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AMC1 FCL.930.CRI CRI -- training course

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ED Decision 2020/005/R found in: Aircrew (1178/2011) Part-FCL Part-MED Part-CC Part-ARA Part-ORA Part-DTO (Aug 2023)
ED Decision 2025/002/R found in: Aircrew (1178/2011) Part-FCL Part-MED Part-CC Part-ARA Part-ORA Part-DTOPart-FCL Part-MED Part-CC Part-ARA Part-ORA Part-DTO (Nov 2025)

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AMC1 FCL.930.CRI CRI Training course

ED Decision 2020/005/R

GENERAL

(a) The aim of the CRI training course is to train aircraft licence holders to the level of competence defined in [FCL.920](#_DxCrossRefBm1199963554) and adequate to a CRI.

(b) The training course should be designed to give adequate training to the applicant in theoretical knowledge instruction, flight instruction and FSTD instruction to instruct for any class or type rating, except for single-pilot high-performance complex aeroplanes, for which the applicant is qualified.

(c) The flight training should be aimed at ensuring that the applicant is able to teach the air exercises safely and efficiently to students undergoing a course of training for the issue of a class or type rating, except for single-pilot high-performance complex aeroplanes.

(d) It is to be noted that airmanship is a vital ingredient of all flight operations. Therefore, in the following air exercises the relevant aspects of airmanship are to be stressed at the appropriate times during each flight.

(e) The student instructor should learn how to identify common errors and how to correct them properly, which should be emphasised at all times.

CONTENT

(f) The training course consists of three parts:

(1) Part 1: teaching and learning that should be in accordance with [AMC1 FCL.920](#_DxCrossRefBm1199963555);

(2) Part 2: technical theoretical knowledge instruction (technical training);

(3) Part 3: flight instruction.

Part 1

The content of the teaching and learning part of the FI training course, as established in [AMC1 FCL.930.FI](#_DxCrossRefBm1199963579), should be used as guidance to develop the course syllabus.

Part 2

(a) The technical theoretical-knowledge instruction should comprise at least 10 hours of training to include the revision of technical knowledge, preparation of lesson plans, and development of classroom instructional skills to enable the CRI to teach the technical theoretical-knowledge syllabus.

(b) The type or class rating theoretical syllabus should be used to develop the CRI teaching skills in relation to the type or class technical course syllabus. The course instructor should deliver example lectures from the applicable type or class technical syllabus. The candidate instructor should prepare and deliver lectures on topics that are selected by the course instructor from the type/class rating course and the generic topics listed further below.

(c) The 10 hours of technical theoretical-knowledge instruction should develop the applicant’s ability to teach a student the knowledge and understanding that are required for the relevant air exercises for either SE or ME aeroplanes, depending on the privileges sought by the candidate.

(d) If CRI privileges for both SE and ME aeroplanes are sought, the applicant should complete 10 hours of technical theoretical-knowledge instruction related to SE and ME aeroplanes each.

(e) This following syllabus of general subjects concerns training only on ME aeroplanes.

GENERAL SUBJECTS

(a) Air legislation:

(1) aeroplane performance group definitions;

(2) methods of factoring gross performance.

(b) Asymmetric power flight;

(d) The problems:

(1) asymmetry;

(2) control;

(3) performance;

(e) The forces and couples:

(1) offset thrust line;

(2) asymmetric blade effect;

(3) offset drag line;

(4) failed engine propeller drag;

(5) total drag increase;

(6) asymmetry of lift;

(7) uneven propeller slipstream effect;

(8) effect of yaw in level and turning flight;

(9) thrust and rudder side force couples;

(10) effect on moment arms.

(f) Control in asymmetric power flight:

(1) use, misuse and limits of:

(i) rudder;

(ii) aileron;

(iii) elevators.

(2) effect of bank or sideslip and balance;

(3) decrease of aileron and rudder effectiveness;

(4) fin stall possibility;

(5) effect of IAS and thrust relationship;

(6) effect of residual unbalanced forces;

(7) foot loads and trimming.

(g) Minimum control and safety speeds:

(1) minimum control speed (vmc);

(2) definition;

(3) origin;

(4) factors affecting (vmc):

(i) thrust;

(ii) mass and centre of gravity position;

(iii) altitude;

(iv) landing gear;

(v) flaps;

(vi) cowl flaps or cooling gills;

(vii) turbulence or gusts;

(viii) pilot reaction or competence;

(ix) banking towards the operating engine;

(x) drag;

(xi) feathering;

(xii) critical engine.

