CAD-OPS

INSPECTING STAFF MANUAL -

Operations Manual – Part D – CAT
OPERATIONS Page 1 of 158

DOCUMENTATION ANALYSIS
OPERATIONS MANUAL
Part D : TRAINING

OPERATOR

Revision

INSPECTOR 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
REFERENCES
Reg. N°2019/1387
Reg. N°2019/1384
Reg No 2018/1042
Reg. N°1332/2011
Reg. N°300/2008
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OPERATIONS MANUAL – Part D

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

Item N° Reference Item A/NA Reference Compliance Criteria C/NC Remarks

ORO.MLR.100 The operator shall ensure that all personnel are able to
1. understand the language in which those parts of the OM
which pertain to their duties and responsibilities are written.
ORO.MLR.100 The content of the OM shall be presented in a form that can
2. 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) and Annex V (Part-SPA), as
3. ORO.GEN.110 (a) (a) A statement that the manual complies with all applicable applicable, and shall not contravene the conditions contained in the
regulations and with the terms and conditions of the operations specifications to the air operator certificate (AOC).
ORO.MLR.100 applicable Air Operator Certificate.

AMC3 ORO.MLR.100 (b) A statement that the manual contains operational Every flight shall be conducted in accordance with the provision of the
4. instructions that are to be complied with by the relevant 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
5. types/classes, variants 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.

AMC3 ORO.MLR.100 (d) Explanations and definitions of terms and words needed Definitions to be checked according annex I to regulation 965/2012.
6.
for the use of the manual.

7. 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.GEN.130(c), the operator shall supply the
ORO.MLR.100 (a) Details of the person(s) responsible for the issuance and competent authority with intended amendments in advance of the
Form CAD-OPS-OMD – Revision 7 – January 2023
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Item N° Reference Item A/NA Reference Compliance Criteria C/NC Remarks

insertion of amendments and revisions. effective date; and
For amendments to procedures associated with prior 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 revisions required
8. dates and effective dates. by the competent authority.
ORO.MLR.100

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

9. are not permitted except in situations requiring immediate
ORO.MLR.100 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 be made aware of
12. practicable, on charts and diagrams). the changes that are relevant to their duties.
ORO.MLR.100

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 manuals, The operator shall be capable of distributing operational instructions
amendments and revisions. and other information without delay.
ORO.AOC.150
All operations personnel shall have easy access to the portions of the
ORO.MLR.100 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
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Item N° Reference Item A/NA Reference Compliance Criteria C/NC Remarks

the operator.

1 DESCRIPTION OF SCOPE
AMC3 ORO.MLR.100 Description of scope Training syllabi and checking programmes for all operations personnel
15. assigned to operational duties 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 training
programmes and syllabi established by the operator in the OM.
16.
Note: No crediting can be given to operator specific training and
checking that was provided by a TCO if no BASA or delegated act
exists that is catering for such acceptance or crediting
AMC1 ORO.FC.145 (a) Provision of training, checking and assessment – training and (a) Training and checking programmes and syllabi should include as a
Checking Programmes and Syllabi minimum:
(1) when training and checking take place during the same session,
the distinction between the two;
(2) a list of the items covered;
(3) the minimum time allocation (duration);
(4) the means of delivery (e.g. FSTD, OTD, computer-based, VR, etc.);
17.
(5) the personnel providing the training and conducting the checks.
(b) Further details on the training and checking programmes and
syllabi should be included in the operations manual depending on the
complexity of the operations (e.g. further contextualisation of the
training programme, details of the airport in which some items will be
covered, time allocation to brief and debrief, whether the item to be
trained is a legal requirement or an SMS item, etc.).
[applicable from 26 March 2023]

18. GM1 ORO.FC.145 (a) Provision of training, checking and assessment – training and The syllabus lists the topics to be covered in a training and checking
Checking Programmes and Syllabi programme. A syllabus may include:
— the personnel providing the training and conducting the checks;

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— a description of the content;
— the means of delivery (e.g. FSTD, aircraft, OTD, (virtual) classroom,
computer-based training, VR, etc.);
— the minimum time allocation (duration);
— the prerequisites to be fulfilled before starting the training or
checking;
— the standard of performance;
— the training objectives;
— a reference to training/checking material;
— the checking requirements, if any;
— when training and checking is combined, the distinction between
trained and checked items.
[applicable from 26 March 2023]

ORO.FC.145(b) Provision of training, checking and assessment – Changes to When establishing the training programmes and syllabi, the operator
FSTD shall include the relevant elements defined in the mandatory
19.
elements for the 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, checking and assessment – Non- When establishing the training programmes and syllabi, the operator
Mandatory elements should include the non-mandatory (recommendation) elements for
20.
the relevant type that are provided in the operational suitability data
in accordance with Regulation (EU) No 748/2012.

ORO.FC.145(c) Provision of training, checking and assessment – Changes to In the case of CAT operations, training and checking programmes,
FSTD including syllabi and the use of the means to deliver the programme
21.
such as individual flight simulation training devices (FSTDs) and other
training solutions, shall be approved by the competent authority.

GM1 ORO.FC.220(f) Operator conversion training and checking - Specific For a new AOC or for the addition of a new aircraft type or class to the
Conversion Course to be Used Temporarily for a Limited fleet, the operator may contact the competent authority to agree on
ORO.FC.145 (c) Number of Pilots — New AOC or Addition of a New Aircraft a specific conversion course to be included in the operations manual
Type or Class to the Fleet (CAT requires approval in accordance with ORO.FC.145 point (c)) to
22.
be used temporarily for a limited number of pilots. The specific course
may include an agreement on the minimum experience of the pilots,
the required experience of the line supervisor and line checkers
amongst others.

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Item N° Reference Item A/NA Reference Compliance Criteria C/NC Remarks

ORO.FC.145 (d) Provision of training, checking and assessment – Changes to The FSTD used to meet the requirements of this Subpart shall be
FSTD qualified in accordance with Regulation (EU) No 1178/2011 and it
23. 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.

AMC2 ORO.FC.145 (d) Provision of training, checking and assessment – FSTDS (a) Before the operator extracts the data from an FSTD that can be
related to a pilot, it should develop a data access and security policy.
(b) ‘Availability’ and ‘accessibility’ of FSTD used in this Subpart.
(1) ‘Available FSTD’ refers to any flight simulation training device
(FSTD) that is vacant for use by the FSTD operator or by the
customers irrespective of any time consideration.
24.
(2) ‘Accessible’ refers to a device that can be used by the operator to
conduct training or checking pertaining to this Subpart, and by the
nominated person conducting the training or checking.
More information on these definitions can be found in Part-FCL of
Regulation (EU) No 1178/2011.
[applicable from 26 March 2023]

GM1 ORO.FC.145 (d) Provision of training, checking and assessment – (a) Without prejudice to applicable national legislation on the
Confidentiality and Protection of Training Data in Commercial protection of individuals with regard to the processing of personal
Air Transport data, for the training conducted in accordance with ORO.FC.145 the
operator may have a training data access and security policy
(including the procedure to prevent disclosure of crew identity).
(b) If the operator decides to have such a policy, it should:
(1) be agreed by all parties involved (airline management and flight
crew member representatives nominated either by the union or the
25. flight crew themselves);
(2) be in line with the organisation’s safety policy in order to not make
available or to not make use of the training data to attribute blame or
liability.
(c) The training data access and security policy may include a policy
for access to information only to specifically authorised persons
identified by their position in order to perform their duties.
[applicable from 26 March 2023]

26. ORO.FC.145 (e) Provision of training, checking and assessment – Changes to The operator shall establish a system to adequately monitor changes

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FSTD to the FSTD and to ensure that those changes do not affect the
adequacy of the training programmes.

27. AMC1 ORO.FC.145 Provision of Training, checking and assessment - Acceptance (a) If the operator chooses to make use of previous training received
of Previous Training for Non-Commercial Operations with by the pilot, the operator should develop a policy for the crediting of
Complex Motor-powered Aircraft, Including Non-Commercial such training. Details of such policy should be included in the
Specialised Operations operations manual.
(b) The policy should as a minimum include measures to assess:
(1) the content of the previous training;
(2) whether the previous training was delivered by suitably qualified
personnel or organisations;
(3) whether the aircraft, FSTD or other equipment used for the
previous training was sufficiently similar to the aircraft and equipment
the crew member will operate; and
(4) whether the operating procedures used during such previous
training were sufficiently representative of the procedures used by
the new operator.
(c) Where previous training delivered by other suitably qualified
personnel or organisations is found to satisfy all or some of the
requirements in ORO.FC.120, the training may be credited and an
abbreviated conversion course may be used. Such an abbreviated
course should cover all items not credited from previous training.
(d) Where a pilot flies for more than one operator and the training
delivered by that other operator is found to satisfy some of the
requirements of ORO.FC.130, then such training may be credited and
an abbreviated recurrent training programme may be used. Such an
abbreviated recurrent training programme should cover all items not
credited from the training delivered by the other operator.
(e) An aircraft operator remains responsible for all training required
by this Part regardless of whether the training is conducted by the
operator, another operator, a certified organisation or another
subcontractor, as defined in ORO.GEN.205.
(f) An operator accepting any previous training should be satisfied
that the flight crew member is competent to operate in accordance
with that operator’s procedures and to use the specific equipment
installed on the aircraft to be operated.

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(g) Previous training needs to be formally documented.
h) The assessment under (b) and the documents referred to under (g)
should be stored as part of the crew member training, checking and
qualifications records.

GM1 ORO.FC.145 Provision of Training, checking and assessment - Policy for If the operator chooses to make use of previous training received by
Acceptance of Previous Training and Checking for Other Than the pilot, in accordance with AMC1 ORO.FC.145, the operator may
28. Commercial Air Transport Operations (NCC) wish to enter into arrangements with other operators in order to
satisfy the requirements of ORO.GEN.205 in relation to contracted
training providers or other aircraft operators

AMC1 ORO.FC.145(d) Provision of training, checking and assessment – 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
29. - Level B differences
- Level C differences
- 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 Subpart shall be
30.
conducted by appropriately qualified personnel.

AMC1 ORO.FC.146 Personnel providing training, checking and assessment - Training and checking should be provided by the following personnel:
Personnel Conducting Training and Checking — General
(a) Ground and refresher training by suitably qualified personnel;
(b) Emergency and safety equipment training and checking by suitably
qualified personnel as specified in the operator’s manual;
(c) CRM (1) Integration of CRM elements into the different phases of
training by all the personnel conducting the training, as per AMC1 and
31. AMC2 ORO.FC.115.
(2) The operator should ensure that all personnel conducting such
training are suitably qualified to integrate elements of CRM into this
training.
(3) Classroom CRM training by at least one CRM trainer, qualified as
specified in AMC2 ORO.FC.146 who may be assisted by experts in
order to address specific areas.

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ORO.FC.146 (b) Personnel providing training, checking and assessment – In the case of flight and flight simulation training, checking and
Flight and Flight Simulation Training and Checking assessment, the personnel that provide the training and conduct the
checking or assessment shall be qualified in accordance with Annex I
32. (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.

33. AMC1 ORO.FC.146(b) Personnel providing training, checking and assessment – Training and checking should be provided by the following personnel:
Personnel Providing Aircraft/FSTD Training and Conducting
Operator Proficiency Checking and Qualified Under Annex I (a) Flight training by a type rating instructor (TRI) or class rating
(Part-FCL) to Regulation (EU) No 1178/2011 instructor (CRI), flight instructor (FI) or, in the case of the FSTD
content, a synthetic flight instructor (SFI). For commercial air
transport, the FI, TRI, CRI or SFI should satisfy the operator’s
experience and knowledge requirements sufficiently to instruct on
aircraft systems and operational procedures and requirements.
(b) Operator proficiency check by a type rating examiner (TRE), class
rating examiner (CRE) or, if the check is conducted in an FSTD, a
synthetic flight examiner (SFE). The TRE, CRE or SFE should be trained
in CRM concepts and the assessment of CRM skills.
(c) For aircraft/FSTD training, line flying under supervision, operator
proficiency checks and line checks, if the training or checking includes
multi-pilot operations in helicopters, in addition to (a) and (b) the
personnel conducting training or checking should have 350 hours
flying experience in multi-pilot operations.
(d) In the case of CAT operations in helicopters, the 350 hours flying
experience in multi-pilot operations defined in (c) may be reduced on
an individual basis, as part of the approval of the training and
checking programmes. The operator may apply for such a reduced
flying experience based on the unavailability of experienced pilots in
both multi-pilot operations and in their types of operations. A
FI/TRI/SFI rating and MCC training in helicopters should be a
prerequisite for any reduced flying experience in multi-pilot
operations. In addition, the operator should define mitigation
measures after having performed a risk assessment. The following
should be taken into account:
(1) flying experience criteria in single-pilot operations in the types of
operations;
(2) any other training, checking, recency and experience criteria;

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(3) robustness and maturity of multi-pilot SOPs.
(e) In the case of training and checking towards the relevant aspects
associated with a specialised operation, points (j)(2) to (j)(4) of AMC1
ORO.FC.146(e);(f)&(g) should apply.

ORO.FC.146 (c) Personnel providing training, checking and assessment – For an EBT programme, the personnel that performs assessment and
Evidence Based Training provides training shall:
(1) hold an Annex I (Part-FCL) instructor or examiner certificate.

34. (2) complete the operator’s EBT instructor 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.

AMC1.ORO.FC.146 (c) Personnel providing training, checking and assessment – EBT (a) Before delivering the operator’s EBT programme, the instructor
Instructor – Initial Standardisation Programme should complete an EBT instructor initial standardisation programme
composed of:
35.
(1) EBT instructor training; and
(2) EBT assessment of competence.

36. AMC1.ORO.FC.146 (c) Personnel providing training, checking and assessment – EBT (b) The EBT instructor training course should be delivered by at least
Instructor Training 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;

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(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 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.

