20 hours VFR at night as commander      
of a helicopter before commencing training.

SPA.NVIS.130 NVIS Operations – Operational training All pilots shall have completed the operational
306.       training in accordance with the NVIS procedures      
contained in the operations manual.

SPA.NVIS.130 NVIS Operations – Recency All pilots and NVIS technical crew members
conducting NVIS operations shall have completed
307.       three NVIS flights in the last 90 days. Recency may be      
re-established on a training flight in the helicopter or
an approved full flight simulator (FFS)

SPA.NVIS.130 NVIS Operations – Training & checking Crew training programmes shall: improve knowledge
of the NVIS working environment and equipment;
improve crew coordination; and include measures to
minimise the risks associated with entry into low
visibility conditions and NVIS normal and emergency
308.       procedures.      

It shall be assessed during:

(A) night proficiency checks; and
(B) line checks.
           
309. SPA.NVIS.130 NVIS Training & checking programme - Training The flight crew training syllabus should include the
following items:
AMC1 SPA.NVIS.130(f)(1)
(1) NVIS working principles, eye physiology, vision at
night, limitations and techniques to overcome these
limitations;

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(2) preparation and testing of NVIS equipment;

(3) preparation of the helicopter for NVIS operations;
(4) normal and emergency procedures including all
NVIS failure modes;
(5) maintenance of unaided night flying;
(6) crew coordination concept specific to NVIS
operations;
(7) practice of the transition to and from NVG
procedures;
(8) awareness of specific dangers relating to the
operating environment; and
(9) risk analysis, mitigation and management.
See GMs SPA.NVIS.130(f) for more details.

SPA.NVIS.130 NVIS Training & checking programme - Checking The flight crew checking syllabus should include:
AMC1 SPA.NVIS.130(f)(1) (1) night proficiency checks, including emergency
procedures to be used on NVIS operations; and
(2) line checks with special emphasis on the following:
(i) local area meteorology;
(ii) NVIS flight planning;
310.            
(iii) NVIS in-flight procedures;
(iv) transitions to and from night vision goggles
(NVG);
(v) normal NVIS procedures; and
(vi) crew coordination specific to NVIS operations.
See GMs SPA.NVIS.130(f) for more details.

HHO training
311. SPA.HHO.130 HHO Operations - Experience       The minimum experience level for the commander      
conducting HHO flights shall not be less than:
(1) Offshore:
(i) 1 000 hours as pilot-in-command/commander of

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helicopters, or 1 000 hours as co-pilot in HHO of

which
200 hours is as pilot-in-command under supervision;
and
(ii) 50 hoist cycles conducted offshore, of which 20
cycles shall be at night if night operations are being
conducted, where a hoist cycle means one down-and-
up cycle of the hoist hook.
(2) Onshore:
(i) 500 hours as pilot-in-command/commander of
helicopters, or 500 hours as co-pilot in HHO of which
100
hours is as pilot-in-command under supervision;
(ii) 200 hours operating experience in helicopters
gained in an operational environment similar to the
intended
operation; and
(iii) 50 hoist cycles, of which 20 cycles shall be at night
if night operations are being conducted.

SPA.HHO.130 HHO Operations – Operational training & experience Successful completion of training in accordance with
the HHO procedures contained in the operations
312.            
manual and relevant experience in the role and
environment under which HHO are conducted.

SPA.HHO.130 HHO Operations – Recency All pilots and HHO crew members conducting HHO
shall have completed in the last 90 days:
(1) when operating by day: any combination of three
day or night hoist cycles, each of which shall include a
313.            
transition to and from the hover;
(2) when operating by night: three night hoist cycles,
each of which shall include a transition to and from
the hover.
           
314. SPA.HHO.130 HHO Operations – Training & checking Crew training programmes shall: improve knowledge
of the HHO working environment and equipment;
improve crew coordination; and include measures to
minimise the risks associated with HHO normal and

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emergency procedures and static discharge.

It shall be assessed during visual meteorological
conditions (VMC) day proficiency checks, or VMC
night proficiency checks when night HHO are
undertaken by the operator.

AMC1 SPA.HHO.130(f)(1) HHO Operations – Training & checking programme – The flight crew training syllabus should include the
Training following items:
(1) fitting and use of the hoist;
(2) preparing the helicopter and hoist equipment for
HHO;
315. (3) normal and emergency hoist procedures by day
and, when required, by night;
(4) crew coordination concepts specific to HHO;
(5) practice of HHO procedures; and
(6) the dangers of static electricity discharge.

AMC1 SPA.HHO.130(f)(1) HHO Operations – Training & checking programme – The flight crew checking syllabus should include:
Checking
(1) proficiency checks, which should include
procedures likely to be used at HHO sites with special
emphasis on:
(i) local area meteorology;
(ii) HHO flight planning;
316.            
(iii) HHO departures;
(iv) a transition to and from the hover at the HHO
site;
(v) normal and simulated emergency HHO
procedures; and
(vi) crew coordination.

HEMS training
317. SPA.HEMS.130 HEMS Operations - Experience       The minimum experience level for the commander      
conducting HEMS flights shall not be less than:
(1) either:

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(i) 1 000 hours as pilot-in-command/commander of

aircraft of which 500 hours are as
pilot-in-command/commander
on helicopters; or
(ii) 1 000 hours as co-pilot in HEMS operations of
which 500 hours are as pilot-in-command under
supervision
and 100 hours pilot-in-command/commander of
helicopters;
(2) 500 hours’ operating experience in helicopters,
gained in an operational environment similar to the
intended
operation; and
(3) for pilots engaged in night operations, 20 hours of
VMC at night as pilot-in-command/commander.

SPA.HEMS.130 HEMS Operations – Operational training & experience Successful completion of operational training in
318.       accordance with the HEMS procedures contained in      
the operations manual.

SPA.HEMS.130 HEMS Operations – Recency All pilots conducting HEMS operations shall have
completed a minimum of 30 minutes’ flight by sole
319.      
reference to instruments in a helicopter or in an FSTD
     
within the last 6 months.

SPA.HEMS.130 HEMS Operations – Training & checking Crew training programmes shall: improve knowledge
of the HEMS working environment and equipment;
improve crew coordination; and include measures to
minimise the risks associated with en-route transit in
low visibility conditions, selection of HEMS operating
sites and approach and departure profiles.
320.            
It shall be assessed during:
(A) VMC day proficiency checks, or VMC night
proficiency checks when night HEMS operations are
undertaken by the operator; and
(B) line checks.

AMC1 SPA.HEMS.130(f)(1) HHO Operations – Training & checking programme –       The flight crew training syllabus should include the      
321.
Training following items:

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(1) meteorological training concentrating on the

understanding and interpretation of available
weather information;
(2) preparing the helicopter and specialist medical
equipment for subsequent HEMS departure;
(3) practice of HEMS departures;
(4) the assessment from the air of the suitability of
HEMS operating sites; and
(5) the medical effects air transport may have on the
patient.

AMC1 SPA.HEMS.130(f)(1) HHO Operations – Training & checking programme – (1) proficiency checks, which should include landing
Checking and take-off profiles likely to be used at HEMS
operating sites; and
(2) line checks, with special emphasis on the
following:
(i) local area meteorology;

322.       (ii) HEMS flight planning;      

(iii) HEMS departures;
(iv) the selection from the air of HEMS operating
sites;
(v) low level flight in poor weather; and
(vi) familiarity with established HEMS operating sites
in the operator’s local area register.

2.2 CABIN CREW

Conduct of training & checking
ORO.CC.115 Training course – General – Programme & syllabus A detailed programme and syllabus shall be
established by the operator for each training course
323.       in accordance with ORO.CC and Part-CC, where      
applicable, to cover the duties and responsibilities to
be discharged by the CCM.

ORO.CC.115 Training course – General       Each training course shall include theoretical and      
324.
practical instruction together with individual or
collective practice, as relevant to each training

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subject, in order that the CCM achieves and maintains

the adequate level of proficiency in accordance with
ORO.CC.

ORO.CC.115 Training course – General Each training course shall be:

(1) conducted in a structured and realistic manner;
325.       and      
(2) performed by personnel appropriately qualified
for the subject to be covered.

AMC1 ORO.CC.115(c) Training course – General – Training methods The operator should establish training methods that
take into account the following:
(1) training should include the use of cabin training
devices, audio-visual presentations, computer-based
training and other types of training, as most
326.       appropriate to the training element; and      
(2) a reasonable balance between the different
training methods should be ensured so that the cabin
crew member achieves the level of proficiency
necessary for a safe performance of all related cabin
crew duties and responsibilities.
           
327. AMC1 ORO.CC.115(c) Training course – General – Training devices When assessing the representative training devices to
be used, the operator should:
(1) take into account that a representative training
device may be used to train cabin crew as an
alternative to the use of the actual aircraft or
required equipment;
(2) ensure that those items relevant to the training
and checking intended to be given accurately
represent the aircraft or equipment in the following
particulars:
(i) layout of the cabin in relation to doors/exits, galley
areas and safety and emergency equipment stowage
as relevant;
(ii) type and location of passenger seats and cabin
crew stations;
(iii) doors/exits in all modes of operation, particularly
in relation to the method of operation, mass and

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balance and operating forces, including failure of

power-assist systems where fitted; and
iv) safety and emergency equipment of the type
provided in the aircraft (such equipment may be
‘training use only’ items and, for oxygen and
protective breathing equipment, units charged with
or without oxygen may be used);
(3) assess the following factors when determining
whether a door/exit can be considered to be a variant
of another type:
(i) door/exit arming/disarming;
(ii) direction of movement of the operating handle;
(iii) direction of door/exit opening;
(iv) power-assist mechanisms; and
(v) assisting evacuation means such as slides and
ropes.