(5) take-off safety speed;

(6) definition or origin of v2;

(7) other relevant v codes;

(h) Aeroplane performance: one engine inoperative:

(1) effect on excess power available;

(2) SE ceiling;

(3) cruising, range and endurance;

(4) acceleration and deceleration;

(5) zero thrust, definition and purpose;

(i) Propellers:

(1) variable pitch: general principles;

(2) feathering and un-feathering mechanism and limitations (for example minimum RPM);

(j) Specific aeroplane type;

(k) Aeroplane and engine systems:

(1) operation normal;

(2) operation abnormal;

(3) emergency procedures.

(l) Limitations: airframe:

(1) load factors;

(2) landing gear and flap limiting speeds (vlo and vfe);

(3) rough air speed (vra);

(4) maximum speeds (vno and vne).

(m) Limitations: engine:

(1) RPM and manifold pressure;

(2) oil temperature and pressure;

(3) emergency procedures.

(n) Mass and balance:

(to be covered in conjunction with the flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook))

(1) mass and balance documentation for aeroplane type;

(2) revision of basic principles;

(3) calculations for specific aeroplane type.

(o) Mass and performance:

(to be covered in conjunction with the flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook))

(1) calculations for specific aeroplane type (all engines operating);

(2) take-off run;

(3) take-off distance;

(4) accelerate and stop distance;

(5) landing distance;

(6) landing run;

(7) take-off or climb out flight path;

(8) calculations for specific aeroplane type (one engine operating);

(9) climb out flight path;

(10) landing distance;

(11) landing run.

Part 3

FLIGHT INSTRUCTION SYLLABUS: NORMAL FLIGHT

(a) This part is similar to the air exercise sections of the SE FI course, including ‘Introduction to instrument flying’ except that the objectives, airmanship considerations and common errors are related to the operation of an ME aeroplane.

(b) The purpose of this part is to acquaint the applicant with the teaching aspects of the operational procedures and handling of an ME aeroplane with all engines functioning.

(1) aeroplane familiarisation;

(2) pre-flight preparation and aeroplane inspection;

(3) engine starting procedures;

(4) taxiing;

(5) pre take-off procedures;

(6) the take-off and initial climb:

(i) into wind;

(ii) crosswind;

(iii) short field.

(7) climbing;

(8) straight and level flight;

(9) descending (including emergency descent procedures);

(10) turning;

(11) slow flight;

(12) stalling and recoveries;

(13) instrument flight: basic;

(14) emergency drills (not including engine failure);

(15) circuit, approach and landing:

(i) into wind;

(ii) croswind;

(iii) short field;

(16) mislanding and going round again;

(17) actions after flight.

AIR EXERCISES

(d) The syllabus for CRI SE and ME training courses should comprise air exercises 1 to 4 and should not last less than 3 hours. In addition, the syllabus for a CRI ME training course should also include air exercise 5 to address asymmetric power flight and should not last less than 2 hours.

EXERCISE 1: FAMILIARISATION WITH THE AEROPLANE

(a) Long briefing objectives:

(1) introduction to the aeroplane;

(2) explanation of the cockpit layout;

(3) systems and controls;

(4) aeroplane power plant;

(5) checklists and drills;

(6) differences when occupying the instructor’s seat;

(7) emergency drills:

(i) action in event of fire in the air and on the ground;

(ii) escape drills: location of exits and use of emergency equipment (for example fire extinguishers, etc.).

(8) pre-flight preparation and aeroplane inspection:

(i) aeroplane documentation;

(ii) external checks;

(iii) internal checks;

(iv) harness, seat or rudder pedal adjustment;

(9) engine starting procedures:

(i) use of checklists;

(ii) checks before starting;

(iii) checks after starting.

(b) Air exercise:

(1) external features;

(2) cockpit layout;

(3) aeroplane systems;

(4) checklists and drills;

(5) action if fire in the air and on the ground;

(i) engine;

(ii) cabin;

(iii) electrical.

(6) systems failure (as applicable to type);

(7) escape drills (location and use of emergency equipment and exits);

(8) preparation for and action after flight:

(i) flight authorisation and aeroplane acceptance;

(ii) technical log or certificate of maintenance release;

(iii) mass and balance and performance considerations;

(iv) external checks;

(v) internal checks, adjustment of harness or rudder pedals;

(vi) starting and warming up engines;

(vii) checks after starting;

(viii) radio navigation and communication checks;

(ix) altimeter checks and setting procedures;

(x) power checks;

(xi) running down and switching off engines;

(xii) completion of authorisation sheet and aeroplane serviceability documents.