37. AMC1.ORO.FC.146 (c) Personnel providing training, checking and assessment – EBT (e) Prior to conducting assessment and training within an EBT
Instructor Assessment of Competence 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
(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

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Regulation (EU) No 1178/2011

AMC2.ORO.FC.146 (c) Personnel providing training, checking and assessment – EBT The EBT instructor should:
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 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,

38. 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 EBT 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), the line evaluation of competence may be
Evidence Based Training – Line Evaluation conducted by a suitably qualified commander nominated by the
39.
operator that is standardised in EBT concepts and the assessment of
competencies (line evaluator).

ORO.FC.146 (e) Personnel providing training, checking and assessment – Notwithstanding point (b), the aircraft/FSTD training and the operator
Aircraft/FSTD Training - Qualifications of trainer 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:
(1) CAT operations of helicopters meeting the criteria defined in point
40. 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).

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ORO.FC.146 (f) Personnel providing training, checking and assessment – Notwithstanding point (b), the aircraft/FSTD training and the
Aircraft/FSTD training – Qualifications of trainer – contd. demonstration of competence/operator proficiency check may be
conducted by a suitably qualified pilot-in-command/commander
nominated by the operator for any of the following operations:
41.
(1) specialised operations;
(2) CAT operations of aeroplanes meeting the criteria defined in point
ORO.FC.005(b)(2).

ORO.FC.146 (g) Personnel providing training, checking and assessment – Line Notwithstanding point (b), the line check may be conducted by a
42.
Check – Qualifications suitably qualified commander nominated by the operator.

AMC1 ORO.FC.146(e); Personnel providing training, checking and assessment - (a) The nominated PIC/commander conducting training should either
(f)&(g) suitably qualified pic or commander nominated by the be qualified as an instructor under Regulation (EU) No 1178/2011 or
operator — general receive training which should cover at least:
(1) techniques of briefing and debriefing;
(2) CRM concepts and CRM assessment;
(3) for SPO, which manoeuvres the nominated PIC/commander
should not train or check unless qualified as an instructor
(b) In addition, the nominated PIC/commander conducting operator
proficiency checks or line checks should either be qualified as an
examiner under Regulation (EU) No 1178/2011 or receive additional
training which should cover at least:
43. (1) how to perform a check;
(2) flight techniques applicable to checks performed in flight;
(3) the assessment of CRM skills.
(c) The nominated PIC/commander conducting aircraft/FSTD training,
line flying under supervision, operator proficiency checks or line
checks taking place under multi-pilot operations in helicopters should
have 350 hours flying experience in multi-pilot operations.
(d) The nominated PICs/commanders, or the criteria for nominating
PICs/commanders, should be included in the operations manual.
(e) The nominated PIC/commander should be type rated or class
rated in the type or class where he or she provides the training,
checking or assessment.

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AMC1 ORO.FC.146(e); Personnel providing training, checking and assessment - CAT — SUITABLY QUALIFIED COMMANDER OR INSTRUCTOR
(f)&(g) suitably qualified pic or commander nominated by the NOMINATED BY THE OPERATOR
operator — general
(f) For CAT operations under VFR by day, the minimum experience of
the nominated commander should be more than 750 hours total
flight time with at least 50 hours on the type, class or the aircraft
variant.
(g) For CAT operations in performance class B aeroplanes under night
VFR or under IFR, the minimum experience of the nominated
commander should be more than 1 000 hours total flight time with at
least 100 hours on the type, class or the aircraft variant.
(h) In the case of CAT operations in helicopters, the 350 hours flying
experience in multi-pilot operations defined in (c) may be reduced on
an individual basis, as part of the approval of the training and
checking programmes. The operator may apply for such a reduced
flying experience based on the unavailability of experienced pilots in
44. both multi-pilot operations and in their types of operations. An
FI/TRI/SFI rating and MCC training in helicopters should be a
prerequisite for any reduced flying experience in multi-pilot
operations. In addition, the operator should define mitigation
measures after having performed a risk assessment. The following
should be taken into account:
(1) flying experience criteria in single-pilot operations in the types of
operations;
(2) any other training, checking, recency and experience criteria; and
(3) robustness and maturity of multi-pilot SOPs.
(i) ORO.FC.220 (f) allows the operator to develop a specific conversion
course to address an operational circumstance, when the operator
intends to have pilots temporally joining the operator to conduct line
checks. The content of the specific operator’s conversion course is
included in AMC1 ORO.FC.220(f).

45. AMC1 ORO.FC.146(e); Personnel providing training, checking and assessment - SPO — SUITABLY QUALIFIED PIC OR INSTRUCTOR NOMINATED BY THE
(f)&(g) suitably qualified pic or commander nominated by the OPERATOR
operator — general
(j) For SPO, the person conducting the aircraft/FSTD training and the
operator proficiency check should meet the following criteria:
(1) Training and checking covering normal, abnormal and emergency
procedures relevant to the type or variant should be conducted in

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accordance with AMC1 ORO.FC.146(b).
(2) Training and checking covering the relevant aspects associated
with HEC and HESLO should be conducted by a HEC or HESLO
instructor as defined in AMC1 SPO.SPEC.HEC.100 and AMC1
SPO.SPEC.HESLO.100.
(3) Training and checking covering the relevant aspects associated
with a specialised operation other than HEC and HESLO should be
conducted by a nominated PIC with the following flight experience:
(i) at least 750 hours total flight time with at least 50 hours on the
type, class or aircraft variant;
(ii) for specialised operations other than HEC and HESLO, either:
(A) at least 350 hours in the applicable specialised operation; or
(B) 800 hours in specialised operations and the number of hours in
the applicable specialised operation as defined by the operator, based
on a risk assessment, taking into account the complexity of the
relevant aspects associated with the applicable specialised operation.
Flight experience in HHO, firefighting flight experience and flight
experience in the search component of search and rescue flights may
be credited towards the 800 hours in specialised operations. In
addition, up to 200 hours of experience in CAT operations (other than
HHO) may be credited towards the 800 hours in specialised
operations.
(4) In addition to (2) and (3) above, flight training and checking of
sensitive type-related manoeuvres in combination with the training
and checking of the relevant aspects associated with a specialised
task, should be conducted by a qualified instructor.
(k) In addition to (j) above, if the SPO operator combines the operator
proficiency check with a licence proficiency check, the person
conducting the check should meet the requirements for licence
proficiency checks.

46. AMC1 ORO.FC.145(g) Personnel providing training, checking and assessment – (a) When the recency, training or check is completed within the last 3
Validity Period of Recurrent Assessment, Training and months of the validity period, the new validity period should be
Checking counted from the original expiry date.
(b) When the recency, training or check is completed before the last 3
months of the validity period, the new validity period should be
counted from the end of the month when the recency, training or

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check was completed and not from the original expiry date.
(c) Notwithstanding (a), the revalidation of CRM instructor and EBT
instructor qualifications should follow AMC2 ORO.FC.146 and AMC2
ORO.FC.146(c).

ORO.FC.146 (h) Personnel providing training, checking and assessment – The operator shall inform the competent authority about the persons
47.
Notification to the authority nominated under points (e) to (g).

Command course
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 a minimum of:
48.
(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 to another when
course for helicopter upgrading to commander:
(a) the command course should also include a conversion course in
49.
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 training are
50. integrated into the command course, as specified in Table 1 of (g)
AMC1 ORO.FC.115.

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Route, area & aerodrome knowledge
ORO.FC.105 Route, area & aerodrome knowledge The pilot-in-commander/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
51.
aerodromes, facilities and 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.

AMC1 ORO.FC.105(b) Route, area & aerodrome knowledge – Route & area The operator should comply with the national training and checking
(2) ;(c) requirements published in the aeronautical information publication
(AIP).
(1) The objective of area and route training should be to ensure that
the pilot has knowledge of:
(i) terrain and minimum safe altitudes;
52.
(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.

53. AMC1 ORO.FC.105(b) Route, area & aerodrome knowledge – Route & area (2) Another objective of the area and route training should be to
(2);(c) ensure that the pilots are aware of the most significant underlying
risks and threats of a route or an area that could affect their
operations following the ‘threat and error management model’ or an
alternative risk model agreed with the authority.
(3) The area and route familiarisation training should:
(i) be based on an assessment by the operator of the underlying risks
and threats of a route or an area using:
(A) internal evidence;
(B) external evidence;
(ii) be conducted:
(A) as an initial training before operating to a route and area;
(B) as a refresher training after not operating to a route and area for

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12 months.
(4) The area and route familiarisation training should be delivered
using different methods and tools.
(i) The selection of the method and tools should result from a
combination of the learning objectives and the type of risk or threat
that needs to be trained.
(ii) The selection of the appropriate method and tool should be driven
by the desired outcome in terms of adequate knowledge and
awareness.
(iii) The methods and tools employed should include one or more of
the following: Training in a flight simulation training device (FSTD),
computer-based training, familiarisation flight as a pilot in-
command/commander or co-pilot under supervision or an observer,
video training, virtual reality training, familiarisation by self-briefing
with route documentation and audio training.

AMC1 ORO.FC.105(b) Route, area & aerodrome knowledge – Aerodrome Aerodrome familiarisation should include knowledge of obstructions,
(2);(c) physical layout, lighting, approach aids and arrival, departure, holding
54.
and instrument approach procedures, applicable operating minima
GM1 ORO.FC.105(c) and ground movement considerations.

AMC1 ORO.FC.105(b) Route, area & aerodrome knowledge – Aerodrome category The commander should be briefed, or self-briefed by means of
(2);(c) B programmed instruction, on the category B aerodrome(s) concerned.
The completion of the briefing should be recorded. This recording
55.
may be 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) Route, area & aerodrome knowledge – Aerodrome category The commander should be briefed and visit the aerodrome as an
(2);(c) C observer and/or undertake instruction in a suitable FSTD. The
56.
completion of the briefing, visit and/or instruction should be
recorded.

AMC2 ORO.FC.105(b) Route, area & aerodrome knowledge – General The operator should comply with the national training and checking
(2);(c) requirements published in the AIP.
57.
[applicable from 26 March 2023]

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

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(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) The 36-month period should be counted from the last day of the
month:
(1) when the familiarisation training was undertaken; or
(2) when the latest operation on the route or area was flown.

AMC2 ORO.FC.105(c) Route, area & aerodrome knowledge – Recency – Perfo class In the case of CAT operations with performance 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
59. only if:
(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.

60. AMC1 ORO.FC.105(d) Route, area & aerodrome knowledge – Area Familiarisation (a) The area familiarisation training for day VFR should ensure that a
Training that Includes Route /Aerodrome Familiarisation — pilot is capable of selecting aerodromes and operating sites from the
Helicopters ground and from the air, and of establishing a safe flight path for
landing and take-off.
AREA FAMILIARISATION TRAINING
(b) The following areas and conditions should require specific area
familiarisation training:
(1) mountain environment;
(2) offshore environment;

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(3) complex airspace;
(4) areas that are regularly covered by snow and are prone to white-
out phenomena during the cruise or landing phase; and
(5) other challenging areas or conditions.

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

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

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

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

CAT.POL A.255 (b)(2) Reduced landing distance operations (Performance Class A) The operator shall ensure that flight crew training programmes for
(iv) reduced required landing distance operations include ground training,
Crew training programme is split into these four elements - flight simulation training device (FSTD).
AMC1
CAT.POL.A.255(b)(2) - Ground Training
65.
(iv) - FSTD Training and/or Flight Training
- Conversion Training

- Recurrent Training and Checking

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

CRM - Generalities
67. ORO.FC.115 CRM Training (a) Before operating, the flight crew member shall have received CRM

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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 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
68.
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
69. environment, so that 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 EBT: advanced CBT
70. 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 (i) Whenever practicable, parts of the CRM training should be
conducted in FSTDs that reproduce a realistic operational
environment and permit interaction. This includes but is not limited
to line-oriented flight training (LOFT) scenarios.
71. (ii) If the operator proficiency check is conducted in a FSTD, it should
include a line-oriented flight during which a complementary CRM
assessment should take place, in conditions that reproduce a realistic
operational environment.
[applicable from 26 March 2023 — ED Decision 2022/014/R]

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

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emergency procedures.

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

AMC1 ORO.FC.115 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
74.
be characterised by a performance orientation, with emphasis on
standards of wperformance 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 that the content
75. 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.

76. AMC1 ORO.FC.115 CRM – Syllabus – Automation and philosophy on the use of (i) The CRM training should include training in the use and knowledge
automation 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 this understanding difficult.
(iii) If conducted in an FSTD, the training should include automation

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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
77. pilot 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 standard solutions;
78. 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.

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

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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 approaches to the same situation or
80. 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, its company
culture culture, the type of operations and the associated procedures of the
81.
operator. This should include areas of operations that may lead to
particular difficulties or involve unusual hazards.

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
82. instances or examples of 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.

83. 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

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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;
(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) Virtual classroom
Notwithstanding (a)(2) of AMC1 ORO.FC.115, classroom training may
take place remotely, using a videoconferencing tool. The tool should
permit real-time interaction between the trainees and the trainer,
including speech and elements of body language. It should also be
capable of transmitting any document to the trainee that the trainer
wishes to present. The CRM trainer should establish the list of
trainees in advance. Their numbers should be limited to 6 to ensure a
sufficient level of interaction during the training session.
(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.

84. GM8 ORO.FC.115 CRM – Virtual Classroom Training — Single-Pilot Operations (a) A successful virtual classroom training relies on the ability of the
trainer to make best use of the associated technologies in the context
of CRM training. The flight crew CRM trainer may need to receive
appropriate training covering the following: (1) learning style;
(2) teaching method associated with virtual classroom instruction,
such as videoconferencing, and a familiarisation with the virtual

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classroom instruction system in use, including management of time,
training media and equipment and tools.
(b) The assessment of CRM skills may be used by the operator to
improve the CRM training system by evaluating de-identified
summaries of all CRM assessments.
(c) The requirement of ORO.GEN.140 for the operator to grant access
to the competent authority also applies to the virtual classroom
training.
(d) More information on virtual classroom training is provided in the
EASA Guidance for allowing virtual classroom instruction and distance
learning.