ORO.CC.115 Training course – General – Checking During or following completion of all training required
by ORO.CC, each cabin crew member shall undergo a
check covering all training elements of the relevant
328.       training programme, except for CRM training. Checks      
shall be performed by personnel appropriately
qualified to verify that the CCM has achieved and/or
maintains the required level of proficiency.

AMC1 ORO.CC.115(d) Training course – General – Checking (a) Checking required for each training course should
be accomplished by the method appropriate to the
training element to be checked. These methods
include:
(1) practical demonstration;
329.       (2) computer-based assessment;      

(3) in-flight checks;

(4) oral or written tests.
(b) Training elements that require individual practical
participation may be combined with practical checks.

CRM - Generalities
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ORO.CC.115 CRM Training CRM training courses and CRM modules where
applicable shall be conducted by a cabin crew CRM
instructor. When CRM elements are integrated in
330.            
other training, a cabin crew CRM instructor shall
manage the definition and implementation of the
syllabus.

AMC1 ORO.CC.115(e) Training course – General – CRM The table 1 of AMC1 ORO.CC.115(e) defines the
331.      
content of CRM trainings.
     

AMC1 ORO.CC.115(e) CRM - Training environment CRM training should be conducted in the non-
operational environment (classroom and computer-
based) and in the operational environment (cabin
training device and aircraft). Tools such as group
discussions, team task analysis, team task simulation
and feedback should be used.
Whenever possible, classroom training should be
conducted in a group session away from the
pressures of the usual working environment, so that
the opportunity is provided for cabin crew members
to interact and communicate in an environment
conducive to learning.
332.            
Computer-based training should not be conducted as
a stand-alone training method, but may be conducted
as a complementary training method.
Whenever practicable, relevant parts of CRM training
should be conducted in representative cabin training
devices that reproduce a realistic operational
environment, or in the aircraft. During practical
training, interaction should be encouraged.
CRM principles should be integrated into relevant
parts of cabin crew training and operations including
checklists, briefings and emergency procedures.

AMC1 ORO.CC.115(e) CRM – Management system CRM training should address hazards and risks
333.       identified by the operator’s management system      
described in ORO.GEN.200.

334. AMC1 ORO.CC.115(e) CRM – Competency-based       Whenever practicable, the compliance-based      
approach concerning CRM training may be
substituted by a competency-based approach such as
evidence-based training. In this context, CRM training
should be characterised by a performance
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orientation, with emphasis on standards of

performance and their measurement, and the
development of training to the specified performance
standards.

AMC1 ORO.CC.115(e) CRM – Contracted CRM training If the operator chooses not to establish its own CRM
training, another operator, a third party or a training
organisation may be contracted to provide the
training in accordance with ORO.GEN.205. In case of
contracted CRM training, the operator should ensure
335.       that the content of the course covers the specific      
culture, the type of operations and the associated
procedures of the operator. When crew members
from different operators attend the same course, the
CRM training should be specific to the relevant flight
operations and to the trainees concerned.

AMC1 ORO.CC.115(e) CRM – Syllabus – Resilience development CRM training should address the main aspects of
resilience development. The training should cover:
GM4 ORO.CC.115(e)
(i) Mental flexibility
Cabin crew should be trained to:
(A) understand that mental flexibility is necessary to
recognise critical changes;
(B) reflect on their judgement and adjust it to the
unique situation;
(C) avoid fixed prejudices and over-reliance on
336.       standard solutions; and      

(D) remain open to changing assumptions and

perceptions.
(ii) Performance adaptation
Cabin crew should be trained to:
(A) mitigate frozen behaviours, overreactions and
inappropriate hesitation; and
(B) adjust actions to current conditions.
See GM4 ORO.CC.115(e) for more details.

337. AMC1 ORO.CC.115(e) CRM – Syllabus – Surprise and startle effect       CRM training should address unexpected, unusual      
and stressful situations. Therefore, CRM training

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should be designed to prepare cabin crew to master

sudden events and associated uncontrolled reactions.

AMC1 ORO.CC.115(e) CRM – Syllabus – Cultural differences CRM training should cover cultural differences of
multinational and cross-cultural crews.
This includes recognising that:
(i) different cultures may have different
communication specifics, ways of understanding and
338.       approaches to the same situation or problem;      
(ii) difficulties may arise when crew members with
different mother tongue communicate in a common
language which is not their mother tongue; and
(iii) cultural differences may lead to different methods
for identifying a situation and solving a problem.

AMC1 ORO.CC.115(e) CRM – Syllabus – Operator’s safety culture and company CRM training should cover the operator’s safety
culture culture, its company culture, the type of operations
339.       and the associated procedures of the operator. This      
should include areas of operations that may lead to
particular difficulties or involve unusual hazards.

AMC1 ORO.CC.115(e) CRM – Syllabus – Case studies (i) CRM training should cover aircraft type-specific
case studies, based on the information available
within the operator’s management system, including:
(A) accident and serious incident reviews to analyse
and identify any associated non-technical causal and
contributory factors, and instances or examples of
340.       lack of CRM; and      

(B) analysis of occurrences that were well managed.

(ii) If relevant aircraft type-specific or operator-
specific case studies are not available, the operator
should consider other case studies relevant to the
scale and scope of its operations.

341. AMC2 ORO.CC.115(e) CRM – Single CCM       For single cabin crew operations, AMC1      
ORO.CC.115(e) should be applied with the following
differences:
(a) Relevant training elements
CRM training should focus on the elements specified

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in Table 1 of (g) of AMC1 ORO.CC.115(e)

which are relevant to single cabin crew operations.
Therefore, single cabin crew CRM training should
include, among others:
(1) situation awareness;
(2) workload management;
(3) decision-making;
(4) resilience development;
(5) surprise and startle effect; and
(6) effective communication and coordination with
(i) the flight crew; and
(ii) other operational personnel and ground services.
(b) Computer-based training
Notwithstanding (a)(3) of AMC1 ORO.CC.115(e),
computer-based training may be conducted as a
stand-alone training method for a cabin crew
member operating on aircraft with a maximum
operational passenger seating configuration of 19 or
less.

CRM trainer
ORO.CC.115 CRM trainer - Introduction The provisions described below:
AMC3 ORO.CC.115(e) (1) should be fulfilled by cabin crew CRM trainers
responsible for classroom CRM training; and
(2) are not applicable to trainers or instructors
conducting training other than CRM training, but
342.       integrating CRM elements into this training.      
Nevertheless, trainers or instructors who are
integrating CRM elements into the aircraft type
training, recurrent training or senior cabin crew
member training should have acquired relevant
knowledge of human performance and limitations,
and have completed appropriate CRM training.

343. AMC3 ORO.CC.115(e) CRM trainer - Qualification       (1) A training and standardisation programme for      

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cabin crew CRM trainers should be established.

(2) The cabin crew CRM trainer, in order to be
suitably qualified, should:
(i) have adequate knowledge of the relevant flight
operations;
(ii) have received instructions on human performance
and limitations (HPL);
(iii) have completed an introductory CRM course, as
required in Part-CC, and an operator’s CRM training,
as specified in AMC1 ORO.CC.115(e);
(iv) have received training in group facilitation skills;
(v) have received additional training in the fields of
group management, group dynamics and personal
awareness; and
(vi) have demonstrated the knowledge, skills and
credibility required to train the CRM training
elements in the non-operational environment, as
specified in Table 1 of AMC1 ORO.CC.115(e).
(3) An experienced CRM trainer may become a cabin
crew CRM trainer if he/she demonstrates a
satisfactory knowledge of the relevant flight
operations and the cabin crew working environment,
and fulfils the provisions specified in (2)(ii) to (2)(vi).

344. AMC3 ORO.CC.115(e) CRM trainer - Training       (1) Training of cabin crew CRM trainers should be      
both theoretical and practical. Practical elements
should include the development of specific trainer
skills, particularly the integration of CRM into day-to-
day operations.
(2) The basic training of cabin crew CRM trainers
should include the training elements for cabin crew,
as specified in Table 1 of AMC1 ORO.CC.115(e). In
addition, the basic training should include the
following:
(i) introduction to CRM training;
(ii) operator’s management system; and

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(iii) characteristics, as applicable:

(A) of the different types of CRM trainings (initial,
recurrent, etc.);
(B) of combined training; and
(C) related to the type of aircraft or operation.
(3) The refresher training of cabin crew CRM trainers
should include new methodologies, procedures and
lessons learned.
(4) The training of cabin crew CRM trainers should be
conducted by cabin crew CRM trainers with a
minimum of 3 years’ experience. Assistance may be
provided by experts in order to address specific areas.