EXERCISE 2: TAXIING

(a) Long briefing objectives:

(1) pre-taxiing area precautions (greater mass: greater inertia);

(2) effect of differential power;

(3) precautions on narrow taxiways;

(4) pre take-off procedures:

(i) use of checklist;

(ii) engine power checks;

(iii) pre take-off checks;

(iv) instructor’s briefing to cover the procedure to be followed should an emergency occur during take-off, for example engine failure.

(5) the take-off and initial climb:

(i) ATC considerations;

(ii) factors affecting the length of the take-off run or distance;

(iii) correct lift-off speed;

(iv) importance of safety speed;

(v) crosswind take-off, considerations and procedures;

(vi) short field take-off, considerations and procedures;

(vii) engine handling after take-off: throttle, pitch and engine synchronisation.

(6) climbing:

(i) pre-climbing checks;

(ii) engine considerations (use of throttle or pitch controls);

(iii) maximum rate of climb speed;

(iv) maximum angle of climb speed;

(v) synchronising the engines.

(b) Air exercise

(1) pre-taxing checks;

(2) starting, control of speed and stopping;

(3) control of direction and turning;

(4) turning in confined spaces;

(5) leaving the parking area;

(6) freedom of rudder movement (importance of pilot ability to use full rudder travel);

(7) instrument checks;

(8) emergencies (brake or steering failure);

(9) pre take-off procedures:

(i) use of checklist;

(ii) engine power and system checks;

(iii) pre take-off checks;

(iv) instructor’s briefing if emergencies during take-off.

(10) the take-off and initial climb:

(i) ATC considerations;

(ii) directional control and use of power;

(iii) lift-off speed;

(iv) crosswind effects and procedure;

(v) short field take-off and procedure.

(vi) procedures after take-off (at an appropriate stage of the course):

(A) landing gear retraction;

(B) flap retraction (as applicable);

(D) engine synchronisation;

(E) other procedures (as applicable).

(11) climbing:

(i) pre-climbing checks;

(ii) power selection for normal and maximum rate climb;

(iii) engine and RPM limitations;

(iv) effect of altitude on manifold pressure, full throttle;

(v) levelling off: power selection;

(vi) climbing with flaps down;

(vii) recovery to normal climb;

(viii) en-route climb (cruise climb);

(ix) maximum angle of climb;

(x) altimeter setting procedures;

(xi) prolonged climb and use of cowl flaps or cooling gills;

(xii) instrument appreciation.

EXERCISE 3: STRAIGHT AND LEVEL FLIGHT

(a) Long briefing objectives:

(1) selection of power: throttle or pitch controls;

(2) engine synchronisation;

(3) fuel consumption aspects;

(4) use of trimming controls: elevator and rudder (aileron as applicable);

(5) operation of flaps:

(i) effect on pitch attitude;

(ii) effect on air speed.

(6) operation of landing gear:

(i) effect on pitch attitude;

(ii) effect on air speed.

(7) use of mixture controls;

(8) use of alternate air or carburettor heat controls;

(9) operation of cowl flaps or cooling gills;

(10) use of cabin ventilation and heating systems;

(11) operation and use of the other systems (as applicable to type);

(12) descending:

(i) pre-descent checks;

(ii) normal descent;

(iii) selection of throttle or pitch controls;

(iv) engine cooling considerations;

(v) emergency descent procedure.

(13) turning:

(i) medium turns;

(ii) climbing and descending turns;

(iii) steep turns (45 ° of bank or more).

(b) Air exercise:

(1) at normal cruising power:

(i) selection of cruise power;

(ii) manifold pressure or RPM;

(iii) engine synchronisation;

(iv) use of trimming controls;

(v) performance considerations: range or endurance.

(2) instrument appreciation;

(3) operation of flaps (in stages):

(i) air speed below vfe;

(ii) effect on pitch attitude;

(iii) effect on air speed.

(4) operation of landing gear:

(i) air speed below vlo / vle;

(ii) effect on pitch attitude;

(iii) effect on air speed.

