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

EVAL or SBT

Adverse weather

A

GND

Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions.

The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios.

Anticipate adverse weather.

Prepare for suspected adverse weather.

Recognise adverse weather.

Take appropriate action.

Apply the appropriate procedure correctly.

Assure aircraft control.

Predictive wind shear warning before take-off, as applicable

x

x

x

ALL

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

x

x

x

x

TO

Wind shear encounter during take-off, not predictive

x

x

x

x

TO

Predictive wind shear warning during take-off

x

x

x

x

TO

Crosswinds with or without strong gusts on take-off

x

x

CRZ

Turbulence that increases to severe turbulence

x

x

x

x

CRZ

Wind shear encounter scenario during cruise

x

x

x

x

x

APP

Reactive wind shear warning during approach or go-around

x

x

x

x

APP

Predictive wind shear warning during approach or go-around

x

x

x

x

APP

Thunderstorm encounter during approach or on missed approach

x

x

x

APP

Increasing tailwind on final approach (not reported)

x

x

x

x

APP

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

x

x

x

APP

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

x

x

x

APP

LDG

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

x

x

x

APP

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

x

x

x

x

APP

Moderate to severe icing conditions during approach effecting aircraft performance

x

x

x

x

APP

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

x

x

x

EVAL or SBT

Automation management

A

CLB CRZ DES APP

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

Know how and when to use the flight management system(s), guidance and automation.

Demonstrate correct methods for engagement and disengagement of the auto flight system(s).

Demonstrate appropriate use of flight guidance, auto thrust and other automation systems.

Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions.

Revert to different modes when appropriate.

Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action.

Anticipate mishandled auto flight system.

Recognise mishandled auto flight system.

Take appropriate action if necessary.

Restore correct auto flight state.

Identify and manage consequences.

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

x

x

ALL

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

x

x

x

CLB CRZ DES APP

Recoveries from TAWS, management of energy state to restore automated flight

x

x

x

CLB CRZ DES APP

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

x

x

x

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

x

x

x

TO

Late ATC clearance to an altitude below acceleration altitude

x

x

x

TO

APP

Engine-out special terrain procedures

x

x

x

CRZ

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

x

x

x

x

CLB

Engine failure during or after initial climb using automation

x

x

CRZ

Engine failure in cruise to onset of descent using automation

x

x

CRZ

Emergency descent

x

x

x

DES

APP

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

x

x

x

x

APP

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

x

x

x

APP

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

x

x

x

APP

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

x

x

x

x

APP

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

x

x

x

APP

Gear malfunction during an approach planned with autoland (including autobrake).

Competency FPA may or may not be included depending on the impact of such malfunction on the automation.

x

x

x

APP

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

x

x

x

x

EVAL or SBT

Competencies — non-technical (CRM)

A

APP

This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management.

Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance.

Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations.

This includes the development of the following competencies:

Communication:

Demonstrate:

—  effective use of language;
—  responsiveness to feedback; and

—  capability to state the plans and resolve ambiguities.

Leadership and teamwork:

Use appropriate authority to ensure focus on the task. Support others in completing tasks.

Problem-solving and decision-making:

Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans.

Situation awareness and management of information:

Have an awareness of the aircraft state in its environment; project and anticipate changes.

Workload management:

Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress.

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

x

x

x

x

DES

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

x

x

x

CRZ

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

x

x

x

x

x

x

GND

Apron fuel spilling

x

x

x

CRZ

Important water leak in an aircraft galley

x

x

x

x

ALL

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

x

x

x

ALL

Unruly passenger(s)

x

x

GND

Passenger oxygen: passenger service unit open and mask falling down

x

x

x

ALL

Passenger with medical problems — medical emergency

x

x

CRZ

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

x

x

x

x

GND

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

x

x

x

x

CRZ

Credible bomb threat reported to crew

x

x

x

x

CLB DES

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

x

x

x

x

APP

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

x

x

x

x

EVAL or SBT

APP

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

x

x

x

x

x

EVAL or SBT

Compliance

A

ALL

Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs).

This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency.

Recognise that a compliance failure has occurred.

Make a verbal announcement.

Take appropriate action if necessary.

Restore safe flight path if necessary.

Manage consequences.

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

1.          Requesting flap beyond limit speed

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

3.          Omitting an action as part of a procedure

4.          Failing to initiate or complete a checklist

5.          Using the wrong checklist for the situation

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EVAL or SBT

Go-around management

A

APP

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

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

x

x

x

x

APP

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

x

x

x

x

APP

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

x

x

x

x

APP

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

x

x

x

x

APP

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

x

x

x

APP

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

x

x

x

APP

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

x

x

x

APP

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

x

x

x

APP

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

x

x

x

APP

System malfunction, landing gear malfunction during the approach

EVAL or SBT

Manual aircraft control

A

CLB CRZ DES APP

Controls the flight path through manual control

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

Detect deviations through instrument scanning.

Maintain spare mental capacity during manual aircraft control.

Maintain the aircraft within the normal flight envelope.