AMC3 ORO.CC.115(e) CRM trainer - Assessment (1) A cabin crew CRM trainer should be assessed by
the operator when conducting the first CRM training
GM5 ORO.CC.115(e) course. This first assessment should be valid for a
period of 3 years.
(2) Assessment is the process of observing, recording,
345.       interpreting and debriefing the cabin crew CRM      
trainer. The operator should describe the assessment
process in the operations manual. All personnel
involved in the assessment must be credible and
competent in their role.
See GM5 ORO.CC.115(e)

346. AMC3 ORO.CC.115(e) CRM trainer – Recency and renewal       (1) For recency of the 3-year validity period, the cabin      
crew CRM trainer should:
(i) conduct at least 2 CRM training events in any 12-
month period;
(ii) be assessed within the last 12 months of the 3-
year validity period by the operator; and
(iii) complete CRM trainer refresher training within
the 3-year validity period.
(2) The next 3-year validity period should start at the
end of the previous period.
(3) For renewal, i.e. when a cabin crew CRM trainer
does not fulfil the provisions of (1), he/she should,

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before resuming as cabin crew CRM trainer:

(i) comply with the qualification provisions of (b) and
(d); and
(ii) complete CRM trainer refresher training.

GM2 ORO.CC.115(e) CRM trainer – Minimum times (i) basic training:

(A) 18 training hours for trainees holding an
instructor certificate for complex motor-powered
aircraft, as specified in Part-FCL, which includes 25-
347.       hour training in teaching and learning; or      

(B) 30 training hours for trainees who do not hold an

instructor certificate as specified in (A); and
(ii) refresher training: 6 training hours.

Conversion & difference training

ORO.CC.125 Conversion course – Operator & aircraft type - General Each CCM shall have completed appropriate aircraft
type specific training and operator conversion
CC.TRA.225(b)(i) training, as well as the associated checks, before
being:
348.            
(1) first assigned by the operator to operate as a
cabin crew member; or
(2) assigned by that operator to operate on another
aircraft type.

ORO.CC.125 Conversion course – Operator & aircraft type - General When establishing the aircraft type specific and the
operator conversion training programmes and syllabi,
CC.TRA.225(b)(i) the operator shall include, where available, the
349.            
mandatory elements for the relevant type as defined
in the data established in accordance with Regulation
(EC) No 748/2012.

350. ORO.CC.125 Conversion course – Aircraft type specific programme       The aircraft type specific training programme shall:      
CC.TRA.225(b)(i) (1) involve training and practice on a representative
training device or on the actual aircraft; and
(2) cover at least the following aircraft type specific
training elements:
(i) aircraft description as relevant to cabin crew
duties;

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(ii) all safety equipment and systems installed

relevant to cabin crew duties;
(iii) operation and actual opening, by each cabin crew
member, of each type or variant of normal and
emergency
doors and exits in the normal and emergency modes;
(iv) demonstration of the operation of the other exits
including flight crew compartment windows;
(v) fire and smoke protection equipment where
installed;
(vi) evacuation slide training, where fitted;
(vii) operation of the seat, restraint system and
oxygen system equipment relevant to pilot
incapacitation.

351. AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme –       (1) type of aircraft, principal dimensions, narrow or      
Aircraft description wide bodied, single or double deck;
(2) speed, altitude, range;
(3) passenger seating capacity;
(4) flight crew number and minimum number of
required cabin crew;
(5) cabin doors/exits location and sill height;
(6) cargo and unpressurised areas as relevant;
(7) aircraft systems relevant to cabin crew duties;
(8) flight crew compartment - general presentation,
pilot seats and their mechanism, emergency exits,
storage;
(9) required cabin crew stations;
(10) flight crew compartment security - general: door
components and use;
(11) access to avionics bay where relevant;
(12) lavatories - general: doors, systems, calls and
signs; and

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(13) least risk bomb location.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – Each CCM should receive realistic training on, and
Safety and emergency equipment and aircraft systems demonstration of, the location and use of all aircraft
installed type specific safety and emergency equipment and
aircraft systems installed, with emphasis on the
following:
(1) slides, and where non-self-supporting slides are
352.       carried, the use of any associated assisting evacuation      
means;
(2) life-rafts and slide-rafts, including the equipment
attached to, and/or carried in, the raft;
(3) drop-out oxygen system; and
(4) communication equipment.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – This training should be conducted in a representative
Operation of doors and exits training device or in the actual aircraft and should
include failure of power assist systems where fitted
353.       and the action and forces required to operate and      
deploy evacuation slides. Training should also include
operation and actual opening of the flight crew
compartment security door when installed.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – Each cabin crew member should be trained in using
354.            
Fire and smoke protection equipment fire and/or smoke protection equipment where fitted.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – (1) Each cabin crew member should descend an
Evacuation slide training evacuation slide from a height representative of the
aircraft main deck sill height.
(2) The slide should be fitted to a representative
355.       training device or to the actual aircraft.      
(3) A further descent should be made when the cabin
crew member qualifies on an aircraft type in which
the main deck exit sill height differs significantly from
any aircraft type previously operated.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – The training should cover any type specific elements
Operation of equipment related to pilot incapacitation or conditions relevant to cabin crew actions to be
356.       taken in case of pilot incapacitation. Each CCM should      
be trained to operate all equipment that must be
used in case of pilot incapacitation.

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ORO.CC.125 Conversion course – Operator conversion programme The operator conversion training programme for each
aircraft type to be operated shall:
CC.TRA.225(b)(i)
(1) involve training and practice on a representative
training device or on the actual aircraft;
(2) include training in the operator’s standard
operating procedures for cabin crew members to be
first assigned to
duties by the operator;
(3) cover at least the following operator specific
training elements as relevant to the aircraft type to
be operated:
(i) description of the cabin configuration;
(ii) location, removal and use of all portable safety
357.       and emergency equipment carried on-board;      

(iii) all normal and emergency procedures;

(iv) passenger handling and crowd control;
(v) fire and smoke training including the use of all
related fire-fighting and protective equipment
representative
of that carried on-board;
(vi) evacuation procedures;
(vii) pilot incapacitation procedures;
(viii) applicable security requirements and
procedures;
(ix) crew resource management.

358. AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme –       The description should cover all elements specific to      
Description of the cabin configuration the operator’s cabin configuration and any
differences with those previously covered in
accordance with AMC1 ORO.CC.125(c), including:
(1) required and additional cabin crew stations -
location (including direct view), restraint systems,
control panels;
(2) passenger seats – general presentation and

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associated operator’s specific features and

equipment;
(3) designated stowage areas;
(4) lavatories - operator’s specific features,
equipment and systems additional to the aircraft type
specific elements;
(5) galley - location, appliances, water and waste
system, including shut-off, sinks, drains, stowage,
control panels, calls and signs;
and where applicable
(6) crew rest areas - location, systems, controls,
safety and emergency equipment;
(7) cabin dividers, curtains, partitions;
(8) lift location, use, controls;
(9) stowage for the containment of waste; and
(10) passenger hand rail system or alternative means.

359. AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme –       Each cabin crew member should receive realistic      
Safety and emergency equipment training on and demonstration of the location and
use of all safety and emergency equipment carried,
including:
(1) life-jackets, infant life-jackets and flotation
devices;
(2) first-aid and drop-out oxygen, including
supplementary systems;
(3) fire extinguishers and protective breathing
equipment (PBE);
(4) crash axe or crowbar;
(5) emergency lights including torches;
(6) communication equipment, including
megaphones;
(7) slide-rafts and life-rafts’ survival packs and their
contents;

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(8) pyrotechnics (actual or representative devices);

(9) first-aid kits, emergency medical kits and their
contents; and
(10) other portable safety and emergency equipment,
where applicable.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Each cabin crew member should be trained on the
Normal and emergency procedures operator’s normal and emergency procedures as
applicable, with emphasis on the following:
(1) passenger briefing, safety demonstration and
cabin surveillance;
(2) severe air turbulence;
360.            
(3) non–pressurisation, slow and sudden
decompression, including the donning of portable
oxygen equipment by each cabin crew member;
(4) other in-flight emergencies; and
(5) carriage of special categories of passengers (SCPs)
(Item (5) will be applicable from 22-Jan-2020)

361. AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme –       Training should be provided on the practical aspects      
Passenger handling and crowd control of passenger preparation and handling, as well as
crowd control, in various emergency situations as
applicable to the operator’s specific aircraft cabin
configuration, and should cover the following:
(1) communications between flight crew and cabin
crew and use of all communications equipment,
including the difficulties of coordination in a smoke-
filled environment;
(2) verbal commands;
(3) the physical contact that may be needed to
encourage people out of a door/exit and onto a slide;
(4) redirection of passengers away from unusable
doors/exits;
(5) marshalling of passengers away from the aircraft;
(6) evacuation of special categories of passengers
with emphasis on passengers with disabilities or

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reduced mobility; and

(7) authority and leadership.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – (1) Each cabin crew member should receive realistic
Fire and smoke training and practical training in the use of all fire-fighting
equipment, including protective clothing
representative of that carried in the aircraft.
(2) Each cabin crew member should:
(i) extinguish an actual fire characteristic of an aircraft
362.       interior fire except that, in the case of halon      
extinguishers, an alternative extinguishing agent may
be used; and
(ii) exercise the donning and use of PBE in an
enclosed simulated smoke-filled environment with
particular emphasis on identifying the actual source
of fire and smoke.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Training should include all the operator’s procedures
Evacuation procedures that are applicable to planned or unplanned
evacuations on land and water. It should also include,
where relevant, the additional actions required from
363.      
cabin crew members responsible for a pair of
     
doors/exits and the recognition of when doors/exits
are unusable or when evacuation equipment is
unserviceable.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Unless the minimum flight crew is more than two,
Pilot incapacitation procedures each cabin crew member should be trained in the
procedure for pilot incapacitation. Training in the use
364.            
of flight crew checklists, where required by the
operator's standard operating procedures (SOPs),
should be conducted by a practical demonstration.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme –       The operator’s CRM training should cover all      
365.
Crew resource management elements listed in Table 1 of (g). Several training
AMC1 ORO.CC.115(e) elements are specified as ‘not required’ for the
operator’s CRM training, since they are covered
under the introductory CRM course for cabin crew as
required in Part-CC.
If the cabin crew member undertakes the operator’s
conversion training on an aircraft type, the applicable
CRM training elements should be covered as specified

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in Table 1 of (g) AMC1 ORO.CC.115(e).