(5) use of mixture controls;

(6) use of alternate air or carburettor control;

(7) operation of cowl flaps or cooling gills;

(8) operation of cabin ventilation or heating systems;

(9) operation and use of other systems (as applicable to type);

(10) descending;

(i) pre-descent checks;

(ii) power selection: manifold pressure or RPM;

(iii) powered descent (cruise descent);

(iv) engine cooling considerations: use of cowl flaps or cooling gills;

(v) levelling off;

(vi) descending with flaps down;

(vii) descending with landing gear down;

(viii) altimeter setting procedure;

(ix) instrument appreciation;

(x) emergency descent:

(A) as applicable to type;

(B) limitations in turbulence vno.

(11) turning:

(i) medium turns;

(ii) climbing and descending turns;

(iii) steep turns: 45 ° of ban;

(iv) instrument appreciation.

EXERCISE 4: SLOW FLIGHT

(a) Long briefing objectives:

(1) aeroplane handling characteristics during slow flight: flight at vs1 and vso +5 knots;

(2) simulated go-around from slow flight:

(i) at Vsse with flaps down;

(ii) note pitch trim change.

(3) stalling:

(i) power selection;

(ii) symptoms approaching the stall;

(iii) full stall characteristics;

(iv) recovery from the full stall;

(v) recovery at the incipient stall;

(vi) stalling and recovery in the landing configuration;

(vii) recovery at the incipient stage in the landing configuration.

(4) instrument flight (basic):

(i) straight and level;

(ii) climbing;

(iii) turning;

(iv) descending.

(5) emergency drills (not including engine failure), as applicable to type;

(6) circuit approach and landing:

(i) downwind leg:

(A) air speed below vfe;

(B) use of flaps (as applicable);

(D) position to turn onto base leg.

(ii) base leg:

(A) selection of power (throttle or pitch), flaps and trimming controls;

(B) maintenance of correct air speed.

(iii) final approach:

(A) power adjustments (early reaction to undershooting);

(B) use of additional flaps (as required);

(D) selection ‘touch down’ point;

(E) air speed reduction to Vat;

(F) maintenance of approach path.

(iv) landing:

(A) greater sink rate;

(B) longer landing distance and run;

(D) crosswind considerations;

(E) short field approach and landing;

(F) short field procedure: considerations.

(b) Air exercise

(1) safety checks;

(2) setting up and maintaining (flaps up);

(i) vs1 + 5 knots;

(ii) note aeroplane handling characteristics.

(3) setting up and maintaining (flaps down):

(i) vso + 5 knots;

(ii) note aeroplane handling characteristics.

(4) simulated go-around from a slow flight with flaps:

(i) down and air speed not below Vsse, for example air speed at Vsse or vmca + 10 knots;

(ii) increase to full power and enter a climb;

(iii) note pitch change.

(5) resume normal flight.

(6) stalling;

(i) selection of RPM;

(ii) stall symptoms;

(iii) full stall characteristics;

(iv) recovery from the full stall: care in application of power;

(v) recovery at the incipient stage;

(vi) stalling and recovery in landing configuration;

(vii) stall recovery at the incipient stage in the landing configuration.

(7) instrument flight (basic):

(i) straight and level;

(ii) climbing;

(iii) turning;

(iv) descending.

(8) emergency drills (not including engine failure), as applicable to type;

(9) circuit, approach and landing:

(i) downwind leg:

(A) control of speed (below vfe);

(B) flaps as applicable;

(D) control of speed and height;

(E) base leg turn.

(ii) base leg:

(A) power selection;

(B) use of flap and trimming controls;

(iii) final approach:

(A) use of additional flap (as required);

(B) confirmation of landing gear down;

(D) air speed reduction to Vat;

(E) maintaining correct approach path: use of power.

(iv) landing:

(A) control of sink rate during flare;

(B) crosswind considerations;

(D) short or soft field approach and landing;

(E) considerations and precautions.

(10) Asymmetric power flight.

During this part, special emphasis is to be placed on the:

(i) circumstances in which actual feathering and un-feathering practice will be done, for example safe altitude; compliance with regulations about minimum altitude or height for feathering practice, weather conditions, distance from nearest available aerodrome;

(ii) procedure to use for instructor and student co-operation, for example the correct use of touch drills and the prevention of misunderstandings, especially during feathering and unfeathering practice and when zero thrust is being used for asymmetric circuits. This procedure is to include positive agreement as to which engine is being shut down or re-started or set at zero thrust and identifying each control and naming the engine it is going to affect;

(iii) consideration to be given to avoid over-working the operating engine, and the degraded performance when operating the aeroplane during asymmetric flight;

(iv) need to use the specific checklist for the aeroplane type.