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 received theoretical
85. 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.

AMC1 ORO.FC.215 Initial operator’s CRM training – Trainer Qualification (a) cover the applicable provisions of AMC1 ORO.FC.115, including the
training elements as specified in Table 1 thereof; and
(b) be conducted by a flight crew CRM trainer who is qualified as
specified in AMC3 ORO.FC.115.
86.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
(b) be conducted by a flight crew CRM trainer who is qualified as
specified in AMC2 ORO.FC.146.
[applicable from 26 March 2023 — ED Decision 2022/014/R]

87. 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 of operation of a new operator is
AMC1 ORO.FC.115 not different, the new operator should not be required to provide the
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

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(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 training hours in classroom training.
88. initial operator’s CRM training for single-pilot operations: 6 training
hours.

CRM trainer
ORO.FC.215 CRM trainer - Introduction The provisions described below:
AMC2 ORO.FC.146 (1) should be fulfilled by flight crew CRM trainers responsible for
classroom CRM training; and
(2) are not applicable to:
89.
(i) instructors, holding a certificate in accordance with Commission
Regulation (EU) No. 1178/2011, when conducting CRM training in the
operational environment; and
(ii) trainers or instructors when conducting training other than CRM
training, but integrating CRM elements into this training.

90. 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:
[applicable until 25
March 2023] (i) have adequate knowledge of the relevant flight operations;
AMC2 ORO.FC.146 (ii) have adequate knowledge of human performance and limitations
(HPL), whilst:
[applicable from 26
March 2023] (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

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(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).
(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).
[applicable until 25 March 2023 — ED Decision 2022/014/R]
(1) Prerequisites. A flight crew CRM trainer should:
(i) have adequate knowledge of human performance and limitations
(HPL), whilst:
(A) having obtained a commercial pilot licence in accordance with
Commission Regulation (EU) No 1178/2011; or
(B) having followed a theoretical HPL course covering the whole
syllabus of the HPL examination;
(ii) have completed flight crew initial operator’s CRM training;
(iii) have received training in group facilitation skills, except for
instructors holding a certificate in accordance with Commission
Regulation (EU) No 1178/2011.
(2) In order to qualify as flight crew CRM trainer, a person meeting
the prerequisites should:
(i) have adequate knowledge of the relevant flight operations at one
operator, in accordance with (d);
(ii) receive the initial training in accordance with (c)(3); and

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(iii) be assessed by that operator in accordance with (f).
(3) In order to act as flight crew CRM trainer at an operator, a
qualified and current flight crew CRM trainer should meet one of the
following conditions:
(i) have adequate knowledge of the relevant flight operations at that
operator, in accordance with (d); or
(ii) be part of a team of trainers in accordance with (e).
(4) The period of validity of the flight crew CRM trainer qualification
should be 3 years.
(5) Recency and renewal of the flight crew CRM trainer qualification
(i) The flight crew CRM trainer should complete CRM trainer refresher
training within the last 12 months of the 3-year validity period; and
(ii) The flight crew CRM trainer should meet one or both of the
following conditions:
(A) conduct at least 3 CRM training events within the 3-year validity
period;
(B) be assessed within the last 12 months of the 3-year validity period
in accordance with (f); and
(iii) If the flight crew CRM trainer qualification has expired, it can be
renewed if all of the conditions below are met. The validity should be
3 years after completion of (A) and (C) below, whichever comes first:
(A) complete CRM trainer refresher training;
(B) receive refresher training on knowledge of the relevant flight
operations, as necessary;
(C) be assessed in accordance with (f).
[applicable from 26 March 2023]

91. ORO.FC.215 CRM trainer – Training and Checking (1) Training of flight crew CRM trainers should be both theoretical and
practical. Practical elements should include the development of
AMC3 ORO.FC.115 specific trainer skills, particularly the integration of CRM into line
[applicable until 25 operations.
March 2023] (2) The basic training of flight crew CRM trainers should include the
AMC2 ORO.FC.146 training elements for flight crew, as specified in Table 1 of AMC1

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[applicable from 26 ORO.FC.115. In addition, the basic training should include the
March 2023] 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).
(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.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
(1) If the operator trains flight crew CRM trainers, the training syllabi
should be described in the operations manual. The operator should
ensure that the initial and refresher training of the flight crew CRM
trainers are conducted by flight crew CRM trainers with a minimum of
3 years of experience.
(2) Training of flight 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 line

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operations.
(3) The initial training of flight crew CRM trainers should include the
following:
(i) introduction to CRM training and competencies for CRM trainers:
(A) ability to interact with and manage a group;
(B) ability to pre-plan an objective and timely training session;
(C) ability to deliver a good balance of ‘telling’, ‘selling’ and
‘facilitating’;
(D) ability to connect realistically poor and good CRM to the
operations;
(E) ability to assess the performance, the progress and needs of
trainees in a meaningfully way;
(ii) operator’s management system as defined in point (a)(7) of AMC1
ORO.FC.115; and
(iii) characteristics of the flight crew CRM training as defined in Table
1 of AMC1 ORO.FC.115 and its integration into line operations:
(A) the different types of CRM trainings (initial, recurrent, etc.);
(B) combined training; and
(C) training related to the type of aircraft or operation.
Instructors holding a certificate in accordance with Commission
Regulation (EU) No 1178/2011 may be credited towards (i) and (ii) if
they have completed the refresher training defined in (4).
(4) The refresher training of flight crew CRM trainers should include
new methodologies, procedures and lessons learned, as well as
additional topics such as the following:
(i) Group facilitation skills including team dynamics, moderation skills
and use of questions
(ii) Course preparation, defining objectives and selecting methods to
best convey knowledge (e.g. lecture, group work, case analysis,
gamification, scenario-based training, individual research)
(iii) Safety culture and management systems

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(iv) An example of an analysis of CRM factors in an accident or serious
incident.
(v) New developments or research in human factors and CRM
(vi) TEM principles and their practical implementation in normal
operations
(5) Instructors, holding a certificate in accordance with Commission
Regulation (EU) No 1178/2011, who are also CRM trainers, may
combine the CRM trainer refresher training with instructor refresher
training if the instructor refresher training meets all of the conditions
defined in (4).
(6) Instructors for other-than complex motor-powered aeroplanes
should be qualified as flight crew CRM trainers for this aircraft
category with no additional training, as specified in (3) and (4) when:
(i) holding a certificate in accordance with Commission Regulation
(EU) No 1178/2011; and
[applicable from 26 March 2023]

92. ORO.FC.215 CRM trainer - Assessment (1) A flight crew CRM trainer should be assessed by the operator
when conducting the first CRM training course. This first assessment
AMC3 ORO.FC.115 should be valid for a period of 3 years.
[applicable until 25 (2) The operator should ensure that the process for the assessment is
March 2023] included in the operations manual describing methods for observing,
AMC2 ORO.FC.146 recording, interpreting and debriefing the flight crew CRM trainer. All
personnel involved in the assessment must be credible and
[applicable from 26 competent in their role.
March 2023]
See GM7 ORO.FC.115
GM7 ORO.FC.115
[applicable until 25 March 2023 — ED Decision 2022/014/R]
(1) The operator should ensure that the process for 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.
(2) The assessment should enable the flight crew CRM trainer to
demonstrate the knowledge and ability to train the CRM training
elements in the non-operational environment. Special attention
should be given to fields such as group management, group dynamics
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and personal awareness.
(3) The initial assessment of a flight crew CRM trainer by the operator
may take place when conducting their first CRM training course.
(4) The assessment of flight crew CRM trainers should be conducted
by flight crew CRM trainers with a minimum of 3 years of experience.
[applicable from 26 March 2023]

93. 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;
[applicable until 25
March 2023] (ii) be assessed within the last 12 months of the 3-year validity period
by the operator; and
AMC2 ORO.FC.146
(iii) complete CRM trainer refresher training within the 3-year validity
[applicable from 26 period.
March 2023]
(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.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
The operator should only select a qualified and current flight crew
CRM trainer meeting the conditions defined in (d) or (e) below:
(d) Knowledge of the relevant flight operations
(1) The operator should evaluate the experience and knowledge of
the flight crew CRM trainer. The evaluation of the operator should
include at least:
(i) the operational experience of the flight crew CRM trainer as a flight
crew member;
(ii) whether this experience as a flight crew member or a former flight
crew member covers the aircraft category, the aircraft generation and

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the form of operations, as relevant to the operator.
(2) If the flight crew CRM trainer does not have the relevant
knowledge of the relevant flight operation based on the evaluation in
(1), the operator should provide training to the flight crew CRM
trainer to provide the adequate knowledge.
(3) The operator should describe the assessment and training in the
operations manual.
(ii) fulfilling the provisions of (b)(2) or (b)(5).
(e) Team of CRM trainers
If the flight crew CRM trainer is qualified in accordance with (b) but
does not meet the conditions defined in (d), he or she may be assisted
by a training assistant that has the knowledge of the relevant flight
operations. The operator should ensure that all the following
conditions are met:
(1) The training assistant should meet the condition defined in (c) but
needs not meet the conditions defined in (b). The training assistant
should be an instructor or have experience in ground training.
(2) The flight crew CRM trainer and the training assistant should
prepare the training session together and adapt it to the operational
needs of the operator.
(3) If the flight crew CRM trainer and the training assistant have
already provided training for the operator or for a similar operator,
the operator may determine that condition (2) is met.
(4) The flight crew CRM trainer and the training assistant should
provide the training together.
(5) The flight crew CRM trainer remains responsible for the training.
[applicable from 26 March 2023]

94. GM2 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-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

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(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.

95. (2) The flight crew member’s CRM skills should be 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;

96. (ii) serve to identify additional training, where 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, including the required CRM
97.
standards and the terminology used for the assessment, should be
published in the operations manual.

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

98. (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.

99. 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.

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(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 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,
100. to be applied in the event that flight crew members do not achieve or
maintain the required CRM standards.

Operator conversion training

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:
(1) when changing to an aircraft for which a new type or class rating is
101. 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.

102. ORO.FC.120 Operator conversion training – Form of Operations — Single- The training for conversion from single-pilot operations to multi-pilot
Pilot Helicopters operations and vice versa on a given helicopter type, as specified in
GM1 ORO.FC.120 point FCL.725(d)(2) of Annex I (Part-FCL) to Regulation (EU) No
1178/2011, should take into account all of the following:
(a) the SOPs of the operator;

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(b) the flight crew member’s previous trainings and experience.

MCC training is generic to all types. A pilot holding a certificate of

completion of MCC training requires additional training to implement
the multi-pilot SOPs of a given helicopter type.

AMC3 ORO.FC.120 Operator conversion training – SPO Operator Conversion (a) General
Course – Ground Training
The operator conversion training should include ground training and
checking, including all of the following:
(1) aircraft systems,
(2) normal procedures, which include flight planning ground-handling
and flight operations, including performance, mass and balance, fuel
103. schemes selection of alternates, and ground de-icing/anti-icing;
(3) abnormal and emergency procedures, which include pilot
incapacitation as applicable;
(4) a review of relevant samples of accident/incident and occurrences
to increase awareness of the occurrences that may be relevant for the
intended operation.
[applicable from 26 March 2023]

104. AMC3 ORO.FC.120 Operator conversion training – SPO Operator Conversion If a flight crew member undergoes training with regard to SOPs
Course – Specialised Operations related to a specialised operation, either as part of an equipment and
procedure training or a conversion training, the following should
apply:
(b) Initial training for a given specialised operation
(1) In-depth training should achieve competence in carrying out
normal, abnormal and emergency procedures, covering the SOPs
associated with the specialised task.
(2) The training should include ground training associated with the
specialised task, completed before any flight training in an aircraft
commences.
(3) If one or more task specialists are on board, the training should
include emergency and safety equipment training, completed before
any flight training in an aircraft commences. The training should
ensure that all emergency equipment can be used timely and

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efficiently, that an emergency evacuation and first aid can be
conducted, taking into account the training and operating procedures
of the task specialist(s).
(4) Unless the flight crew member has significant experience in similar
specialised operations as defined in the operations manual, the
training should include aircraft/FSTD training associated with the
specialised task.
(c) Initial training and experience for any level of HEC and HESLO
operations: AMC1 SPO.SPEC.HEC.100 and AMC1 SPO.SPEC.HESLO.100
should apply in combination with point (b) above.
(d) Training when changing operators
(1) The training should focus on the elements of the SOPs that are
specific to the operator.
(2) The operator should determine the amount of training required in
the operator’s conversion course in accordance with the standards of
qualification and experience specified in the operations manual,
taking into account the flight crew member’s previous training and
experience in the given specialised operation and in similar
operations.
(e) Training when changing specialised operations within the same
operator, with previous experience of the specialised operation: point
(d) above should apply.
(f) Training when changing types or variants: The training should focus
on the elements of the SOPs that are specific to the type or variant.
The operator should assess whether the flight crew should require
ground training, aircraft/FSTD training or both, when changing type or
variants within the framework of the same specialised operations.
The assessment should take the following into account:
(1) the validity of the flight crew type rating;
(2) the experience and recency of the flight crew on the type or
variant;
(3) whether any type or variant specific procedures exist;
(4) differences in equipment related to the specialised operations;
(5) differences in limitations or procedures related to the specialised

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operations.
[applicable from 26 March 2023]

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
105. supervision (LIFUS); and
(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.