(1) The operator should ensure that all applicable
CRM training elements, as specified in Table 1 of
AMC1 ORO.CC.115(e), are covered to the level
required in the column ‘Operator aircraft type
conversion training’.
(2) The operator's CRM training and the CRM training
covered during the operator aircraft type conversion
training should be conducted by at least one cabin
crew CRM instructor.

GM2 ORO.CC.115(e) Conversion course – Operator conversion programme – Operator’s CRM training: 6 training hours
366. Crew resource management - Duration            

ORO.CC.130 Difference training In addition to the training required in ORO.CC.125,

the CCM shall complete appropriate training and
CC.TRA.225(b)(ii) checking covering any differences before being
assigned on:
(1) a variant of an aircraft type currently operated; or
367.       (2) a currently operated aircraft type or variant with      
different:
(i) safety equipment;
(ii) safety and emergency equipment location; or
(iii) normal and emergency procedures.

ORO.CC.130 Difference training The differences training programme shall:

CC.TRA.225(b)(ii) (1) be determined as necessary on the basis of a
comparison with the training programme completed
by the CCM, in accordance with ORO.CC.125(c) and
368.      
(d), for the relevant aircraft type; and
     

(2) involve training and practice in a representative

training device or the actual aircraft as relevant to the
difference training element to be covered.

ORO.CC.130 Difference training       When establishing a differences training programme      
369.
and syllabus for a variant of an aircraft type currently
CC.TRA.225(b)(ii) operated, the operator shall include, where available,
the mandatory elements for the relevant aircraft type

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and its variants as defined in the data established in

accordance with Regulation (EC) No 748/2012.

AMC1 ORO.CC.125 & Conversion course/difference training – Previous training The programmes and syllabi of aircraft type specific
ORO.CC.130 training, operator conversion training and differences
370.       training should take into account the cabin crew      
member's previous training as documented in his/her
training records.

ORO.CC.135 Familiarisation After completion of aircraft type specific training and

operator conversion training on an aircraft type, each
CCM shall complete appropriate supervised
371.      
familiarisation on the type before being assigned to
     
operate as a member of the minimum number of
cabin crew required in accordance with ORO.CC.100.

AMC1 ORO.CC.135 Familiarisation For CAT operations, familiarisation of cabin crew to a

new aircraft type or variant should be completed in
accordance with the following, as relevant:
(1) New entrant cabin crew
Each new entrant CCM having no previous
comparable operating experience should participate
in:
(i) a familiarisation visit to the aircraft to be operated;
and
372.      
(ii) familiarisation flights .
     

(2) Cabin crew operating on a subsequent aircraft

type
A CCM assigned to operate on a subsequent aircraft
type with the same operator should participate either
in a:
(i) familiarisation flight; or
(ii) familiarisation visit to the aircraft type to be
operated.

373. AMC1 ORO.CC.135 Familiarisation – Familiarisation flights       (1) During familiarisation flights, the cabin crew      
member should be assigned in addition to the
minimum number of cabin crew required in
accordance with ORO.CC.100 and if applicable
ORO.CC.200.

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(2) Familiarisation flights should be:

(i) conducted under the supervision of the senior
cabin crew member;
(ii) structured and conducted with the cabin crew
member participating in pre-flight, in-flight and post-
flight safety duties;
(iii) operated with the cabin crew member wearing
the operator’s cabin crew uniform; and
(iv) recorded in the training record of the cabin crew
member.

374. AMC1 ORO.CC.135 Familiarisation – Aircraft familiarisation visits       (1) Aircraft visits should enable the cabin crew      
member to become familiar with the aircraft
environment and its equipment. Accordingly, aircraft
visits should be conducted by appropriately qualified
persons. The aircraft visit should provide an overview
of the aircraft’s exterior, interior and aircraft systems
with emphasis on the following:
(i) interphone and public address systems;
(ii) evacuation alarm systems;
(iii) emergency lighting;
(iv) smoke detection systems;
(v) safety and emergency equipment;
(vi) flight crew compartment;
(vii) cabin crew stations;
(viii) lavatories;
(ix) galleys, galley security and water shut-off;
(x) cargo areas if accessible from the passenger
compartment during flight;
(xi) circuit breaker panels located in the passenger
compartment;
(xii) crew rest areas; and
(xiii) doors/exits location and environment.

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(2) An aircraft familiarisation visit may be combined

with the aircraft type specific training or operator
conversion training required by ORO.CC.125.

Recurrent training & checking

ORO.CC.140 Recurrent & checking training – Frequency Each CCM shall complete annually recurrent training
375.       and checking.      
CC.TRA.225(b)(iii)

ORO.CC.140 Recurrent & checking training – Training Recurrent training shall cover the actions assigned to
each member of the cabin crew in normal and
376. CC.TRA.225(b)(iii)      
emergency procedures and drills relevant to each
     
aircraft type and/or variant to be operated.

ORO.CC.140 Recurrent & checking training – Training – Aircraft Aircraft type specific training elements:
CC.TRA.225(b)(iii) (1) Recurrent training shall include annually touch-
drills by each CCM for simulating the operation of
each type or variant of normal and emergency doors
and exits for passenger evacuation.
(2) Recurrent training shall also include at intervals
not exceeding 3 years:
(i) operation and actual opening by each cabin crew
member, in a representative training device or in the
actual aircraft, of each type or variant of normal and
emergency exits in the normal and emergency
377.      
modes;
     

(ii) actual operation by each CCM, in a representative

training device or in the actual aircraft, of the flight
crew compartment security door, in both normal and
emergency modes, and of the seat and restraint
system, and a practical demonstration of the oxygen
system equipment relevant to pilot incapacitation;
(iii) demonstration of the operation of all other exits
including the flight crew compartment windows; and
(iv) demonstration of the use of the life-raft, or slide
raft, where fitted.

378. ORO.CC.140 Recurrent & checking training – Training – Operator       (1) Recurrent training shall include annually:      
CC.TRA.225(b)(iii) (i) by each cabin crew member:
(A) location and handling of all safety and emergency
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equipment installed or carried on board; and

(B) the donning of life-jackets, portable oxygen and
protective breathing equipment (PBE);
(ii) stowage of articles in the passenger compartment;
(iii) procedures related to aircraft surface
contamination;
(iv) emergency procedures;
(v) evacuation procedures;
(vi) incident and accident review;
(vii) crew resource management;
(viii) aero-medical aspects and first aid including
related equipment;
(ix) security procedures.

ORO.CC.140 Recurrent & checking training – Training – Operator (2) Recurrent training shall also include at intervals
not exceeding three years:
CC.TRA.225(b)(iii)
(i) use of pyrotechnics (actual or representative
devices);
(ii) practical demonstration of the use of flight crew
checklists;
(iii) realistic and practical training in the use of all fire-
379.            
fighting equipment, including protective clothing,
representative of that carried in the aircraft;
(iv) by each cabin crew member:
(A) extinguishing a fire characteristic of an aircraft
interior fire;
(B) donning and use of PBE in an enclosed simulated
smoke-filled environment.

ORO.CC.140 Recurrent & checking training – Validity       (1) The annual recurrent training validity period shall      
380.
be 12 calendar months counted from the end of the
CC.TRA.225(b)(iii) month when the check was taken.
(2) If the recurrent training and checking are
undertaken within the last 3 calendar months of the
validity period, the new validity period shall be
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counted from the original expiry date.

(3) For the additional triennial training elements, the
validity period shall be 36 calendar months counted
from the end of the month when the checks were
taken.

AMC1 ORO.CC.140 Recurrent & checking training – Annual recurrent training (1) Training on the location and handling of safety
programme and emergency equipment should include all relevant
oxygen systems, and any equipment such as
381.       defibrillators if carried on board.      
(2) Training on emergency procedures should cover
pilot incapacitation procedures and crowd control
techniques.