EXERCISE 5: FLIGHT ON ASYMMETRIC POWER

(a) Long briefing objectives:

(1) introduction to asymmetric flight:

(2) feathering the propeller: method of operation;

(3) effects on aeroplane handling at cruising speed;

(4) introduction to effects upon aeroplane performance;

(5) note foot load to maintain a constant heading (no rudder trim);

(6) un-feathering the propeller;

(7) return to normal flight finding the zero thrust setting;

(8) comparison of foot load when feathered and with zero thrust set.

(9) effects and recognition of engine failure in level flight;

(10) forces and the effects of yaw;

(11) types of failure:

(i) sudden or gradual;

(ii) complete or partial.

(12) yaw, direction and further effects of yaw;

(13) flight instrument indications;

(14) identification of failed engine;

(15) the couples and residual out of balance forces: resultant flight attitude;

(16) use of rudder to counteract yaw;

(17) use of aileron: dangers of misuse;

(18) use of elevator to maintain level flight;

(19) use of power to maintain a safe air speed and altitude;

(20) supplementary recovery to straight and level flight: simultaneous increase of speed and reduction in power;

(21) identification of failed engine: idle leg = idle engine;

(22) use of engine instruments for identification:

(i) fuel pressure or flow;

(ii) RPM gauge response effect of CSU action at lower and higher air speed;

(iii) engine temperature gauges.

(23) confirmation of identification: close the throttle of identified failed engine;

(24) effects and recognition of engine failure in turns;

(25) identification and control;

(26) side forces and effects of yaw.

(27) During turning flight:

(i) effect of ‘inside’ engine failure: effect sudden and pronounced;

(ii) effect of ‘outside’ engine failure: effect less sudden and pronounced;

(iii) the possibility of confusion in identification (particularly at low power):

(A) correct use of rudder;

(B) possible need to return to lateral level flight to confirm correct identification.

(iv) visual and flight instrument indications;

(v) effect of varying speed and power;

(vi) speed and thrust relationship;

(vii) at normal cruising speed and cruising power: engine failure clearly recognised;

(viii) at low safe speed and climb power: engine failure most positively recognised;

(ix) high speed descent and low power: possible failure to notice asymmetry (engine failure).

(28) Minimum control speeds:

(i) ASI colour coding: red radial line.

Note: this exercise is concerned with the ultimate boundaries of controllability in various conditions that a student can reach in a steady asymmetric power state, approached by a gradual speed reduction. Sudden and complete failure should not be given at the Flight Manual vmca. The purpose of the exercise is to continue the gradual introduction of a student to control an aeroplane in asymmetric power flight during extreme or critical situations. It is not a demonstration of vmca.

(ii) Techniques for assessing critical speeds with wings level and recovery: dangers involved when minimum control speed and the stalling speed are very close: use of Vsse;

(iii) Establish a minimum control speed for each asymmetrically disposed engine to establish critical engine (if applicable);

(iv) Effects on minimum control speeds of:

(A) bank;

(B) zero thrust setting;

(a) landing gear down and take-off flap set;

(b) landing gear up and take-off flap set.

Note: it is important to appreciate that the use of 5 ° of bank towards the operating engine produces a lower vmca and also a better performance than that obtained with the wings held level. It is now normal for manufacturers to use 5 ° of bank in this manner when determining the vmca for the specific type. Thus, the vmca quoted in the aeroplane manual will have been obtained using the technique.

(29) Feathering and un-feathering:

(i) minimum heights for practising feathering or un-feathering drills;

(ii) engine handling: precautions (overheating, icing conditions, priming, warm-up, method of simulating engine failure: reference to aircraft engine manual and service instructions and bulletins).

(30) Engine failure procedure:

(i) once the maintenance of control has been achieved, the order in which the procedures are carried out will be determined by the phase of operation and the aircraft type.

(ii) flight phase:

(A) in cruising flight;

(B) critical phase such as immediately after take-off or during the approach to landing or during a go-around.

(31) Aircraft type:

Variations will inevitably occur in the order of certain drills and checks due to differences between aeroplane types and perhaps between models of the same type, and the flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook) is to be consulted to establish the exact order of these procedures.

For example, one flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook) may call for the raising of flaps and landing gear before feathering, whilst another may recommend feathering as a first step. The reason for this latter procedure could be due to the fact that some engines cannot be feathered if the RPM drops below a certain figure.

Again, in some aeroplanes, the raising of the landing gear may create more drag during retraction due to the transient position of the landing gear doors and as a result of this retraction would best be left until feathering has been accomplished and propeller drag reduced.