106. 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;
(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.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

The operator conversion training should include, in the following

order:
(i) ground training and checking, including all of the following:
(A) aircraft systems;
(B) normal procedures, which include flight planning and ground-
handling and flight operations, including performance, mass and
balance, fuel schemes, selection of alternates, and ground
de-icing/anti-icing;
(C) abnormal and emergency procedures, which include pilot
incapacitation as applicable;
(D) a review of relevant samples of accident/incident and occurrences
to increase awareness of the occurrences that may be relevant for the
intended operation;
(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.
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[applicable from 26 March 2023]

Note: No crediting can be given to operator specific training and

checking that was provided by a TCO if no BASA or delegated act
exists that is catering for such acceptance or crediting
AMC1 ORO.FC.220 Operator conversion training – General When the flight crew member has not previously completed an
operator’s conversion course, he/she should undergo general first-aid
107.
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 non-handling pilot,
108.
the check should additionally cover knowledge of these drills.

AMC1 ORO.FC.220 Operator conversion training – General The operator’s conversion may be combined with a new type/class
109.
rating training as required by Regulation (EU) No 1178/2011.

AMC1 ORO.FC.220 Operator conversion training – General The operator should ensure that:
(i) applicable elements of CRM training, as specified in Table 1 of
AMC1 ORO.FC.115, are integrated into all appropriate phases of the
conversion training; and
(ii) the personnel integrating elements of CRM into conversion
training are suitably qualified, as specified in AMC3 ORO.FC.115.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
110.
The operator should ensure that:
(i) applicable elements of CRM training, as specified in Table 1 of
AMC1 ORO.FC.115, are integrated into all appropriate phases of the
conversion training; and
(ii) the personnel integrating elements of CRM into conversion
training are suitably qualified, as specified in AMC2 ORO.FC.146.
[applicable from 26 March 2023]

AMC3 ORO.FC.220 Operator conversion training – General The operator should ensure that training programmes include the
relevant de-identified feedback from the management system,
111. including occurrence reporting and flight data monitoring
programmes.
[applicable from 26 March 2023]

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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
112. 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. 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
113. flights on other types of performance 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.

114. AMC1 ORO.FC.220(b) Operator conversion training – Assignment to Flights During (a) A group of helicopter types should include either only single-
an Operator Conversion Course — Helicopters engined turbine helicopters operated only under VFR or only single-
engined piston helicopters operated only under VFR.
(b) The flight crew member should only be assigned to flights on a
helicopter within the same group of helicopter types as the type used
for the operator conversion training and checking.
(c) Once an operator conversion course has been commenced, the
flight crew member should not start another operator conversion
course on another helicopter type until that course is completed or

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terminated.

ORO.FC.220 Operator conversion training – Amount of training The amount of training required by the FCM for the operator’s
conversion course shall be determined in accordance with the
115.
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 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.
116. No change
(2) The course of ground instruction should incorporate formal tests
on such matters as aircraft systems, performance and flight planning,
where applicable.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
(2) The course of ground instruction should incorporate formal tests.
[applicable from 26 March 2023]

AMC1 ORO.FC.220 Operator conversion training – Emergency & safety Emergency and safety equipment training should take place in
equipment training and checking conjunction with cabin/technical crew undergoing similar training
117.
with emphasis on coordinated procedures and two-way
communication between the flight crew compartment and the cabin.

118. AMC1 ORO.FC.220 Operator conversion training – Emergency & safety On the initial conversion course and on subsequent conversion
equipment training and checking 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 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
119. 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.

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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 on the practice of LOFT with
120.
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
121. handling’ sections of the 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
122. FSTD usable for ZFTT, the training 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
123.
operate a minimum number of sectors and/or flight hours under the
supervision of a flight crew member nominated by the operator.

124. AMC1 ORO.FC.220(f) Operator conversion training – Specific Conversion Course — (a) In some cases, operational circumstances may require the
Suitably Qualified Commander Nominated by the Operator operator to develop a specific conversion course to nominate pilots as
— Pilots Who Temporarily Join the Operator and Will be suitably qualified commanders to conduct line checks in accordance
Nominated to Conduct Line Checks with the requirements of ORO.FC.146. In this case, the operator
conversion training should include training as follows:
(1) normal procedures, which include flight planning and ground-
handling and flight operations, including performance, mass and
balance, fuel schemes, selection of alternates, and ground
de-icing/anti-icing;
(2) abnormal and emergency procedures, which include pilot
incapacitation as applicable.
(b) The operator should ensure that the line checker is familiar with:
(1) the operating procedures and the use of checklists used by the
operator;
(2) the emergency and safety equipment installed or carried on the
operated aircraft.
(c) After the completion of the specific conversion course, the
following apply:
(1) The line checker should not exercise duties at the controls of the

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aircraft.
(2) The line checker should only conduct recurrent line checks of
pilots whose previous line check has not expired, in accordance with
ORO.FC.230.
(d) The validity of the specific conversion course should be limited to
6 months.

AMC1 ORO.FC.220 Operator conversion training – LIFUS The minimum flight sectors/hours should be specified in the
operations manual and should be determined by the following:

125. (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 LIFUS required is
126.
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:
127.
(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.

128. AMC1 ORO.FC.220 Operator conversion training – Passenger handling for Other than general training on dealing with people, emphasis should
operations where no cabin crew is required 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;
(2) methods used to motivate passengers and the crowd control
necessary to expedite an aircraft evacuation; and

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(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.

AMC1 ORO.FC.220 Operator conversion training – Discipline and responsibilities, Emphasis should be placed on discipline and an individual's
for operations where no cabin crew is required responsibilities in relation to:
(1) his/her ongoing competence and fitness to operate as a crew
129.
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 passengers for normal
130. demonstrations, for operations where no cabin crew is and emergency situations.
required

ORO.FC.220 Operator conversion training – CRM training CRM training shall be integrated into the operator conversion training
131.
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 when joining an operator, elements of CRM
132. training should be integrated into all appropriate phases of the
operator’s conversion course, as specified in Table 1 of (g) AMC1
ORO.FC.115.

AMC1 Operator conversion training – Use of automation (1) The operator conversion course should include training in the use
ORO.FC.115&215 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

133. (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.

134. AMC1 Operator conversion training – Upset prevention & recovery Upset prevention training should:
ORO.FC.220&230 training – Complex motor-powered aeroplanes with a

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MOPSC of more than 19 (1) consist of ground training and flight training in an 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 Operator conversion training – Upset prevention & recovery Upset prevention training should:
ORO.FC.220&230 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;

135. (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.

ORO.FC.320 Operator conversion training and checking The operator conversion course shall include an operator proficiency
136.
check.

AMC1 ORO.FC.320 Operator conversion training and checking The operator proficiency check should take place at the end of the
operator conversion training programme defined in AMC3
137. ORO.FC.120.
[applicable from 26 March 2023]

ORO.FC.325 Equipment and procedure training and checking If a flight crew member undergoes equipment and procedure training
that requires training on a suitable FSTD or the aircraft, with regard to
138.
standard operating procedures related to a specialised operation, the
flight crew member shall undergo an operator proficiency check.

AMC1 ORO.FC.325 Equipment and procedure training and checking – (a) If the equipment and procedure training includes training for SOPs
Specialised Operations related to a specialised operation, points (b) to (f) of AMC3
ORO.FC.120 should apply.
139.
(b) The operator proficiency check should take place at the end of the
aircraft/FSTD training programme defined in AMC3 ORO.FC.120.
[applicable from 26 March 2023]

140. ORO.FC.330 Recurrent training and checking — operator proficiency (a) Each flight crew member shall complete recurrent training and
check operator proficiency checks. In the case of specialised operations, the

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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.

AMC1 ORO.FC.330 Recurrent training and checking — SPO Recurrent training (a) The training should include:
(1) ground training, including all the following:
(i) aircraft systems;
(ii) normal procedures, which include flight planning and ground-
handling and flight operations, including performance, mass and
balance, fuel schemes selection of alternates, and ground
de-icing/anti-icing;
(iii) abnormal and emergency procedures, which include pilot
incapacitation as applicable;
(iv) a review of relevant samples of accident/incident and occurrences
to increase awareness of the occurrences that may be relevant for the
141. intended operation;
(2) emergency and safety equipment training if one or more task
specialists are on board. The training should ensure that all
emergency equipment can be used timely and efficiently, that an
emergency evacuation and first aid can be conducted, taking into
account the training and operating procedures of the task
specialist(s); and
(3) aircraft/FSTD training relevant to the type or variant of aircraft on
which the flight crew operates.
(b) Additional training relevant to the specialised tasks should be
either ground training or aircraft/FSTD training or both, in accordance
with the results of the operator’s risk assessment.
[applicable from 26 March 2023]

142. AMC1 ORO.FC.330 Recurrent training and checking — operator proficiency (c) The SPO operator proficiency check should take place at least
check annually. If the SPO operator combines the operator proficiency
check with a licence proficiency check, the check should cover both

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the normal, abnormal and emergency procedures relevant to the type
or variant and the relevant aspects associated with the specialised
tasks described in the operations manual.
(d) If the SPO operator does not combine the operator proficiency
check with a licence proficiency check, the operator proficiency check
may not include the normal, abnormal and emergency procedures
relevant to the type or variant that are already covered within the
licence proficiency check. The operator proficiency check then covers
the relevant aspects associated with the specialised task described in
the operations manual.
(e) The flight crew should be assessed on their CRM skills in
accordance with the methodology described in AMC1 and AMC2
ORO.FC.115 and as specified in the operations manual. CRM
assessment should not be used as a reason for a failure of the
operator proficiency check unless the observed behaviour could lead
to an unacceptable reduction in safety margin.
(f) Each flight crew member should complete the operator proficiency
checks as part of the normal crew complement.
[applicable from 26 March 2023]

143. AMC1 ORO.FC.330 Recurrent training and checking — relevant procedures (g) The operator should determine, based on a risk assessment, which
procedures associated with the specialised tasks are relevant to be
trained and checked. The following should be taken into account:
(1) specific risks associated with the specialised operation;
(2) for abnormal and emergency procedures, the criticality of the
situation or failure and the impact of training and checking on
ensuring a positive outcome; and
(3) for normal procedures, the amount of experience and recent
experience accumulated since the previous training or checking.
(h) The operator should establish a training and checking programme
to ensure that normal, abnormal and emergency procedures covering
the relevant aspects associated with the specialised tasks are:
(1) trained and checked over a 2-year cycle for SPO operators
engaged in only one specialised operation;
(2) trained and checked over a 2-year cycle for pilots engaged in only
one specialised operation;

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(3) trained and checked over a 3-year cycle, if neither (1) nor (2)
applies;
(4) trained and checked before a pilot with no recent experience of
the specialised operation in the last 6 months resumes the specialised
operation.
(i) Whenever an item requires both training and checking, the
recurrent aircraft/FSTD training of a single task or manoeuvre should
be separate from, and should not take place at the same time as, an
operator proficiency check of the item.
(j) Specialised operations may be exposed to specific risks such as
routinely flying within the height velocity envelope of a helicopter.
The operator should avoid taking unnecessary risks during aircraft
training and checking and should take advantage of simulation
devices, if possible, to train for such situations.
[applicable from 26 March 2023]

AMC1 ORO.FC.330 Recurrent training and checking — combined CAT and SPO (k) If the operator is involved in both CAT and SPO, the CAT training
Training and checking and checking programme may include elements that are relevant to
the specialised tasks. If this is the case, these training and checking
144. elements may be credited towards compliance with ORO.FC.330 as
approved by the authority under ORO.FC.145(c).
[applicable from 26 March 2023]

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 requiring additional knowledge on types or variants
145. currently operated.
(b) The OM shall specify when such differences or familiarisation
training is required.

146. AMC1 ORO.FC.125 Differences training, familiarisation, equipment and (a) Differences training requires additional knowledge and training on
procedure training the aircraft or an appropriate training device. It should be carried out:
(1) 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
(2) in the case of helicopters, when operating a variant of a helicopter

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currently operated.
(b) Familiarisation requires only the acquisition of additional
knowledge. It should be carried out when operating another
helicopter or aeroplane of the same type

AMC1 ORO.FC.125(b) Differences training, familiarisation, equipment and If the differences training, familiarisation, equipment and procedure
procedure training – Specialised Operations training includes training for SOPs related to a specialised operation,
147. points (b) to (f) of AMC3 ORO.FC.120 should apply.
[applicable from 26 March 2023]

AMC2 ORO.FC.125 Differences training, familiarisation, equipment and When defining the needs for differences training, familiarisation or
procedure training - Operator Difference Requirements equipment training, the operator should make use of the concept of
GM1 ORO.FC.125 (ODRs) ODRs and of the methodology described in AMC1 ORO.FC.140(a),
including the ODRs tables.
148.
The ODRs tables may result in different training programmes,
depending on the training needs, regardless of the ‘base aircraft’ used
to establish the table (e.g. the trainee may know the ‘other aircraft’
and be trained towards the ‘base aircraft’).

AMC2 ORO.FC.125 Differences training, familiarisation, equipment and If the differences training, familiarisation, equipment or procedure
procedure training - Form of Operations — Single-Pilot training includes the conversion from single-pilot operations to multi-
149. Helicopters pilot operations and vice versa, it should take into account all
elements described in AMC2 ORO.FC.120.

GM1 ORO.FC.125(b) Differences training, familiarisation, equipment and Introducing a change of equipment and/or procedures on types or
procedure training - General variants currently operated may require additional knowledge or
150.
additional training on the aircraft, or an appropriate training device,
or both.

GM2 ORO.FC.125(b) Differences training, familiarisation, equipment and MCC training is generic to all types. A pilot holding a certificate of
procedure training - Procedure Training — Standard completion of MCC training requires additional procedures training to
151.
Operating Procedures for Multi-Pilot Operations — Single- implement the multi-pilot SOPs of a given single-pilot helicopter type.
pilot Helicopters

Recurrent training & checking

152. 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 equipment carried.
(b) Each FCM shall be periodically checked to demonstrate

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competence in carrying out normal, abnormal and emergency
procedures.