AMC1 ORO.CC.140 Recurrent & checking training – Triennial recurrent training (1) Training on the operation of normal and
programme emergency doors/exits should cover failure of power
assist systems where fitted. This should include the
actions and forces required to operate and deploy
evacuation slides, and additional training when
relevant for CCM responsible for a pair of doors/exits.
(2) Training in the use of all firefighting equipment,
including protective clothing, representative of that
carried in the aircraft should include individual
practice by each CCM to extinguish a fire
characteristic of an aircraft interior fire except that, in
the case of halon extinguishers, an alternative
382.       extinguishing agent may be used. Training should      
place particular emphasis on identifying the actual
source of fire or smoke.
(3) Training on normal and emergency procedures for
special categories of passengers (SCPs) should cover
the specific procedures established by the operator
for the carriage of SCPs. The operator may determine
that such training is to be completed at shorter
intervals, taking into account the route structure,
passenger profiles, aircraft types operated, seasonal
demands and operations.
(Item (3) will be applicable from 22-Jan-2020)

383. AMC1 ORO.CC.140 Recurrent & checking training – CRM       CRM training should satisfy the following:      
AMC1 ORO.CC.115(e) (i) the applicable training elements specified in Table

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1 of AMC1 ORO.CC.115(e) should be covered within a

3-year cycle to the level required by column ‘Annual
Recurrent Training’;
(ii) the definition and implementation of the CRM
training programme should be managed by a cabin
crew CRM trainer; and
(iii) when CRM training is provided by stand-alone
modules, it should be conducted by at least one cabin
crew CRM trainer.

AMC1 ORO.CC.115(e) Recurrent & checking training – CRM (1) Annual recurrent CRM training should be provided
in such a way that all CRM training elements specified
for the annual recurrent training in Table 1 of (g) are
covered over a period not exceeding 3 years.
384.       (2) Operators should update their recurrent CRM      
training programme over a period not exceeding 3
years. The revision of the programme should take
into account information from the operator’s
management system.

AMC1 ORO.CC.115(e) Recurrent & checking training – CRM – Combined Combined CRM training for flight crew and cabin
crew:
(i) Operators should provide combined training for
flight crew and cabin crew during recurrent CRM
training.
(ii) The combined training should address at least:
(A) effective communication, coordination of tasks
and functions of flight crew and cabin crew; and
385.            
(B) mixed multinational and cross-cultural flight crew
and cabin crew, and their interaction, if applicable.
(iii) Combined CRM training should be conducted by
flight crew CRM trainer or cabin crew CRM trainer.
(iv) There should be an effective liaison between
flight crew and cabin crew training departments.
Provision should be made for transfer of relevant
knowledge and skills between flight crew and cabin
crew CRM trainers.

386. GM2 ORO.CC.115(e) Recurrent & checking training – CRM – Minimum time       multi cabin crew operations:      

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Combined CRM training: 6 training hours over a

period of 3 years
Operator’s CRM training for single cabin crew
operations: 4 training hours for a cabin crew member
operating on aircraft with a maximum operational
passenger seating configuration of 19 or less

Refresher training
ORO.CC.145 Refresher training - General When a CCM, during the preceding six months within
the validity period of the last relevant recurrent
training and checking:
(1) has not performed any flying duties, he/she shall,
before being reassigned to such duties, complete
refresher training and checking for each aircraft type
to be operated; or
387.            
(2) has not performed flying duties on one particular
aircraft type, he/she shall, before being reassigned to
duties, complete on that aircraft type:
(i) refresher training and checking; or
(ii) two familiarisation flights in accordance with
ORO.CC.135.

ORO.CC.145 Refresher training - Programme The refresher training programme for each aircraft
type shall at least cover:
(1) emergency procedures;
(2) evacuation procedures;
(3) operation and actual opening, by each cabin crew
388.       member, of each type or variant of normal and      
emergency exits and of the flight crew compartment
security door in the normal and emergency modes;
(4) demonstration of the operation of all other exits
including the flight crew compartment windows;
(5) location and handling of all relevant safety and
emergency equipment installed or carried on-board.

389. AMC1 ORO.CC.145 Refresher training - Programme       (a) Training on emergency procedures should include      
pilot incapacitation procedures and crowd control

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techniques as applicable to the aircraft type; and

(b) Operation of doors and exits by each CCM should
include failure of power assist systems where fitted as
well as the action and forces required to operate and
deploy evacuation slides.

ORO.CC.145 Refresher training - Programme The operator may elect to replace refresher training
by recurrent training if the reinstatement of the
CCM’s flying duties commences within the validity
period of the last recurrent training and checking. If
390.            
that validity period has expired, refresher training
may only be replaced by aircraft type specific and
operator conversion training as specified in
ORO.CC.125.

SCCM training
ORO.CC.200 SCCM training - General The operator shall nominate cabin crew members to
the position of senior cabin crew member only if
they:
391.       (1) have at least one year of experience as operating      
cabin crew member; and
(2) have successfully completed a senior cabin crew
training course and the associated check.

ORO.CC.200 SCCM training – Training programme The senior cabin crew training course shall cover all
duties and responsibilities of SCCMs and shall include
at least the following elements:
(1) pre-flight briefing;
(2) cooperation with the crew;
(3) review of operator requirements and legal
392.      
requirements;
     

(4) accident and incident reporting;

(5) human factors and crew resource management
(CRM); and
(6) flight and duty time limitations and rest
requirements.

393. AMC1 ORO.CC.200(c) SCCM training – Training programme       The senior cabin crew member training course should      

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at least cover the following elements:

(a) Pre-flight briefing:
(1) operating as a crew;
(2) allocation of cabin crew stations and
responsibilities; and
(3) consideration of the particular flight, aircraft type,
equipment, area and type of operation, including
ETOPS and special categories of passengers with
emphasis on passengers with disabilities or reduced
mobility, infants and stretcher cases.
(b) Cooperation within the crew:
(1) discipline, responsibilities and chain of command;
(2) importance of coordination and communication;
and
(3) pilot incapacitation.
(c) Review of operator requirements and legal
requirements:
(1) passenger briefing, safety briefing cards;
(2) securing of galleys;
(3) stowage of cabin baggage;
(4) electronic equipment;
(5) procedures when fuelling with passengers on
board;
(6) turbulence; and
(7) documentation.
(d) Accident and incident reporting.
(e) Human factors and CRM:
The operator should ensure that all applicable
elements specified in Table 1 of AMC1 ORO.CC.115(e)
are integrated into the training and covered to the
level required by Column ‘Senior Cabin Crew Course’.

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(f) Flight and duty time limitations and rest

requirements (FTL).

AMC1 ORO.CC.115(e) SCCM training – CRM (1) CRM training for senior cabin crew members
should be the application of knowledge gained in
previous CRM training and operational experience
relevant to the specific duties and responsibilities of a
senior cabin crew member. The operator should
ensure that for the senior cabin crew member course
the CRM training elements are integrated into the
training, as specified in Table 1 of (g) AMC1
394.            
ORO.CC.115(e).
(2) During the training the senior cabin crew member
should demonstrate the ability:
(i) to manage the operation; and
(ii) to take appropriate leadership and management
decisions.

Single CCM operations

ORO.CC.255 Single CCM operations - Training The following additional training elements shall be
covered with particular emphasis to reflect single
cabin crew operations:
(1) responsibility to the commander for the conduct
of normal and emergency procedures;
(2) importance of coordination and communication
with the flight crew, in particular when managing
unruly or
395.            
disruptive passengers;
(3) review of operator requirements and legal
requirements;
(4) documentation;
(5) accident and incident reporting; and
(6) flight and duty time limitations and rest
requirements.

Training and checking programs and related documentation

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ORO.CC.215 (b) After a cabin crew member has successfully

completed a training course and the associated
396.       check, operator shall:      
(1) update the cabin crew member’s training records
in accordance with ORO.MLR.115; and

ORO.CC.215 (b) After a cabin crew member has successfully

completed a training course and the associated
check, operator shall:
397.       (2) provide him/her with a list showing updated      
validity periods as relevant to the aircraft type(s) and
variant(s) on which the cabin crew member is
qualified to operate.

MEL Training
ORO.GEN.110(e) MEL Training programme The operator should develop a training programme
for crew members and detail such training in the
AMC1 ORO.GEN.110(e) Operations Manual. Such training programme should
include:
(1) the scope, extent and use of the MEL;
398.            
(2) the operator’s MEL procedures;
(3) elementary maintenance procedures in
accordance with Commission Regulation (EU) No
1321/2014; and
(4) pilot-in-command/commander responsibilities

2.3 TECHNICAL CREW

General
ORO.TC.110 Training programme – General The operator shall establish a training programme in
accordance with the applicable requirements of
399.            
ORO.TC to cover the duties and responsibilities to be
performed by technical crew members.

ORO.TC.110 Training programme – Checking Following the completion of initial, operator

conversion, differences and recurrent training, each
400.       technical crew member shall undergo a check to      
demonstrate their proficiency in carrying out normal
and emergency procedures.

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AMC1 ORO.TC.110 Training programme – Checking (a) Elements of training that require individual
practice may be combined with practical checks.
(b) The checks should be accomplished by the
method appropriate to the type of training including:
401.       (1) practical demonstration;      

(2) computer-based assessment;

(3) in-flight checks; and/or
(4) oral or written tests.

ORO.TC.110 Training programme – Personnel Training and checking shall be conducted for each
training course by personnel suitably qualified and
402.       experienced in the subject to be covered.      
The operator shall inform the competent authority
about the personnel conducting the checks.

Initial training
ORO.TC.115 Initial training – General Before undertaking the operator conversion training,
each technical crew member shall complete initial
training, including:
(a) general theoretical knowledge on aviation and
aviation regulations covering all elements relevant to
the duties and responsibilities required of technical
crew;
403.            
(b) fire and smoke training;
(c) survival training on ground and in water,
appropriate to the type and area of operation;
(d) aero-medical aspects and first-aid;
(e) communication and relevant CRM elements of
ORO.FC.115 and ORO.FC.215.
           