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

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

x

x

x

x

CLB CRZ DES APP

Alternate flight control modes according to malfunction characteristics

x

x

x

x

CLB CRZ DES APP

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

x

x

x

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

x

x

x

DES

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

x

x

x

TO

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

x

x

x

x

TO

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

x

x

TO

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

x

x

x

TO

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

x

x

x

x

CRZ

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

x

x

x

x

x

APP

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

x

x

x

x

APP

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

x

x

x

x

x

x

x

APP

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

x

x

x

APP

LDG

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

x

x

x

APP

LDG

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

x

x

x

APP

LDG

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

x

x

x

x

APP

LDG

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

x

x

x

LDG

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

x

x

x

x

LDG

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

x

x

x

x

APP

LDG

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

x

x

x

x

TO

In-seat instruction:

Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls

x

x

x

x

APP

LDG

In-seat instruction:

Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls

x

x

x

x

EVAL or SBT

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

A

ALL

The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring.

Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations.

In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training.

Recognise mismanaged aircraft state.

Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme.

Monitor flight path excursions.

Detect errors and threats through proper cross-checking performance.

Make appropriate interventions either verbally or by taking control if applicable.

Take appropriate action if necessary.

Restore the desired aircraft state.

Identify and manage consequences.

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

x

x

ALL

In-seat instruction:

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

x

x

APP

In-seat instruction:

Unstable approach or speed/path/vertical rate not congruent with the required state for the given flight condition

x

x

x

x

LDG

In-seat instruction:

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

x

x

x

Unstable

approach

A

DES

APP

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

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

x

x

x

DES

APP

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

x

x

x

APP

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

x

x

x

APP

Increasing tailwind on final approach (not reported)

x

x

x

x

APP

LDG

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

x

x

x

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

EVAL, MT or SBT

Upset prevention training

B

N/A

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

Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220&230. Each element is made up of several numbered components.

According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions.

Early recognition and prevention of upset conditions.

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

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

Intentionally blank

CRZ

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

x

x

x

TO APP

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

x

x

x

x

CRZ

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

x

x

x

CRZ

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

x

x

x

x

CRZ

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

x

x

x

x

CRZ

High-altitude loss of reliable airspeed

x

x

x

x

x

CRZ

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

x

x

x

x

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

EVAL or SBT

Aircraft system malfunctions, including operations under MEL

B

ALL

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

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

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

Immediacy

Complexity

Degradation of aircraft control

Loss of primary instrumentation

Management of consequences

The operator should vary malfunctions for each characteristic over the EBT cycle.

Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle. Combining characteristics should not reduce the number of malfunctions below seven for each cycle. For each crew member, the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring.

For full details, see the malfunction equivalency methodology.

Recognise system malfunction.

Take appropriate action including correct stop/go decision.

Apply the appropriate procedure correctly.

Maintain aircraft control.

Manage consequences.

Apply crew operating procedures where necessary.

Respond appropriately to additional system abnormalities associated with MEL dispatch.

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

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

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

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

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

Intentionally blank

TO

MEL items with crew operating procedures applicable during take-off

x

x

TO

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

x

x

x

x

GND

Malfunction during preflight preparation and prior to departure

x

x

x

CLB

Malfunction after departure

x

x

x

x

ALL

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

x

x

x

CLB CRZ

Fuel leak (management of consequences)

x

x

x

x

TO

Malfunction on take-off high speed below V1

x

x

x

TO

Malfunction on take-off high speed above V1

x

x

GND

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

x

x

x

TO

Tyre failure during take-off

x

x

x

TO

Malfunction on initial climb

x

x

APP

Malfunction on approach

x

x

x

APP

Malfunction on go-around

x

x

x

LDG

Malfunction during landing

x

x

x

x

x

EVAL or SBT

Aircraft system management

B

Normal system operation according to defined instructions

This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’.

Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance.

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

Intentionally blank

x

CRZ APP LDG

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

x

x

x

x

Approach, visibility close to minimum

B

APP

Any situation where visibility becomes a threat

Recognise actual conditions.

Observe aircraft and/or procedural limitations.

Apply the appropriate procedures if applicable.

Maintain directional control and safe flight path.

Approach in poor visibility

x

x

x

x

APP

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

x

x

x

LDG

Landing in poor visibility

x

x

x

Landing

B

LDG

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

Landing in demanding environmental conditions, with malfunctions as appropriate

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

Intentionally blank

EVAL or SBT

Surprise

B

ALL

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

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

Rejected take-off

x

x

x

Intentionally blank

Intentionally blank

EVAL or SBT

Terrain

B

ALL

Alert, warning, or conflict

Anticipate terrain threats.

Prepare for terrain threats.

Recognise unsafe terrain clearance.

Take appropriate action.

Apply the appropriate procedures correctly.

Maintain aircraft control.

Restore safe flight path.

Manage consequences.

ATC clearance giving insufficient terrain clearance

x

x

x

ALL

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

x

x

x

TO CLB

Engine failure where performance is marginal leading to TAWS warning

x

x

x

DES APP

ATC provides a wrong QNH

x

x

DES

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

x

x

x

EVAL or SBT

Wind shear recovery

B

TO

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

Anticipate potential for wind shear.

Avoid known wind shear or prepare for suspected wind shear.

Recognise wind shear encounter.

Take appropriate action.

Apply the appropriate procedure correctly.

Assure aircraft control.

Recognise out of wind shear condition.

Maintain or restore a safe flight path.

Assess consequential issues and manage outcomes.

Predictive wind shear warning during take-off

x

x

TO

Wind shear encounter during take-off

x

x

x

TO

Wind shear encounter after rotation

x

x

TO

Predictive wind shear after rotation

x

x

APP

Predictive wind shear during approach

x

x

x

APP