AMC1 ORO.FC.130(a) Recurrent training and checking - Operations with Variations AMC1 ORO.FC.140(a) should be used to determine the recurrent
in Aircraft Configuration ground training and checking relevant to variations in aircraft
AMC1 ORO.FC.140(a) configuration, if all of the following apply:

153. (a) the pilot operates variations in aircraft configuration;

(b) the aircraft operated do not all belong to the same group of types
defined under ORO.FC.140(b); and
(c) credit (as defined in point (a)(4) of AMC1 ORO.FC.140(a)) is sought

GM1 ORO.FC.130 Recurrent training and checking – Periodic checks (a) For CAT operations, the operator proficiency checks and the line
checks are both part of the periodic checks. For EBT operators, the
EBT module and the line evaluations of competence are both part of
the periodic checks.
154.
(b) For SPO operations, the operator proficiency checks are part of
the periodic checks.
(c) For non-CAT operations, the periodic checks may include a line
check.

ORO.FC.230 Recurrent training and checking Each FCM shall complete recurrent training and checking relevant to
155. the type or variant, and associated equipment 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
156. or an aircraft, or a combination of 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
157.
and class of aeroplane on which the flight crew member operates
with due account taken of any specialised equipment used.

158. AMC1 ORO.FC.230 Recurrent training and checking – Helicopters In the case of single-pilot operations with helicopters, the OPC, LC and
E&SE checking should be performed in the single-pilot role on a
[applicable until 25 March 2023 — ED Decision 2022/014/R] particular helicopter type in an environment representative of the
Recurrent training and checking operation.

[applicable from 26 March 2023] [applicable until 25 March 2023 — ED Decision 2022/014/R]
In the case of single-pilot operations, the recurrent checks referred to
in (b)(1) and (3) should be performed in the single-pilot role in an
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environment representative of the operation.
[applicable from 26 March 2023]

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

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 or in the case of emergency and safety equipment
160.
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
161. emergencies (e.g. fuel dumping) these 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.

162. 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.
(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.

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[applicable until 25 March 2023 — ED Decision 2022/014/R]
(i) The ground training programme should include:
(A) aircraft systems;
(B) normal procedures, which include flight planning and ground-
handling and flight operations, including performance, mass and
balance, fuel schemes, selection of alternates, and ground
de-icing/anti-icing;
(C) abnormal and emergency procedures, which include pilot
incapacitation as applicable;
(D) a review of relevant samples of accident/incident and occurrences
to increase awareness of the occurrences that may be relevant for the
intended operation.
(ii) Knowledge of the ground training should be verified by a
questionnaire or other suitable methods.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – Ground training – Ground training should be provided by suitably qualified personnel.
163. Personnel
[applicable until 25 March 2023 — ED Decision 2022/014/R]

AMC1 ORO.FC.230 Recurrent training and checking – Ground training The operator should ensure that training programmes include the
relevant de-identified feedback from the management system,
164. including occurrence reporting and flight data monitoring
programmes.
[applicable from 26 March 2023]

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
165. will have been trained 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 aircraft, the
166.
engine failure should be simulated.

167. AMC1 ORO.FC.230 Recurrent training and checking – Aircraft/FSTD training Aircraft/FSTD training may be combined with the operator proficiency
check.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

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The recurrent aircraft/FSTD training of a single task or manoeuvre
should be separate from, and should not take place at the same time
as, an operator proficiency check of the item.
[applicable from 26 March 2023]

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
168.
aircraft/FSTD 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 used for the
Helicopters 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 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.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
169.
(A) If the operator is able to demonstrate, on the basis of a
compliance and risk assessment, that alternating the use of an FSTD
with the use of 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 (alternating with the use of an
FSTD) for this training to the extent necessary.
(B) Where a suitable FSTD is available and accessible, it should be
used to complete the following additional items:
— settling with power and vortex ring;
— loss of tail rotor effectiveness.
[applicable from 26 March 2023]

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

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knowledge requirements sufficient to instruct on the required items.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

ORO.FC.230 Recurrent training and checking – OPC Each FCM shall complete OPCs as part of the normal crew
171. complement to demonstrate competence in 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,
172. the operator proficiency check 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
173. calendar months. The proficiency check 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
174. conducted during seasons not longer than 8 consecutive months, one
OPC shall be sufficient.

AMC1 ORO.FC.230 Recurrent training and checking – OPC Once every 12 months the OPC may be combined with the proficiency
check for revalidation or renewal of the aircraft type rating.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
175. The OPC may be combined with the skill test or proficiency check
required for the issue, the revalidation or renewal of the aircraft type
rating and with the skill test required for the issue of the ATPL licence.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – OPC Operator proficiency checks should be conducted by a type rating
176. examiner (TRE) or a synthetic flight examiner (SFE), as applicable.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

177. AMC1 ORO.FC.230 Recurrent training and checking – OPC – Aeroplanes Where applicable, operator proficiency checks should include the
following manoeuvres as pilot flying:
[applicable until 25 March 2023 — ED Decision 2022/014/R]
Operator proficiency checks should take place as part of the normal
crew complement and should include, where applicable, the following
manoeuvres as pilot flying:
[applicable from 26 March 2023]
(A) rejected take-off when an FSTD is available to represent that

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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-
engined aeroplanes, one-engine-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-engined
aeroplanes, a practice forced landing is required.

178. 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.
(B) For pilots required to engage in IFR operations, proficiency
checks include the additional abnormal/emergency procedures
listed in AMC1 ORO.FC.230.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
(A) The aircraft/FSTD checking programme should be established in a
way that all major failures of aircraft systems and associated
procedures will have been checked in the preceding 3-year period.
The operator should define which failures are major for the purpose
of the operator proficiency check based on a risk assessment, taking
the following into account:
(a) cautions or warnings associated with the failure;
(b) the criticality of the situation or failure;
(c) the outcome of the procedure (land immediately or as soon as
possible as opposed to land as soon as practical);
(d) when available, manufacturer documentation; and
(e) the list of abnormal/emergency procedures described in point (e)
(1) of AMC1 ORO.FC.220.

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In addition, for single-engined helicopters, each operator proficiency
check should include at least the following procedures:
(f) engine failure;
(g) directional control failures and malfunctions; and
(h) hydraulic failure as applicable.
(B) When a group of single-engine turbine or single-engine piston
helicopter types is defined for the purpose of extending the validity of
the operator proficiency check, all major system failures should
nevertheless be checked on every type within a 3-year cycle unless
credits related to the training, checking and recent experience
requirements are defined in the operational suitability data
established in accordance with Commission Regulation (EU) No
748/2012 for the relevant types or variants
(C) For pilots required to engage in IFR operations, proficiency checks
include the following additional normal/abnormal/emergency
procedures:
— 3D approach operation to minima;
— go-around on instruments;
— 2D approach operation to minima;
— if relevant, at least one of the 3D or 2D approach operations
should be an RNP APCH or RNP AR APCH operation;
— in the case of multi-engined helicopters, a simulated failure of one
engine to be included in either the 3D or 2D approach operation to
minima;
— where appropriate to the helicopter type, approach with flight
control system/flight director system malfunctions, flight instrument
and navigation equipment failures.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – OPC – Helicopters (D) Before a flight crew member without a valid instrument rating is
allowed to operate in VMC at night, they should be required to
179.
undergo a proficiency check at night. Thereafter, each second
proficiency check should be conducted at night.

180. AMC1 ORO.FC.230 Recurrent training and checking – OPC – Helicopters - (E) Operator proficiency checks should be conducted with two

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Personnel qualified pilots in multi-pilot operations, and one qualified pilot in
single-pilot operations. A pilot flying both single-pilot and multi-pilot
operations should be checked in multi-pilot conditions with the
essential malfunctions or manoeuvres below being also checked in
the single-pilot role:
(a) at least two abnormal or emergency manoeuvres relevant to the
type based on a risk assessment;
(b) one instrument approach for IFR operations.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – OPC – Helicopters (F) The flight crew should be assessed on their CRM skills in
accordance with the methodology described in AMC1 and AMC2
181. ORO.FC.115 and as specified in the operations manual.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – OPC – Helicopters € If the operator is able to demonstrate, on the basis of a compliance
and risk assessment, that alternating the use of an FSTD with the use
of an aircraft for this training provides equivalent standards of
182. checking with safety levels similar to those achieved using an FSTD,
the aircraft may be used (alternating with the use of an FSTD) for this
checking to the extent necessary.
[applicable from 26 March 2023]

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 conducted in an FSTD, a TRE, CRE or
183. a synthetic flight examiner (SFE), trained in CRM concepts and the
assessment of CRM skills.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

184. AMC1 Operator recurrent training – Upset prevention & recovery Upset prevention training should:
ORO.FC.220&230 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:

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(1) consist of ground training and flight training in an 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.

AMC2 Operator recurrent training – Upset prevention & recovery Upset prevention training should:
ORO.FC.220&230 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 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:

185. (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.
186.
The validity period of the line check shall be 12 calendar months.

187. AMC1 ORO.FC.230 Recurrent training and checking – Line check A Line check 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

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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
required to relieve the commander, should also demonstrate their
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 reason for a failure of
188.
the line check.

AMC1 ORO.FC.230 Recurrent training and checking – Line check When pilots are assigned duties as pilot flying and pilot monitoring,
189.
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 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
190. observer’s seat.
[applicable until 25 March 2023 — ED Decision 2022/014/R]
A line check should be conducted by a commander nominated by the
operator. The operator should maintain a list of nominated
commanders and inform the competent authority about the persons
nominated. The person conducting the line check should occupy an
observer’s seat where installed.
[applicable from 26 March 2023]

191. AMC1 ORO.FC.230 Recurrent training and checking – Line check (A) For aeroplanes, in the case of long-haul operations where
additional operating flight crew are carried, the person conducting
the line check 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.
(B) If an observer’s seat is not installed but a forward-facing
passenger seat allows a good view and sound of the cockpit and the
crew, this seat should be used as an observer’s seat.
(C) If an observer’s seat is not available and cannot be installed, the

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commander nominated by the operator should occupy a pilot seat to
conduct the line check.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – Line check CRM (A) The CRM assessment taking place during the line check should be
Assessment solely based on observations made during the initial briefing, cabin
briefing, flight crew compartment briefing and those phases where
the line checker occupies the observer’s seat.
192.
(B) If an observer’s seat is not available and cannot be installed, then
the operator should define the best way to assess CRM taking into
account the CRM principles above.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – Line check Complementary If a suitable FSTD is available and accessible for operator proficiency
CRM Assessment checks or FSTD training, then a CRM assessment should take place in
a line-oriented flight scenario (LOFT or line-oriented section of the
193. OPC) of an FSTD session. This assessment complements the CRM
assessment taking place during the line check, but is not part of the
line check.
[applicable from 26 March 2023]

AMC1 ORO.FC.230 Recurrent training and checking – Line check Where a pilot is required to operate as pilot flying and pilot
monitoring, they should be checked on one flight sector as pilot flying
and on another flight sector as pilot monitoring.
However, where the operator’s procedures require integrated flight
194. 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.
[Highlight paragraph applicable until 25 March 2023 — ED Decision
2022/014/R]

ORO.FC.230 Recurrent training and checking – Emergency & safety Each FCM shall complete training and checking on the location and
equipment training & checking use of all emergency and safety equipment carried. The validity
195.
period of an emergency and safety equipment check shall be 12
calendar months.

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

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AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (ii) Every year the emergency and safety equipment training
equipment training programme should include the following:
(A) actual donning of a life-jacket, where fitted;
(B) actual donning of protective breathing equipment, where fitted;
197. (C) actual handling of fire extinguishers of the type 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.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (iii) Every 3 years the programme of training should include the
equipment training 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
198. 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 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 requires
equipment training interaction between flight crew and cabin/technical crew and
199. emphasis should be placed on the importance of effective
coordination and two-way communication between all crew
members in various emergency situations.

200. AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety (v) Emergency and safety equipment training should include joint

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equipment training practice in aircraft evacuations so that all who are involved are aware
of the duties other crew 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, as far as
equipment training practicable, take place in conjunction with cabin/technical crew
201. undergoing similar training with 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 provided by
202. equipment training – Personnel suitably qualified personnel.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety The items to be checked should be those for which training has been
203.
equipment checking carried out.

AMC1 ORO.FC.230 Recurrent training and checking – Emergency & safety Emergency & safety equipment checking should be provided by
204. equipment checking – Personnel suitably qualified personnel.
[applicable until 25 March 2023 — ED Decision 2022/014/R]

AMC1 ORO.FC.230 Recurrent training and checking – Flight crew incapacitation (1) Procedures should be established to train flight crew to recognise
training (except single pilot operations) 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
205. presentation or other similar means.
(2) If an FSTD is available for the type of aircraft operated, practical
training on flight crew 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.
206. (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 AMC1
207. ORO.FC.115, should be integrated into all appropriate phases of
AMC1 ORO.FC.115 recurrent training.

208. AMC1 ORO.FC.115 Recurrent training and checking – CRM training (1) Annual recurrent CRM training should be provided in such a way

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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.
(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.

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.
209.
(iii) The combined training should be expanded to include medical
passengers, if applicable to the operation.
(iv) Combined CRM training should be conducted by 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 period of 3 years or,
210. for EBT operators, a minimum of 3 training hours within 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.
211. 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.

212. 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

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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, 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 flight scenario (or
213. scenarios) to assess all competencies and identify individual training
needs.

ORO.FC.231 (a) (2) (B) Evidence-based training Programme – Training Phase The training phase comprises:
(a) the manoeuvres training phase, comprising training to proficiency
in certain defined manoeuvres.

214. (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
215. content of the EBT 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.

216. ORO.FC.231 (a) (4) Evidence-based training Programme – Instructor The operator shall establish an EBT instructor standardisation and

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Standardisation and Concordance concordance assurance programme to ensure that the instructors
involved in EBT are properly qualified to perform their tasks.
(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.