404. AMC1 ORO.TC.115 Initial training – General theoretical knowledge on aviation General theoretical knowledge on aviation and
aviation regulations relevant to duties and
responsibilities:
(i) the importance of crew members performing their
duties in accordance with the operations manual;
(ii) continuing competence and fitness to operate as a

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crew member with special regard to flight and duty

time limitations and rest requirements;
(iii) an awareness of the aviation regulations relating
to crew members and the role of the competent and
inspecting authority;
(iv) general knowledge of relevant aviation
terminology, theory of flight, passenger distribution,
meteorology and areas of operation;
(v) pre-flight briefing of the crew members and the
provision of necessary safety information with regard
to their specific duties;
(vi) the importance of ensuring that relevant
documents and manuals are kept up-to-date with
amendments provided by the operator;
(vii) the importance of identifying when crew
members have the authority and responsibility to
initiate an evacuation and other emergency
procedures; and
(viii) the importance of safety duties and
responsibilities and the need to respond promptly
and effectively to emergency situations.

AMC1 ORO.TC.115 Initial training – Fire & smoke training Fire and smoke training:
(i) reactions to emergencies involving fire and smoke
and identification of the fire sources;
(ii) the classification of fires and the appropriate type
405.       and techniques of application of extinguishing agents,      
the consequences of misapplication, and of use in a
confined space; and
(iii) the general procedures of ground-based
emergency services at aerodromes.
           
406. AMC1 ORO.TC.115 Initial training – Survival training When conducting extended overwater operations,
water survival training, including the use of personal
flotation equipment.
Before first operating on an aircraft fitted with life-
rafts or other similar equipment, training on the use
of this equipment, including practice in water.

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Survival training appropriate to the areas of operation

(e.g. polar, desert, jungle, sea or mountain).

AMC1 ORO.TC.115 Initial training – First aid Aero-medical aspects and first aid, including:
(i) instruction on first aid and the use of first-aid kits;
407.      
and
     

(ii) the physiological effects of flying.

AMC1 ORO.TC.115 Initial training – Communication Effective communication between technical crew
408.       members and flight crew members, including      
common language and terminology.

409. AMC1 ORO.TC.115 Initial training – CRM       Relevant CRM elements of AMC1 ORO.FC.115.      

Operator conversion & difference training

ORO.TC.120 Operator conversion training – General Each technical crew member shall complete:
(a) operator conversion training, including relevant
CRM elements,
(1) before being first assigned by the operator as a
technical crew member; or
(2) when changing to a different aircraft type or class,
if any of the equipment or procedures mentioned in
(b) are different.
410.            
(b) Operator conversion training shall include:
(1) the location and use of all safety and survival
equipment carried on the aircraft;
(2) all normal and emergency procedures;
(3) on-board equipment used to carry out duties in
the aircraft or on the ground for the purpose of
assisting the pilot during HEMS, HHO or NVIS
operations.

ORO.TC.125 Difference training – General (a) Each technical crew member shall complete
differences training when changing equipment or
411.       procedures on types or variants currently operated.      
(b) The operator shall specify in the operations
manual when such differences training is required.

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AMC1 ORO.TC.120&.125 Operator conversion & difference training – Fire & smoke Fire and smoke training, including practical training in
the use of all fire fighting equipment as well as
protective clothing representative of that carried in
the aircraft. Each technical crew member should:
(i) extinguish a fire characteristic of an aircraft interior
412.            
fire except that, in the case of Halon extinguishers, an
alternative extinguishing agent may be used; and
(ii) practise the donning and use of protective
breathing equipment (when fitted) in an enclosed,
simulated smoke-filled environment.

AMC1 ORO.TC.120&.125 Operator conversion & difference training – Exits Practical training on operating and opening all normal
operations and emergency exits for passenger evacuation in an
413.      
aircraft or representative training device and
     
demonstration of the operation of all other exits.

AMC1 ORO.TC.120&.125 Operator conversion & difference training – Evacuation Evacuation procedures and other emergency
procedures and other emergency situations situations, including:
(i) recognition of planned or unplanned evacuations
on land or water - this training should include
414.       recognition of unusable exits or unserviceable      
evacuation equipment;
(ii) in-flight fire and identification of fire source; and
(iii) other in-flight emergencies.

AMC1 ORO.TC.120&.125 Operator conversion & difference training – Incapacitation When the flight crew is more than one, training on
assisting if a pilot becomes incapacitated, including a
demonstration of:
(i) the pilot's seat mechanism;

415.       (ii) fastening and unfastening the pilot's seat restraint      
system;
(iii) use of the pilot's oxygen equipment, when
applicable; and
(iv) use of pilots' checklists.

AMC1 ORO.TC.120&.125 Operator conversion & difference training – Safety       Training on, and demonstration of, the location and      
416.
equipment use of safety equipment, including the following:
(i) life-rafts, including the equipment attached to,
and/or carried in, the raft, where applicable;

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(ii) life-jackets, infant life-jackets and flotation

devices, where applicable;
(iii) fire extinguishers;
(iv) crash axe or crow bar;
(v) emergency lights, including portable lights;
(vi) communication equipment, including
megaphones;
(vii) survival packs, including their contents;
(viii) pyrotechnics (actual or representative devices);
(ix) first-aid kits, their contents and emergency
medical equipment; and
(x) other safety equipment or systems, where
applicable.

AMC1 ORO.TC.120&.125 Operator conversion & difference training – Pax briefing Training on passenger briefing/safety demonstrations
417.       and preparation of passengers for normal and      
emergency situations.

418. AMC1 ORO.TC.120&.125 Operator conversion & difference training – DG       Training on the use of dangerous goods, if applicable.      

419. AMC1 ORO.TC.120&.125 Operator conversion & difference training – Other       Task-specific training.      

AMC2 ORO.TC.120&.125 Operator conversion & difference training (a) The operator should determine the content of the
conversion or differences training taking account of
the technical crew member's previous training as
documented in the technical crew member's training
records.
(b) Aircraft conversion or differences training should
420.       be conducted according to a syllabus and include the      
use of relevant equipment and emergency
procedures and practice on a representative training
device or on the actual aircraft.
(c) The operator should specify in the operations
manual the maximum number of types or variants
that can be operated by a technical crew member.

421. ORO.TC.130 Familiarisation flights – General       Following completion of the operator conversion      
training, each technical crew member shall undertake
familiarisation flights prior to operating as a required
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technical crew member in HEMS, HHO or NVIS

operations.

Recurrent training
ORO.TC.135 Recurrent training – General (a) Within every 12-month period, each technical
crew member shall undergo recurrent training
relevant to the type or class of aircraft and equipment
that the technical crew member operates. Elements
422.       of CRM shall be integrated into all appropriate phases      
of the recurrent training.
(b) Recurrent training shall include theoretical and
practical instruction and practice.

AMC1 ORO.TC.135 Recurrent training – Yearly programme The recurrent practical training should include every
year:
(1) emergency procedures, including pilot
incapacitation;
(2) evacuation procedures;
(3) touch-drills by each technical crew member for
opening normal and emergency exits for (passenger)
evacuation;
(4) the location and handling of emergency
423.       equipment and the donning by each technical crew      
member of life-jackets and protective breathing
equipment (PBE), when applicable;
(5) first aid and the contents of the first-aid kit(s);
(6) stowage of articles in the cabin;
(7) use of dangerous goods, if applicable;
(8) incident and accident review; and
(9) crew resource management: all major topics of
the initial CRM training should be covered over a
period not exceeding 3 years. See AMC1 ORO.FC.115.

424. AMC1 ORO.TC.135 Recurrent training – 3 years programme       Recurrent training should include every 3 years:      
(1) practical training on operating and opening all
normal and emergency exits for passenger evacuation
in an aircraft or representative training device and

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demonstration of the operation of all other exits;

(2) practical training in the use of all fire fighting
equipment as well as protective clothing
representative of that carried in the aircraft. Each
technical crew member should:
(i) extinguish a fire characteristic of an aircraft interior
fire except that, in the case of Halon extinguishers, an
alternative extinguishing agent may be used; and
(ii) practise the donning and use of protective
breathing equipment (when fitted) in an enclosed,
simulated smoke-filled environment;
(3) use of pyrotechnics (actual or representative
devices); and
(4) demonstration of the use of the life-raft, where
fitted.

Refresher training
ORO.TC.140 Refresher training – General (a) Each technical crew member who has not
undertaken duties in the previous six months shall
complete the refresher training specified in the
operations manual.
(b) The technical crew member who has not
425.       performed flying duties on one particular aircraft type      
or class during the preceding six months shall, before
being assigned on that type or class, complete either:
(1) refresher training on the type or class; or
(2) two familiarisation sectors on the aircraft type or
class.

426. AMC1 ORO.TC.140 Refresher training – Programme       (a) Refresher training may include familiarisation      
flights.
(b) Refresher training should include at least the
following:
(1) emergency procedures, including pilot
incapacitation;
(2) evacuation procedures;

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(3) practical training on operating and opening all

normal and emergency exits for passenger evacuation
in an aircraft or representative training device and
demonstration of the operation of all other exits; and
(4) the location and handling of emergency
equipment, and the donning of life-jackets and
protective breathing equipment, when applicable.

MEL Training
ORO.GEN.110(e) MEL Training programme The operator should develop a training programme
for crew members and detail such training in the
AMC1 ORO.GEN.110(e) Operations Manual. Such training programme should
include:
(1) the scope, extent and use of the MEL;
427.            
(2) the operator’s MEL procedures;
(3) elementary maintenance procedures in
accordance with Commission Regulation (EU) No
1321/2014; and
(4) pilot-in-command/commander responsibilities

NVIS
428. SPA.NVIS.130 NVIS Training & checking programme       NVIS technical crew member should be trained and      
checked in the following items:
AMC1 SPA.NVIS.130(f)(1)
(1) NVIS working principles, eye physiology, vision at
night, limitations, and techniques to overcome these
limitations;
(2) duties in the NVIS role, with and without NVGs;
(3) the NVIS installation;
(4) operation and use of the NVIS equipment;
(5) preparing the helicopter and specialist equipment
for NVIS operations;
(6) normal and emergency procedures;
(7) crew coordination concepts specific to NVIS
operations;
(8) awareness of specific dangers relating to the
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operating environment; and

(9) risk analysis, mitigation and management.
See GMs SPA.NVIS.130(f) for more details.

HHO
SPA.HHO.130 HHO Training & checking programme HHO technical crew members should be trained and
checked in the following items:
AMC1 SPA.HHO.130(f)(1)
(1) duties in the HHO role;
(2) fitting and use of the hoist;
(3) operation of hoist equipment;
(4) preparing the helicopter and specialist equipment
for HHO;
(5) normal and emergency procedures;
(6) crew coordination concepts specific to HHO;
(7) operation of inter-communication and radio
equipment;
429.            
(8) knowledge of emergency hoist equipment;
(9) techniques for handling HHO passengers;
(10) effect of the movement of personnel on the
centre of gravity and mass during HHO;
(11) effect of the movement of personnel on
performance during normal and emergency flight
conditions;
(12) techniques for guiding pilots over HHO sites;
(13) awareness of specific dangers relating to the
operating environment; and
(14) the dangers of static electricity discharge.

HEMS
430. SPA.HEMS.130 HEMS Training & checking programme       HEMS technical crew members should be trained and      
checked in the following items:
AMC1 SPA.HEMS.130(f)(1)
(1) duties in the HEMS role;

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(2) map reading, navigation aid principles and use;

(3) operation of radio equipment;
(4) use of on-board medical equipment;
(5) preparing the helicopter and specialist medical
equipment for subsequent HEMS departure;
(6) instrument reading, warnings, use of normal and
emergency checklists in assistance of the pilot as
required;
(7) basic understanding of the helicopter type in
terms of location and design of normal and
emergency systems and equipment;
(8) crew coordination;
(9) practice of response to HEMS call out;
(10) conducting refuelling and rotors running
refuelling;
(11) HEMS operating site selection and use;
(12) techniques for handling patients, the medical
consequences of air transport and some knowledge
of hospital casualty reception;
(13) marshalling signals;
(14) underslung load operations as appropriate;
(15) winch operations as appropriate;
(16) the dangers to self and others of rotor running
helicopters including loading of patients; and
(17) the use of the helicopter inter-communications
system.

2.4 DANGEROUS GOODS, SECURITY TRAINING AND FATIGUE MANAGEMENT TRAINING FOR OPERATIONS PERSONNEL
Dangerous goods
431. ORO.GEN.110 Dangerous Goods – General       The operator shall establish and maintain dangerous      
goods training programmes for personnel as required
by the technical instructions which shall be subject to
review and approval by the competent authority.

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Training programmes shall be commensurate with

the responsibilities of personnel.

432. ICAO Doc 9284 Dangerous Goods – General – Validity       The validity period of DG training is 24 months.      

ICAO Doc 9284 Dangerous Goods – General – Test A test must be provided following DG training to
433.      
verify the understanding of the regulations.
     

ICAO Doc 9284 Dangerous Goods – “No carry” operators – Flight crew Approved category 16 training shall be provided to
434.      
FCM.
     

ICAO Doc 9284 Dangerous Goods – “No carry” operators – Cabin crew Approved category 17 training shall be provided to
435.      
CCM.
     

ICAO Doc 9284 Dangerous Goods – “No carry” operators – Other crew Approved category 17 training shall be provided to
436.      
other crew members.
     

ICAO Doc 9284 Dangerous Goods – “No carry” operators – Loadmasters Approved category 16 training shall be provided to
437.      
loadmasters.
     

ICAO Doc 9284 Dangerous Goods – “No carry” operators – Flight ops Approved category 16 training shall be provided to
438. officers/Flight dispatchers
     
Flight ops officers/Flight dispatchers.
     

SPA.DG.105 Dangerous goods – Approved operators The operator shall establish and maintain a training
programme for all personnel involved and
439. AMC1 SPA.DG.105(a)      
demonstrate to the competent authority that
     
adequate training has been given to all personnel.

ICAO Doc 9284 Dangerous Goods – Approved operators – Flight crew Approved category 10 training shall be provided to
440.            
FCM.

ICAO Doc 9284 Dangerous Goods – Approved operators – Cabin crew Approved category 11 training shall be provided to
441.      
CCM.
     

ICAO Doc 9284 Dangerous Goods – Approved operators – Other crew Approved category 11 training shall be provided to
442.      
other crew members.
     

ICAO Doc 9284 Dangerous Goods – Approved operators – Loadmasters Approved category 10 training shall be provided to
443.      
loadmasters.
     

ICAO Doc 9284 Dangerous Goods – Approved operators – Flight ops Approved category 10 training shall be provided to
444. officers/Flight dispatchers
     
Flight ops officers/Flight dispatchers.
     

Security
445. AMC1 ORO.GEN.110(a) Flight crew / Technical crew – Security training       Without prejudice to Regulation (EC) No 300/2008,      
the CAT operator should establish and maintain a
Reg 300/2008 security training programme for crew members,

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including theoretical and practical elements. This

training should be provided at the time of operator
conversion training and thereafter at intervals not
exceeding three years. The content and duration of
the training should be adapted to the security threats
of the individual operator and should ensure that
crew members act in the most appropriate manner to
minimise the consequences of acts of unlawful
interference. This programme should include the
following elements:
(a) determination of the seriousness of the
occurrence;
(b) crew communication and coordination;
(c) appropriate self-defence responses;
(d) use of non-lethal protective devices assigned to
crew members whose use is authorised by the
Member State;
(e) understanding of behaviour of terrorists so as to
facilitate the ability of crew members to cope with
hijacker behaviour and passenger responses;
(f) in case where cabin crew are required, live
situational training exercises regarding various threat
conditions;
(g) flight crew compartment procedures to protect
the aircraft;
(h) aircraft search procedures, in accordance with
Regulation (EC) No 300/2008, including identification
of prohibited articles; and
(i) guidance on the least risk bomb locations.

446. ORO.CC.125 Cabin crew – Security – Initial and Conversion training       Without prejudice to Regulation (EC) No 300/2008,      
the CAT operator should establish and maintain a
Reg 300/2008 security training programme for crew members,
including theoretical and practical elements. This
training should be provided at the time of operator
conversion training and thereafter at intervals not
exceeding three years. The content and duration of
the training should be adapted to the security threats
of the individual operator and should ensure that
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crew members act in the most appropriate manner to

minimise the consequences of acts of unlawful
interference. This programme should include the
following elements:
(a) determination of the seriousness of the
occurrence;
(b) crew communication and coordination;
(c) appropriate self-defence responses;
(d) use of non-lethal protective devices assigned to
crew members whose use is authorised by the
Member State;
(e) understanding of behaviour of terrorists so as to
facilitate the ability of crew members to cope with
hijacker behaviour and passenger responses;
(f) in case where cabin crew are required, live
situational training exercises regarding various threat
conditions;
(g) flight crew compartment procedures to protect
the aircraft;
(h) aircraft search procedures, in accordance with
Regulation (EC) No 300/2008, including identification
of prohibited articles; and
(i) guidance on the least risk bomb locations.

447. ORO.CC.140 Cabin crew – Security – Annual recurrent training       Security procedures shall be part of the annual      
recurrent training programme (ORO.CC.140).
Reg 300/2008
Without prejudice to Regulation (EC) No 300/2008,
the CAT operator should establish and maintain a
security training programme for crew members,
including theoretical and practical elements. This
training should be provided at the time of operator
conversion training and thereafter at intervals not
exceeding three years. The content and duration of
the training should be adapted to the security threats
of the individual operator and should ensure that
crew members act in the most appropriate manner to
minimise the consequences of acts of unlawful
interference. This programme should include the

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following elements:
(a) determination of the seriousness of the
occurrence;
(b) crew communication and coordination;
(c) appropriate self-defence responses;
(d) use of non-lethal protective devices assigned to
crew members whose use is authorised by the
Member State;
(e) understanding of behaviour of terrorists so as to
facilitate the ability of crew members to cope with
hijacker behaviour and passenger responses;
(f) in case where cabin crew are required, live
situational training exercises regarding various threat
conditions;
(g) flight crew compartment procedures to protect
the aircraft;
(h) aircraft search procedures, in accordance with
Regulation (EC) No 300/2008, including identification
of prohibited articles; and
(i) guidance on the least risk bomb locations.