ORO.FC.231 (a) (5) Evidence-based training Programme – Contingency The EBT programme may include contingency procedures for
procedures 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
217. continue line operations if the performance observed was 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.

218. 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

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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 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.

219. AMC2.ORO.FC.231 (a) Evidence-based training – UPRT UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR

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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 (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 Assessment (a) Ground and refresher training should be provided by suitably
and Providing Training 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.
220.
(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.

221. AMC1.ORO.FC.231 (a) Evidence-based training – Experience in mixed EBT to (a) The operator should have a minimum experience of 3 years of a
(1) substitute ORO.FC.230 mixed EBT programme. Note: More information on a mixed EBT
programme is provided in AMC1 ORO.FC.A.245 (g), GM1
ORO.FC.230(a);(b);(f) and in GM2/3 ORO.FC.A.245, GM1
ORO.FC.A.245(e)(2).
(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.

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(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 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) Evidence-based training Programme and assessment and (a) Compliance with the table of assessment and training topics
(2) training topics. - Resilience 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
222. pilots are not 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) Evidence-based training – Validity of EBT Module (a) The validity period should be counted from the end of the month
(2) when the module was completed. When the module is undertaken
within the last 3 months of the validity period, the new validity period
223. 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.

224. AMC1.ORO.FC.231 (a) Evidence-based training – Enrolment (a) Enrolment is when a flight crew member commences the first EBT
(3) module.
(b) A flight crew member is considered to leave the operator’s EBT

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programme (de-enrolled) when the operator is no longer responsible
for the administrative action for the flight crew’s licence 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) Evidence-based training – Instructor Concordance Assurance (a) The ICAP should be able to identify areas of weak concordance to
(4) Programme (ICAP) 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);
225. (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.

AMC1.ORO.FC.231 (a) Evidence-based training Programme – Contingency The operator should detail in the EBT programme the contingency
(5) procedures for unforeseen circumstances that may affect the procedures in the event of unforeseen circumstances that may affect
226.
delivery of the module. the delivery of the module (e.g. long-term sick pilot). As detailed in
the AMC

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

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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 least the EASA
228. Framework competencies listed in this AMC with the Observable behaviours (OB)
indicated.

AMC2.ORO.FC.231 (b) Evidence-based training Programme – Adapted Competency (a) An operator seeking to develop an adapted competency model
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).
229.
(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

ORO.FC.231 (c) Evidence-based training Programme – Training System (1) The EBT system performance shall be measured and evaluated
Performance 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
230. competencies.
(2) The feedback process shall be included in the operator’s
management system.
(3) The operator shall develop procedures governing the protection of
EBT data.

231. AMC1 ORO.FC.231 (c) Evidence-based training Programme – Training System (a) Feedback process is the continuous process of collecting and
Performance – Feedback Process 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;

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(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).
(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 data (e.g. abstract, 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.

232. AMC2 ORO.FC.231 (c) Evidence-based training Programme – Data Protection – (a) The objective of protecting the EBT data is to avoid inappropriate
Grading system 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) 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

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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).

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
233. 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 accuracy of the
grading system against a criterionreferenced system.

234. AMC1.ORO.FC.231 (d) Evidence-based training Programme – Grading System (a) The grading system should provide quantifiable data for the
(1) 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.
Minimum performance indicates a need for training (e.g. tailored or
additional) to elevate performance. It includes:

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(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.

AMC2.ORO.FC.231 (d) Evidence-based training Programme – Grading System (a) An operator seeking to develop an alternative grading system
(1) Alternative System under ORO.GEN.120 should:
(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
235. 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) Evidence-based training Programme – Grading System -ORCA Refer to AMC for details
236.
(1)

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AMC4.ORO.FC.231 (d) Evidence-based training Programme – Grading System VENN Refer to AMC for details
237.
(1) Model

AMC1.ORO.FC.231 (d) Evidence-based training Programme – Verification of the (a) The purpose is to provide data to assess the accuracy of the
(2) accuracy of the grading system 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, 3D approaches down to a decision height
(DH) not less than 60 m (200 ft), engine-out approach & go-around,
238. 2D approach down to the MDH/A, 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 with a
Devices and Volume of Hours to Complete the Operator’s qualification level adequate to ensure the correct delivery of the
EBT programme 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:

239. (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.

240. AMC1 ORO.FC.231 (e) Evidence-based training Programme – Volume and FSTD (a) The EBT programme has been developed to include a notional
Qualification Level 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
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FSTD hours provided that an 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.

ORO.FC.231 (f) Evidence-based training Programme – Equivalency of (1) Each pilot shall receive assessment and training in the
malfunctions 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.
241.
(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.

242. AMC1 ORO.FC.231 (f) Evidence-based training Programme – Equivalency of (a) The equivalency of malfunctions process should be undertaken by
malfunctions 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.

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Step 3: For each retained malfunction, determine the applicable
characteristic or characteristics.
Step 4: Develop the EBT FSTD programme to 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) Evidence-based training Programme – Crew exposure to at (a) Unless specified in the OSD, each crew member should be exposed
(3) least one malfunction for each characteristic to the characteristics of degraded control and loss of instrumentation
in the role of pilot flying.
243. (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 regular training
approaches relevant to operations in the conduct of approach types and approach methods relevant to
operations.
244. (2) This training shall include approaches that place 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

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

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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 training and
approaches relevant to operations – Specific Approval checking of approaches that require specific approval as defined in
246.
the AMC to Part-SPA (e.g. SPA.LVO) to the frequency given in the EBT
programme.

247. ORO.FC.231 (h) Evidence-based training Programme – Line Evaluation of 1) Each pilot shall periodically undertake a line evaluation of
competence. 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:
(i) either 2 years, subject to a risk assessment.
(ii) or 3 years, subject to a feedback process for the monitoring of line

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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.

AMC1 ORO.FC.231 (h) Evidence-based training Programme – Line Evaluation of (a) The purpose of the line evaluation of competence is to verify the
competence. 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.
248.
(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 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.

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

AMC1 ORO.FC.231 (h) Evidence-based training Programme – Line Evaluation of In order to extend the validity of the line evaluation of competence
(3) competence – Extension of the validity 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;
250.
(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
(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
251. and safety equipment carried on the 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.”

252. 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
(c) Emergency and safety equipment training — extension of period

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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
253. the areas for improvement and 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.”

254. 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 generation
255.
ORO.FC.232 Assessment and Training Topics

AMC8 ORO.FC.232 EBT programme assessment and training topics – Scenario (a) The operator may develop scenario elements and a competency
elements and competency mapping map that are more relevant to its 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
256.
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.

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AMC1 ORO.FC.232 (b) EBT programme assessment and training topics – EBT Data Refer to details in AMC
257.
(1) Report

AMC1 ORO.FC.232 (b) EBT programme assessment and training topics – Aircraft Refer to details in AMC
258.
(3) 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 seat shall
259.
complete appropriate training and checking as specified in the OM.

AMC1 ORO.FC.135 Pilot qualification to operate in either pilot’s seat - General The training and checking for pilot qualification to operate in either
pilot’s seat should include any safety-critical items as specified in the
260. operations manual where the action to be taken by the pilot is
different depending on which seat they occupy.
[applicable from 26 March 2023]

ORO.FC.235 Pilot qualification to operate in either pilot’s seat – Commanders of aeroplanes whose duties require them to operate in
Commander 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
261. 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.

ORO.FC.235 Pilot qualification to operate in either pilot’s seat – The additional training and checking shall include at least the
Commander following:

262. (1) an engine failure during take-off;

(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 required by
Commander ORO.FC.230 or the assessment and training required by ORO.FC.231
263.
for operating in the commander’s seat shall, in addition, be valid and
current.

264. 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 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

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be his or her responsibility. Where the differences between left- and
right-hand seats are not significant, practice may be conducted in
either seat.

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 operator proficiency checks prescribed in ORO.FC.230(b) or
265. 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.

ORO.FC.236 Pilot qualification to operate in either pilot’s seat — Helicopter pilots whose duties require them to operate in either
helicopters 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 seat. The validity period of
266. 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.

267. AMC1 ORO.FC.236 Pilot qualification to operate in either pilot’s seat — (a) The operator should either conduct a check every year or
helicopters – General alternate training and checking every year. The training and checking
may take place during or together with an operator proficiency check
or an aircraft/FSTD training session.
(b) When engine-out manoeuvres are carried out in an aircraft, the
engine failure should be simulated.
(c) Helicopter pilots should meet one of the following criteria:
(1) complete their operator proficiency checks from left- and right-
hand seats, on alternate proficiency checks; or
(2) for multi-engined helicopters, if two consecutive operator
proficiency checks are conducted from the same seat, the pilot should
complete at least the following from the other pilot’s seat:
(i) an engine failure during take-off;
(ii) a one-engine-inoperative approach and go-around; and
(iii) a one-engine-inoperative landing;
(3) for single-engined helicopters, if two consecutive operator
proficiency checks are conducted from the same seat, the pilot should
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complete at least one autorotation training or checking from the
other pilot’s seat.

GM1 ORO.FC.236 Pilot qualification to operate in either pilot’s seat — In the case of a line check revalidation of a fully qualified commander
helicopters – Qualification to Fly in Either Pilot’s Seat — in single-pilot operations, the line checker does not require a
268. Nominated Commander Conducting Line Checks qualification to operate in either pilot’s seat, regardless of the seat he
or she occupies, provided that the line checker has no pilot duties
other than checking.

Operation on more than one type or variant

ORO.FC.140 Operation on more than one type or variant (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 only single-engined piston
helicopters operated under VFR;
269.
(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.

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GM1 ORO.FC.140 Operation on more than one type or variant - General (a) The concept of operating more than one type or variant depends
on the experience, knowledge and ability of the operator and the
flight crew concerned.
(b) The first consideration is whether operations on one aircraft type
270. or variant allow the safe operation of all other types and variants.
(c) The second consideration is whether and how adequate training to
address potential confusion and increased workload caused by the
operation of several types or variants is achieved.

AMC1 ORO.FC.140(a) Operation on more than one type or variant - Check that requirements of AMC1 ORO.FC.140(a) are fulfilled.
GM1 ORO.FC.140(a) The ODRs tables may result in different training programmes,
271. depending on the training needs, regardless of the ‘base aircraft’ used
to establish the table (e.g. the trainee may know the ‘other aircraft’
and be trained towards the ‘base aircraft’ )

AMC1 ORO.FC.140(b) Operation on more than one type or variant - Groups Of When establishing groups of single-engined helicopter types for the
Single-Engined Piston Helicopter Types For The Revalidation purpose of crediting of proficiency checks, the operator should only
272.
of the OPC take into account the helicopter types considered for crediting in
AMC1 FCL.740.H(a)(3).

273. AMC1 ORO.FC.140(d) Operation on more than one type or variant - Line Checks — (a) Prior to using a line check on one helicopter type or variant to
Helicopters revalidate the line check on other helicopter types or variants, the
operator should consider whether the type of operations are
sufficiently similar in terms of:
(1) use of aerodromes or operating sites;
(2) day VFR or night VFR;
(3) use of operational approvals and specific approvals;
(4) normal procedures, including flight preparation, take-off and
landing procedures; and
(5) use of automation.
(b) For IFR operations of helicopters, an operation should only be
considered sufficiently similar to allow a line check on one type or
variant to revalidate the line check for the other type or variant if
such credits are defined in the operational suitability data established
in accordance with Commission Regulation (EU) No 748/20121, as
determined in point (a) of ORO.FC.140.
(c) Line check cross-crediting should be defined in the operations

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manual

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 variant before
274.
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.

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

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

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

ORO.FC.240 Operation on more than one type or variant Such limitations with helicopters shall not apply to operations of
278. performance class B aeroplane if they 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 fulfilled.
279. Helicopter

Commanders holding a CPL

280. 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
(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
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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.

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, they have a minimum of 700 hours
total flight time on helicopters, including 300 hours as pilot-in-
command. The total flight time 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
281. 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;
(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

282. 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;
(2) use of normal, abnormal and emergency checklist;
(3) air traffic control (ATC) communication;
(4) departure and approach procedures;
(5) autopilot management, if applicable;

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(6) use of simplified in-flight documentation;
(7) single-pilot crew resource management.

ORO.FC.202 Single-pilot operations under IFR or at night – Aeroplane For aeroplane operations under IFR the pilot shall have:
under IFR
(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
(2) completed during the preceding 90 days on the relevant type or
283.
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

284. (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.

ORO.FC.202 Single-pilot operations under IFR or at night – Helicopter For helicopter operations under IFR the pilot shall have:
under IFR
(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;
285. 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).

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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 Operations Manual. Such
AMC1 training programme should include:
ORO.GEN.110(e)
(1) the scope, extent and use of the MEL;
286.
(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 flight crew is appropriately trained in the
287. ICAO Doc 9863 avoidance of collisions and competent in the use of ACAS II
equipment.

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

ICAO Doc 9863 -ACAS limitations
-Operating procedures Including: crew coordination and
communications with ATC

288. -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
289.
specify the flight crew qualification and proficiency constraints and
ensure that the training programme for relevant personnel is
consistent with the intended operation.

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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
- Use of RNAV equipment including:
290.
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

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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,
291. ICAO Doc 9997
- normal and non-normal operations and flight procedures,

- limits of their navigation capability for operations in RNP-4

oceanic and remote area operations

CAT.OP.MPA.126 Training programme – RNP 10 The following items should be included in flight crew training
programmes:
AMC 20-12
- equipment requirements,
ICAO Doc 9997
292. - 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

293. 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 be tailored to the operator's
AMC 20-27/28 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

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- Implications for RNAV ops of system malfunction which
are not RNAV related
RNP Approach concept (including LPV):
- Definition of RNP APCH operations
- 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

294. 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 be tailored to the operator's approved
AMC 20-27/28 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

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guidance systems
- 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

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

MNPS training
296. 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)
- 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

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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
297. 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 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
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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
SPA.LVO.120 LVO training and qualifications (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
298. 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.