AMC2 ORO.GEN.110(a) Ground personnel – Security training In accordance with Regulation (EC) No 300/2008, the
CAT operator should establish and maintain a security
Reg 300/2008 training programme for ground personnel to acquaint
appropriate employees with preventive measures
448.       and techniques in relation to passengers, baggage,      
cargo, mail, equipment, stores and supplies intended
for carriage so that they contribute to the prevention
of acts of sabotage or other forms of unlawful
interference.

Fatigue Management
449. ORO.FTL.250 Crew members - Initial and recurrent fatigue management       The training syllabus should contain the following:      
training
AMC1 ORO.FTL.250 (a) applicable regulatory requirements for flight, duty
APPLICABLE TO CAT OPERATIONS EXCEPT TAXI, AND EMS and rest;

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(b) the basics of fatigue including sleep fundamentals

and the effects of disturbing the circadian rhythms;
(c) the causes of fatigue, including medical conditions
that may lead to fatigue;
(d) the effect of fatigue on performance;
(e) fatigue countermeasures;
(f) the influence of lifestyle, including nutrition,
exercise, and family life, on fatigue;
(g) familiarity with sleep disorders and their possible
treatments;
(h) where applicable, the effects of long range
operations and heavy short range schedules on
individuals;
(i) the effect of operating through and within multiple
time zones; and
(j) the crew member responsibility for ensuring
adequate rest and fitness for flight duty.

450. ORO.FTL.250 Personnel responsible for preparation and maintenance of       The training syllabus should contain the following:      
crew rosters and management personnel - Initial and
AMC1 ORO.FTL.250 recurrent fatigue management training (a) applicable regulatory requirements for flight, duty
and rest;
(b) the basics of fatigue including sleep fundamentals
and the effects of disturbing the circadian rhythms;
(c) the causes of fatigue, including medical conditions
that may lead to fatigue;
(d) the effect of fatigue on performance;
(e) fatigue countermeasures;
(f) the influence of lifestyle, including nutrition,
exercise, and family life, on fatigue;
(g) familiarity with sleep disorders and their possible
treatments;
(h) where applicable, the effects of long range
operations and heavy short range schedules on
individuals;

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(i) the effect of operating through and within multiple

time zones; and
(j) the crew member responsibility for ensuring
adequate rest and fitness for flight duty.

2.5 OPERATIONS PERSONNEL OTHER THAN CREW MEMBERS

ORO.GEN.110 Ground and flight operations personnel The operator shall ensure that all personnel assigned
to, or directly involved in, ground and flight
operations are properly instructed, have
451.       demonstrated their abilities in their particular duties      
and are aware of their responsibilities and the
relationship of such duties to the operation as a
whole.

AMC1 ORO.GEN.110(c)&(e) Operational control personnel that perform tasks related The operator should develop a training programme,
to flight monitoring and flight watch – training programme based on the relevant parts of ICAO Annex 1, ICAO
Documents 10106 and 9868, for FOOs/FDs that
perform those functions.
452.            
The training programme specified above should be
detailed in the OM of the CAT operator and should be
delivered by an instructor for operational control
personnel.

Initial Training
AMC1 ORO.GEN.110(c)&(e) Initial Training programme 1. Air Law
2. Aircraft General Knowledge
3. Flight Performance Calculation, Planning
Procedures, and Loading
4. Human Performance

453.       5. Meteorology      

6. Navigation
7. Operational Procedures
8. Principles of Flight
9. Radio Communication
10. Special Aerodromes

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Operator-Specific Training
AMC1 ORO.GEN.110(c)&(e) Operator-Specific Training In addition to the initial training, FOOs/FDs should
receive training in the specific duties, responsibilities,
454.            
and tools that are associated with the operational
control system of the operator.

Recurrent Training
AMC1 ORO.GEN.110(c)&(e) Recurrent Training
When the recurrent training is conducted within the
last 12 months of a 36-month validity period, the next
36-month validity period should be calculated from
the original expiry date of the previous assessment.
455.       Notwithstanding the 36-month interval of point      
above, recurrent training may also be performed at
shorter intervals and adjusted to the needs identified
after an assessment of the training needs conducted
by the operator.

Knowledge, Skills, and Qualifications for Instructors of Operational Control Personnel

AMC1 ORO.GEN.110(c)&(e) Knowledge, Skills, and Qualifications for Instructors of Unless otherwise required by the relevant national
Operational Control Personnel regulations, instructors for operational control
personnel should:
(1) be able to prove that they are current in the
subjects covered by the training programme for
FOOs/FDs, including the operator-specific elements,
or otherwise successfully complete an FOO/FD
training programme;

456.       (2) have adequate instructional skills or attend      

instructor training; if more than 24 months have
passed since the delivery of the last FOO/FD course,
they should attend recurrent instructor training
before delivering the next course; and (3) have
relevant work experience in the areas of the training
that they provide.
The CAT operator should include in the OM the
required knowledge, skills, and qualifications of the
instructors for operational control personnel.

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MEL Training
ORO.GEN.110(e) MEL Training programme The operator should develop a training programme
for ground personnel dealing with the use of the MEL
AMC1 ORO.GEN.110(e) and detail such training in the continuing
airworthiness maintenance exposition CAME and OM
as appropriate. Such training programme should
include:
457.       (1) the scope, extent and use of the MEL;      

(2) placarding of inoperative equipment;

(3) deferral procedures;
(4) dispatching; and
(5) any other operator’s MEL related procedures.

ETOPS training
SPA.ETOPS.105 ETOPS training programme – Dispatchers The operator’s training programme in respect to
ETOPS should provide training where applicable for
AMC 20-6 operations personnel other than flight crew (e.g.
dispatchers), in addition to refresher training in the
following areas:
a. ETOPS Regulations/Operations Approval

458.       b. Aeroplane performance/Diversion procedures      

c. Area of Operation
d. Fuel Requirements
e. Dispatch Considerations MEL, CDL, weather
minima, and alternate airports
f. Documentation

3 PROCEDURES
459. AMC3 ORO.MLR.100 3.1 Procedures for training & checking            

AMC3 ORO.MLR.100 3.2 Procedures to be applied in the event that personnel do

460. not achieve or maintain the required standards.
           

AMC3 ORO.MLR.100 3.3 Procedures to ensure that abnormal or emergency            
461.
situations requiring the application of part or all of the

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abnormal or emergency procedures, and simulation of

instrument meteorological conditions (IMC) by artificial
means are not simulated during commercial air transport
operations.

CAT.OP.MPA.275 Simulated abnormal situations in flight The operator shall ensure that when carrying
passengers or cargo the following are not simulated:

462.       (a) abnormal or emergency situations that require the      
application of abnormal or emergency procedures; or
(b) flight in IMC by artificial means.

4 DESCRIPTION OF DOCUMENTATION TO BE STORED & STORAGE PERIODS

ORO.GEN.220 Record-keeping – General (a) The operator shall establish a system of record-
keeping that allows adequate storage and reliable
traceability of all activities developed, covering in
particular all the elements indicated in ORO.GEN.200.
463.            
(b) The format of the records shall be specified in the
operator’s procedures.
(c) Records shall be stored in a manner that ensures
protection from damage, alteration and theft.

AMC1 ORO.GEN.220 Record-keeping – General (a) The record-keeping system should ensure that all
records are accessible whenever needed within a
464.       reasonable time. These records should be organised      
in a way that ensures traceability and retrievability
throughout the required retention period.

AMC1 ORO.GEN.220 Record-keeping – General (b) Records should be kept in paper form or in
electronic format or a combination of both. Records
stored on microfilm or optical disc format are also
465.       acceptable. The records should remain legible      
throughout the required retention period. The
retention period starts when the record has been
created or last amended.

AMC1 ORO.GEN.220 Record-keeping – General (c) Paper systems should use robust material which
can withstand normal handling and filing. Computer
systems should have at least one backup system
466.       which should be updated within 24 hours of any new      
entry. Computer systems should include safeguards
against the ability of unauthorised personnel to alter
the data.

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AMC1 ORO.GEN.220 Record-keeping – General (d) All computer hardware used to ensure data
backup should be stored in a different location from
that containing the working data and in an
environment that ensures they remain in good
condition. When hardware or software changes take
467.      
place, special care should be taken that all necessary
     
data continues to be accessible at least through the
full period specified in the relevant subpart. In the
absence of such indication, all records should be kept
for a minimum period of 5 years.

ORO.MLR.115 Record-keeping – Training records FCM licence & CCM attestation: as long as privileges
are exercised
Crew training, checking & qualification: 3 years

468.       Crew recent experience: 15 months      

Crew route, aerodrome & area of operation: 3 years
DG training: 3 years
Training of other personnel: Last 2 training records

AMC1 ORO.MLR.115 Record-keeping – Training records A summary of training should be maintained by the
469.       operator to show every crew member’s completion      
of each stage of training and checking.

ICAO Doc 9284 Dangerous goods record of training The DG record of training shall include:
- The individual’s name
- The most recent training completion
month
- A description, copy or reference to
470.       training materials used to meet the      
training requirements
- The name and address of the organisation
providing the training
- Evidence, which shows that a test has
been completed satisfactorily

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REMARKS

OPERATOR Declaration of compliance

Compliance Monitoring Manager name and signature: __

Place _

Date _
 

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