299. 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
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type or class:
(i) 50 hours or 20 sectors on the type, including LIFUS; and
(ii) 100 m should be added to the applicable CAT II RVR minima when
the operation requires a CAT II manual landing or use of HUDLS to
touchdown until:
(A) a total of 100 hours or 40 sectors, including LIFUS, has been
achieved on the type; or
(B) a total of 50 hours or 20 sectors, including LIFUS, has been
achieved on the type where the flight crew member has been
previously qualified for CAT II manual landing operations with an EU
operator;
(C) for HUDLS operations the sector provisions 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
300. (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
301. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The initial ground training course for LVO should include at least the
experience – Ground training following:
(1) characteristics and limitations of the ILS and/or MLS;
(2) characteristics of the visual aids;
(3) characteristics of fog;
(4) operational capabilities and limitations of the particular airborne
system to include HUD symbology and EVS characteristics, if

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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 different type or
302. experience with Community operator – Ground training 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 different type or
303. experience with the operator – Ground training class from that on which the previous CAT II or CAT III experience was
gained.

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

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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/EFVS 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 instructed on the
305. experience – Simulator training coordination required with other 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 normal operation
experience – Simulator training 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.
306.
If the aircraft system involves the use of hybrid or 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 and CAT III
307. experience – Simulator training operations should be practised.

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

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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 following
experience – Simulator training 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
309. guidance systems, autopilots, HUDLS and/or EVS and control systems
installed in the aircraft down to the appropriate DH followed by
missed approach - all without external visual reference;
(iii) where appropriate, approaches utilising automatic flight systems
to provide automatic flare, hover, landing and rollout; and
(iv) normal operation of the applicable system both with and without
acquisition of visual cues at DH.

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 monitors;
(iii) approaches where failures of auto flight equipment and/or
HUD/HUDLS/EFVS at low level require either:
(A) reversion to manual flight to control flare, hover, landing and
rollout or missed approach; or
310.
(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.

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AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The training programme should provide practice in handling faults
311.
experience – Simulator training 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 of the aircraft
experience – Simulator training when, during a fail-passive CAT III approach, the fault causes the
312.
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 below, training
313. experience – Simulator training should be established to cover systems failures and engine failure
resulting in continued as well as rejected take-offs.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III The training programme should include, where appropriate,
experience – Simulator training approaches where failures of the HUDLS and/or EFVS equipment at
low level require either:

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

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

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with no CAT II/III When undertaking LVTO, SA CAT I, SA CAT II, CAT II and CAT III
experience – Simulator training operations utilising a HUD/HUDLS, hybrid HUD/HUDLS or an EFVS, the
315. training and checking 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 without EVS,
experience – Simulator training approaches and/or landings in an FSTD.
316.
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 aircraft, a
experience – Simulator training minimum of 3, respectively 5 for HUDLS and/or EFVS, approaches
including at least 1 missed approach procedure is required on the
317. aircraft.
For hybrid HUDLS operations a minimum of 3 approaches is required,
including at least 1 missed approach procedure.

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

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procedure are required on the aircraft.

AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III Abbreviated ground, FSTD and/or flight training course if operating
experience with Community operator – Simulator training 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 EFVS, approaches and/or
landings in an FSTD.
The provisions for 8 HUDLS approaches may be reduced to 6 when
conducting hybrid HUDLS 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
319. 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 EFVS,
as the previously operated type or class, otherwise the provisions
above should be met.

320. AMC1 SPA.LVO.120 LVO training and qualifications – FCM with CAT II/III When changing aircraft type or class, the abbreviated course should
experience with the operator – Simulator training include at least a minimum of 6, respectively 8 for HUDLS with or
without EFVS, 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 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 EFVS,
as the previously operated type or class, a difference course or

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familiarisation appropriate to the change of variant should fulfil the
abbreviated course provisions.
AMC1 SPA.LVO.120 LVO training and qualifications – SA CAT I – Simulator training During conversion training the total number of approaches should not
321. be additional to the requirements in ORO.FC provided the training is
conducted utilising the lowest applicable RVR.
AMC1 SPA.LVO.120 LVO training and qualifications – SA CAT II – Simulator During conversion training the total number of approaches should not
322. training be less than those to complete CAT II training utilising a HUD/HUDLS.

AMC1 SPA.LVO.120 LVO training and qualifications – EFVS operations – Simulator During conversion training the total number of approaches required
323. training 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 member completes
experience – Simulator checking a check before conducting CAT II or III operations.
324.
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 member completes
325. experience with Community operator – Simulator checking 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 member completes
326. experience with the operator – Simulator checking 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
327. (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.

328. 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

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ZFT type rating conversion course; and
(C) the flight crew member, trained and qualified in accordance with
(B), is qualified to operate during the conduct of LIFUS to the lowest
approved DA/H and RVR as stipulated in the operations manual.
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 EFVS 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
329. approaches may be substituted by an approach and landing in the
aircraft using approved CAT II and CAT III procedures.
One missed approach should be flown during the conduct of an 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
330. each FCM at least 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 provided the above operational
331. procedure provision is met and at least one approach using SA CAT I
minima is conducted at least once every 18 months.
AMC1 SPA.LVO.120 LVO recurrent training and checking – SA CAT II During recurrent training and checking the operator may also
combine the separate provisions provided the above operational
332. procedure provision is met and at least one approach using SA CAT II
minima is conducted at least once every 18 months.
AMC1 SPA.LVO.120 LVO recurrent training and checking – EFVS operations During recurrent training and checking the operator may also
combine the separate provisions provided the above operational
333. procedure provision is met and at least one approach utilising EFVS is
conducted at least once every 12 months.

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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 speed), or as
334. 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
335. ensure that the training above is 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 less than 150 m. The check may be
336. replaced by successful completion of the FSTD training above on
conversion to an aircraft type.

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

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
338.
b. Flight performance progress monitoring
(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

339. SPA.ETOPS.105 ETOPS training programme – abnormal & contingency a. Diversion Procedures and Diversion ‘decision making’.
procedures
AMC 20-6 Initial and recurrent training to prepare flight crews to evaluate
potential significant system failures. The goal of this training should

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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.
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.

SPA.ETOPS.105 ETOPS training programme – abnormal & contingency During the introduction into service of a new ETOPS type, or
procedures conversion of pilots not previously ETOPS qualified where ETOPS
AMC 20-6 approval is sought, a minimum of 2 ETOPS sectors should be
340. completed including an 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 available, it should be used to
AMC1 SPA.SET- carry out training and checking for SET-IMC operations conversion
IMC.105(c) training and checking.
341.
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.

342. SPA.SET-IMC.105 SET-IMC training programme – Conversion Training Conversion training should be conducted in accordance with a
syllabus devised for SET-IMC operations and include at least the
AMC1 SPA.SET- following:
IMC.105(c)

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(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);
(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.

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SPA.SET-IMC.105 SET-IMC training programme – Conversion Checking The following items should be checked following completion of the
SET-IMC operations conversion training as part of the operator’s
AMC1 SPA.SET- proficiency check (OPC):
IMC.105(c)
(1) conduct of the forced landing procedure until touchdown in
simulated IMC, with zero thrust set, and operating with simulated
343. 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 for pilots carrying out SET-IMC
344. AMC1 SPA.SET- operations. This training should include all items of the conversion
IMC.105(c) training.

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 SET-IMC operations recurrent
AMC1 SPA.SET- training as part of the OPC:
IMC.105(c)
(1) conduct of the forced landing procedure until touchdown in
simulated IMC, with zero thrust set, and operating with simulated
345. 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 not be less than 20
346. 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 training in accordance
347. 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 three NVIS flights in the last 90 days.
348. Recency may be re-established on a training flight in the helicopter or
an approved full flight simulator (FFS)

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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 procedures.
349.
It shall be assessed during:
(A) night proficiency checks; and
(B) line checks.

SPA.NVIS.130 NVIS Training & checking programme - Training The flight crew training syllabus should include the following items:
AMC1 (1) NVIS working principles, eye physiology, vision at night, limitations
SPA.NVIS.130(f)(1) and techniques to overcome these limitations;
(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;
350. (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.

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

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(v) normal NVIS procedures; and
(vi) crew coordination specific to NVIS operations.
See GMs SPA.NVIS.130(f) for more details.

HHO training
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 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.
352.
(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 manual and relevant
353.
experience in the role and environment under which HHO are
conducted.

354. 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

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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.

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

AMC1 HHO Operations – Training & checking programme – The flight crew checking syllabus should include:
SPA.HHO.130(f)(1) Checking
(1) proficiency checks, which should include procedures likely to be
used at HHO sites with special emphasis on:
(i) local area meteorology;

357. (ii) HHO flight planning;

(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
358. SPA.HEMS.130 HEMS Operations - Experience The minimum experience level for the commander conducting HEMS

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flights shall not be less than:
(1) either:
(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 accordance with the
359.
HEMS procedures contained in the operations manual.

SPA.HEMS.130 HEMS Operations – Recency All pilots conducting HEMS operations shall have completed a
360. minimum of 30 minutes’ flight by sole 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.
361.
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.

362. AMC1 HHO Operations – Training & checking programme – Training The flight crew training syllabus should include the following items:
SPA.HEMS.130(f)(1)
(1) meteorological training concentrating on the understanding and
interpretation of available weather information;
(2) preparing the helicopter and specialist medical equipment for

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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 HHO Operations – Training & checking programme – (1) proficiency checks, which should include landing and take-off
SPA.HEMS.130(f)(1) Checking profiles likely to be used at HEMS operating sites; and
(2) line checks, with special emphasis on the following:
(i) local area meteorology;
(ii) HEMS flight planning;
363.
(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 in accordance with ORO.CC and
364.
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 practical instruction
together with individual or collective practice, as relevant to each
365. training 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; and
366.
(2) performed by personnel appropriately qualified for the subject to
be covered.

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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
367. training, as most 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.

368. 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 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

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(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 training programme, except for CRM
369. 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;
(2) computer-based assessment;
370. (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
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
371.
integrated in 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 content of CRM
372. trainings.

373. 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

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to learning.
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 identified by the
374. operator’s management system described in ORO.GEN.200.

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
375.
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.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 that the content
376. 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.

377. AMC1 ORO.CC.115(e) Conduct of training courses and associated checking – CRM training should address the main aspects of resilience
Syllabus – Resilience development 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;

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(B) reflect on their judgement and adjust it to the unique situation;
(C) avoid fixed prejudices and over-reliance on 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.

AMC1 ORO.CC.115(e) CRM – Syllabus – Surprise and startle effect CRM training should address unexpected, unusual and stressful
situations. Therefore, CRM training should be designed to prepare
378.
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 approaches to the same situation or
379. 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, its company
culture culture, the type of operations and the associated procedures of the
380.
operator. This should include areas of operations that may lead to
particular difficulties or involve unusual hazards.

381. 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:

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(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-specific case studies
are not available, the operator should consider other case studies
relevant to the scale and scope of its operations.

382. 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 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) Virtual classroom
Notwithstanding (a)(2) of AMC1 ORO.CC.115(e), classroom training
may take place remotely, using a videoconferencing tool for a cabin
crew member operating on aircraft with a maximum operational
passenger seating configuration of 19 or less. The tool should permit
real-time interaction between the trainees and the trainer, including
speech and elements of body language. It should also be capable of
transmitting any document to the trainee that the trainer wishes to
present. The CRM trainer should establish the list of trainees in
advance. Their number should be limited to 6 to ensure a sufficient

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level of interaction during the training session.

GM6 ORO.CC.115(e) Conduct of training courses and associated checking - CRM (a) A successful virtual classroom training relies on the ability of the
Training — Virtual Classroom Training — Single-Cabin Crew trainer to make best use of the associated technologies in the context
Operations of Aircraft with an MOPSC of 19 or Less of CRM training. The cabin crew CRM trainer may need to receive
appropriate training covering the following:
(1) learning style;
(2) teaching method associated with virtual classroom instruction,
such as videoconferencing, and a familiarisation with the virtual
classroom instruction system in use, including management of time,
training media and equipment and tools.
383.
(b) The requirement of ORO.GEN.140 for the operator to grant access
to the competent authority also applies to the virtual classroom
training.
(c) More information on virtual classroom training is provided in the
EASA Guidance for allowing virtual classroom instruction and distance
learning.

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
384. other than CRM training, but 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.

385. AMC3 ORO.CC.115(e) CRM trainer - Qualification (1) A training and standardisation programme for cabin crew CRM
trainers should be established.
(2) The cabin crew CRM trainer, in order to be suitably qualified,
should:

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(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).

386. 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
(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.

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(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 course. This first assessment
GM5 ORO.CC.115(e) should be valid for a period of 3 years.
(2) Assessment is the process of observing, recording, interpreting
387. 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)

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.
388.
(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, before resuming as cabin crew CRM
trainer:
(i) comply with the qualification provisions of (b) and (d); and
(ii) complete CRM trainer refresher training.

389. GM2 ORO.CC.115(e) CRM trainer – Minimum times (3) cabin crew CRM trainer:
(i) basic training:
(A) 18 training hours when the operator can justify that the trainee
already has received sufficient and suitable instruction on training
skills in order to conduct CRM training courses; or

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(B) 30 training hours for trainees not fulfilling (A); and
(ii) refresher training: 6 training hours.
Note: ‘Training hours’ means actual training time excluding breaks.

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 training, as well as the associated
CC.TRA.225(b)(i) checks, before being:
(1) first assigned by the operator to operate as a cabin crew member;
or
390.
(2) assigned by that operator to operate on another aircraft type.

Note: No crediting can be given to operator specific training and

checking that was provided by a TCO if no BASA or delegated act
exists that is catering for such acceptance or crediting

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

392. 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;
(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;

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(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.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – (1) type of aircraft, principal dimensions, narrow or wide bodied,
Aircraft description 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;
393.
(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
(13) least risk bomb location.

394. AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – Each CCM should receive realistic training on, and demonstration of,
Safety and emergency equipment and aircraft systems the location and use of all aircraft type specific safety and emergency
installed equipment and aircraft systems installed, with emphasis on the
following:
(1) slides, and where non-self-supporting slides are 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

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(4) communication equipment.

AMC1 ORO.CC.125(c) Conversion course – Aircraft type specific programme – This training should be conducted in a representative training device
Operation of doors and exits or in the actual aircraft and should include failure of power assist
systems where fitted and the action and forces required to operate
395.
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 – Fire Each cabin crew member should be trained in using fire and/or smoke
396.
and smoke protection equipment 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 from
Evacuation slide training a height representative of the aircraft main deck sill height.
(2) The slide should be fitted to a representative training device or to
397. 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 or conditions
Operation of equipment related to pilot incapacitation relevant to cabin crew actions to be taken in case of pilot
398. incapacitation. Each CCM should be trained to operate all equipment
that must be used in case of pilot incapacitation.

399. 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 and emergency
equipment carried on-board;
(iii) all normal and emergency procedures;

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(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.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – The description should cover all elements specific to the operator’s
Description of the cabin configuration 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 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;
400.
(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.

401. AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Each cabin crew member should receive realistic training on and
Safety and emergency equipment demonstration of the location and use of all safety and emergency
equipment carried, including:

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(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;
(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 operator’s normal
Normal and emergency procedures and emergency procedures as applicable, with emphasis on the
following:
(1) passenger briefing, safety demonstration and cabin surveillance;
(2) severe air turbulence;
402.
(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)

403. AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Training should be provided on the practical aspects of passenger
Passenger handling and crowd control 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

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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 reduced mobility; and
(7) authority and leadership.

AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Fire (1) Each cabin crew member should receive realistic and practical
and smoke training 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:

404. (i) extinguish an actual fire characteristic of an aircraft 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 that are
Evacuation procedures applicable to planned or unplanned evacuations on land and water. It
should also include, where relevant, the additional actions required
405. from 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 – Pilot Unless the minimum flight crew is more than two, each cabin crew
incapacitation procedures member should be trained in the procedure for pilot incapacitation.
406. Training in the use of flight crew checklists, where required by the
operator's standard operating procedures (SOPs), should be
conducted by a practical demonstration.

407. AMC1 ORO.CC.125(d) Conversion course – Operator conversion programme – Crew The operator’s CRM training should cover all elements listed in Table
resource management 1 of (g). Several training elements are specified as ‘not required’ for
AMC1 ORO.CC.115(e) 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 in Table 1 of (g) AMC1 ORO.CC.115(e).

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(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
Conduct of training courses and associated checking -
408. Duration

ORO.CC.130 Difference training In addition to the training required in ORO.CC.125, the CCM shall
complete appropriate training and checking covering any differences
CC.TRA.225(b)(ii) before being assigned on:
(1) a variant of an aircraft type currently operated; or
409. (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
410. ORO.CC.125(c) and (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 and syllabus for
a variant of an aircraft type currently operated, the operator shall
CC.TRA.225(b)(ii)
411. include, where available, the mandatory elements for the relevant
aircraft type and its variants as defined in the data established in
accordance with Regulation (EC) No 748/2012.

412. AMC1 ORO.CC.125 & Conversion course/difference training – Previous training The programmes and syllabi of aircraft type specific training, operator
ORO.CC.130 conversion training and differences training should take into account

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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
413. appropriate supervised 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
414.
(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.

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.
(2) Familiarisation flights should be:
(i) conducted under the supervision of the senior cabin crew member;
415.
(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.

416. AMC1 ORO.CC.135 Familiarisation – Aircraft familiarisation visits (1) Aircraft visits should enable the cabin crew member to become

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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.
(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 and checking.
417.
CC.TRA.225(b)(iii)

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

419. 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

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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
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.

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 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;
420. (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.

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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-fighting
421. 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 be 12 calendar
months counted from the end of the month when the check was
CC.TRA.225(b)(iii) taken.
(2) If the recurrent training and checking are undertaken within the
422. last 3 calendar months of the validity period, the new validity period
shall be 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 and emergency
programme equipment should include all relevant oxygen systems, and any
423. equipment such as defibrillators if carried on board.
(2) Training on emergency procedures should cover pilot
incapacitation procedures and crowd control techniques.

424. AMC1 ORO.CC.140 Recurrent & checking training – Triennial recurrent training (1) Training on the operation of normal and emergency doors/exits
programme 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

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halon extinguishers, an alternative 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)

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 1 of AMC1
ORO.CC.115(e) should be covered within a 3-year cycle to the level
required by column ‘Annual Recurrent Training’;
425.
(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.
426.
(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.

427. 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
(B) mixed multinational and cross-cultural flight crew and cabin crew,
and their interaction, if applicable.

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(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.

GM2 ORO.CC.115(e) Recurrent & checking training – Conduct of training courses multi cabin crew operations:
and associated checking – Minimum time
Combined CRM training: 6 training hours over a period of 3 years or,
for EBT operators which have implemented a competency framework
for cabin crew (e.g. ICAO PANS-TRG), a minimum of 3 training hours
428.
within 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
429.
(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.

430. 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 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;

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(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.

AMC1 ORO.CC.145 Refresher training - Programme (a) Training on emergency procedures should include pilot
incapacitation procedures and crowd control techniques as applicable
to the aircraft type; and
431.
(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
432.
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:
(1) have at least one year of experience as operating cabin crew
433.
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;
434.
(3) review of operator requirements and legal requirements;
(4) accident and incident reporting;
(5) human factors and crew resource management (CRM); and
(6) flight and duty time limitations and rest requirements.

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AMC1 ORO.CC.200(c) SCCM training – Training programme The senior cabin crew member training course should 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:
435.
(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’.
(f) Flight and duty time limitations and rest requirements (FTL).

436. 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

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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 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
437.
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

ORO.CC.215 (b) After a cabin crew member has successfully completed a training
course and the associated check, operator shall:
438.
(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:
439. (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.

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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 Operations Manual. Such
AMC1 training programme should include:
ORO.GEN.110(e)
(1) the scope, extent and use of the MEL;
440.
(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
441. the applicable requirements of 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 technical crew member shall undergo a
442. check to demonstrate their proficiency in carrying out normal and
emergency procedures.

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:
443. (1) practical demonstration;
(2) computer-based assessment;
(3) in-flight checks; and/or
(4) oral or written tests.

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

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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;

445. (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.

446. 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 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

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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;

447. (ii) the classification of fires and the appropriate type 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.

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
448. similar equipment, training on the use of this equipment, including
practice in water.
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:

449. (i) instruction on first aid and the use of first-aid kits; and
(ii) the physiological effects of flying.

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

AMC1 ORO.TC.115 Initial training – CRM Relevant CRM elements of AMC1 ORO.FC.115.
451.

Operator conversion & difference training

452. 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
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equipment or procedures mentioned in (b) are different.
(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 procedures on types or variants
453. currently operated.
(b) The operator shall specify in the operations manual when such
differences training is required.

AMC1 Operator conversion & difference training – Fire & smoke Fire and smoke training, including practical training in the use of all
ORO.TC.120&.125 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
454.
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 Operator conversion & difference training – Exits operations Practical training on operating and opening all normal and emergency
455. ORO.TC.120&.125 exits for passenger evacuation in an aircraft or representative training
device and demonstration of the operation of all other exits.

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

457. AMC1 Operator conversion & difference training – Incapacitation When the flight crew is more than one, training on assisting if a pilot
ORO.TC.120&.125 becomes incapacitated, including a demonstration of:

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(i) the pilot's seat mechanism;
(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 Operator conversion & difference training – Safety Training on, and demonstration of, the location and use of safety
ORO.TC.120&.125 equipment equipment, including the following:
(i) life-rafts, including the equipment attached to, and/or carried in,
the raft, where applicable;
(ii) life-jackets, infant life-jackets and flotation devices, where
applicable;
(iii) fire extinguishers;
(iv) crash axe or crow bar;
458.
(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 Operator conversion & difference training – Pax briefing Training on passenger briefing/safety demonstrations and
459. ORO.TC.120&.125 preparation of passengers for normal and emergency situations.

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

AMC1 Operator conversion & difference training – Other Task-specific training.

461. ORO.TC.120&.125

462. AMC2 Operator conversion & difference training (a) The operator should determine the content of the conversion or
ORO.TC.120&.125 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 be conducted

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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.

ORO.TC.130 Familiarisation flights – General Following completion of the operator conversion training, each
technical crew member shall undertake familiarisation flights prior to
463.
operating as a required 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 of
464. CRM shall be integrated into all appropriate phases of the recurrent
training.
(b) Recurrent training shall include theoretical and practical
instruction and practice.

465. 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 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

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AMC1 ORO.FC.115.

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 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:
466.
(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 performed flying duties
467. 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.

468. 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;
(3) practical training on operating and opening all normal and

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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 Operations Manual. Such
AMC1 training programme should include:
ORO.GEN.110(e)
(1) the scope, extent and use of the MEL;
469.
(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
470. 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 operating
environment; and
(9) risk analysis, mitigation and management.

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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;

471. (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
472. 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;
(2) map reading, navigation aid principles and use;
(3) operation of radio equipment;

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(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
ORO.GEN.110 (j) Dangerous Goods – General The operator shall establish and maintain dangerous goods training
programmes for personnel as required by the technical instructions
473. which shall be subject to review and approval by the competent
authority. Training programmes shall be commensurate with the
responsibilities of personnel.

474. 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 verify the
475. understanding of the regulations.

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ICAO TI Doc 9284 Dangerous Goods – Training The Operator must establish and maintain a DG training programme
476. PART 1 Ch. 4 / ICAO based on CBTA
Doc 10147
ICAO Doc 10147 Ch. 2 Dangerous Goods – Training CBTA Training Program must include the result of training needs
analysis with following 2 elements:
477.
(1) Tasks of involved personnel
(2) Training specifications
ICAO Doc 10147 Ch. 2 Dangerous Goods – Training CBTA Training Program must include a training plan.

At least the following points must be considered for each training

event (initial/ recurrent):
478.  Syllabi
 Lesson plans
 Training types
 lnstructor(s)
ICAO Doc 10147 Ch. 2 Dangerous Goods – Training CBTA Training Program must include the assessment plan
479.
480. ICAO Doc 10147 Ch. 2 Dangerous Goods – Training CBTA Training Program must include a continuous assessment plan
ICAO TI DOC 9284 Dangerous Goods – Record Keeping The employer must maintain a record of training and assessment for
481.
Part 1 Ch. 4.4 personnel.
ICAO TI DOC 9284 Dangerous Goods – Record Keeping Description of the training records content requirements.
482. Part 1 Ch. 4.4
ICAO TI DOC 9284 Dangerous Goods – Record Keeping Training and assessment records must be retained for a minimum
483. Part 1 Ch. 4.4 period of 36 months.
Security
484. AMC1 Flight crew / Technical crew – Security training Without prejudice to Regulation (EC) No 300/2008, the CAT operator
ORO.GEN.110(a) should establish and maintain a security training programme for crew
members, including theoretical and practical elements. This training
Reg 300/2008 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;

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(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.

485. 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 security training programme for crew
Reg 300/2008 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
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;

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(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.

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
following elements:
(a) determination of the seriousness of the occurrence;
(b) crew communication and coordination;
486.
(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.

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

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they contribute to the prevention of acts of sabotage or other forms
of unlawful interference.

Fatigue Management
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 and rest;
APPLICABLE TO CAT OPERATIONS EXCEPT TAXI, AND EMS
(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;
488.
(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.

489. 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;

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(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.

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
490. 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 Operational control personnel that perform tasks related to The operator should develop a training programme, based on the
ORO.GEN.110(c)&(e) flight monitoring and flight watch – training programme relevant parts of ICAO Annex 1, ICAO Documents 10106 and 9868, for
FOOs/FDs that perform those functions.
491.
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 Initial Training programme 1. Air Law
ORO.GEN.110(c)&(e)
2. Aircraft General Knowledge
3. Flight Performance Calculation, Planning Procedures, and
Loading
4. Human Performance

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

Recurrent Training
AMC1 Recurrent Training
ORO.GEN.110(c)&(e)
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
494. assessment.
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 Knowledge, Skills, and Qualifications for Instructors of Unless otherwise required by the relevant national regulations,
ORO.GEN.110(c)&(e) Operational Control Personnel 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;

495. (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.

MEL Training
496. ORO.GEN.110(e) MEL Training programme The operator should develop a training programme for ground
personnel dealing with the use of the MEL and detail such training in
AMC1 the continuing airworthiness maintenance exposition CAME and OM
ORO.GEN.110(e)
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as appropriate. Such training programme should include:
(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 operations personnel other than
AMC 20-6 flight crew (e.g. dispatchers), in addition to refresher training in the
following areas:
a. ETOPS Regulations/Operations Approval
b. Aeroplane performance/Diversion procedures
497. c. Area of Operation
d. Fuel Requirements
e. Dispatch Considerations MEL, CDL, weather minima, and alternate
airports
f. Documentation

3 PROCEDURES
498. 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

499. not achieve or maintain the required standards.

AMC3 ORO.MLR.100 3.3 Procedures to ensure that abnormal or emergency

situations requiring the application of part or all of the
abnormal or emergency procedures, and simulation of
500. instrument meteorological conditions (IMC) by artificial
means are not simulated during commercial air transport
operations.

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

501. (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.
502. (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 reasonable time. These records
503.
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
504. format are also 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
505. one backup system 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.

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 place, special care should
506. 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.

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ORO.MLR.115 Record-keeping – Training records FCM licence & CCM attestation: as long as privileges are exercised
Crew training, checking & qualification: 3 years
Crew recent experience: 15 months
507.
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 operator to show
508. 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 training materials used
509. 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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