Therefore, the order in which the drills and checks are shown in this syllabus under ‘immediate actions’ and ‘subsequent actions’ are to be used as a general guide only and the exact order of precedence is determined by reference to the flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook) for the specific aeroplane type being used on the course.

(32) In-flight engine failure in cruise or other flight phase not including take-off or landing:

(i) immediate actions:

(A) recognition of asymmetric condition and control of the aircraft;

(B) identification and confirmation of failed engine:

(a) idle leg = idle engine;

(b) closing of throttle for confirmation.

(a) typical reasons for failure;

(b) methods of rectification.

(D) feathering decision and procedure:

(a) reduction of other drag;

(b) need for speed but not haste;

(ii) subsequent actions;

(A) live engine:

(a) temperature, pressures and power;

(b) remaining services;

(d) effect on power source for air driven instruments;

(e) landing gear;

(f) flaps and other services.

(B) re-plan flight:

(a) ATC and weather;

(b) terrain clearance, SE cruise speed;

(D) dangers of re-starting damaged engine;

(E) action if unable to maintain altitude: effect of altitude on power available;

(F) effects on performance;

(G) effects on power available and power required;

(H) effects on various airframe configuration and propeller settings;

(I) use of flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook):

(a) cruising;

(b) climbing: ASI colour coding (blue line);

(d) turning.

(J) ‘live’ engine limitations and handling;

(K) take-off and approach: control and performance.

(33) Significant factors:

(i) significance of take-off safety speed:

(A) effect of landing gear, flap, feathering, take-off, trim setting, systems for operating landing gear and flaps;

(B) effect on mass, altitude and temperature (performance).

(ii) significance of best SE climb speed (Vyse):

(A) acceleration to best engine climb speed and establishing a positive climb;

(B) relationship of SE climb speed to normal climb speed;

(iii) significance of asymmetric committal height and speed: action if baulked below asymmetric committal height.

(34) Engine failure during take-off:

(i) below vmca or unstick speed:

(A) accelerate or stop distance considerations;

(B) prior use of flight manual data if available.

(ii) above vmca or unstick speed and below safety speed;

(iii) immediate re-landing or use of remaining power to achieve forced landing;

(iv) considerations:

(A) degree of engine failure;

(B) speed at the time;

(D) configuration;

(E) length of runway remaining;

(F) position of any obstacles ahead.

(35) Engine failure after take-off:

(i) simulated at a safe height and at or above take-off safety speed;

(ii) considerations:

(A) need to maintain control;

(B) use of bank towards operating engine;

(D) mass, altitude, temperature (performance);

(E) effect of prevailing conditions and circumstances.

(36) Immediate actions: maintenance of control, including air speed and use of power:

(i) recognition of asymmetric condition;

(ii) identification and confirmation of failed engine;

(iii) feathering and removal of drag (procedure for type);

(iv) establishing best SE climb speed.

(37) Subsequent actions: whilst carrying out an asymmetric power climb to the downwind position at SE best rate of climb speed:

(i) cause and fire check;

(ii) live engine, handling considerations;

(iii) remaining services;

(iv) ATC liaison;

(v) fuel management.

Note: these procedures are applicable to aeroplane type and flight situation.

(38) Significance of asymmetric committal height:

(i) Asymmetric committal height is the minimum height needed to establish a positive climb whilst maintaining adequate speed for control and removal of drag during an approach to a landing.

Because of the significantly reduced performance of many CS/JAR/FAR 23 aeroplanes when operating on one engine, consideration is to be given to a minimum height from which it would be safely possible to attempt a go-around procedure, during an approach when the flight path will have to be changed from a descent to a climb with the aeroplane in a high drag configuration.

Due to the height loss which will occur during the time that the operating engine is brought up to full power, landing gear and flap retracted, and the aeroplane established in a climb at vyse a minimum height (often referred to as ‘Asymmetric committal height’) is to be selected, below which the pilot should not attempt to take the aeroplane round again for another circuit. This height will be compatible with the aeroplane type, all up weight, altitude of the aerodrome being used, air temperature, wind, the height of obstructions along the climb out path, and pilot competence.

(ii) circuit approach and landing on asymmetric power:

(A) definition and use of asymmetric committal height;

(B) use of standard pattern and normal procedures;

(D) speed and power settings required;

(E) decision to land or go-around at asymmetric committal height: factors to be considered.

(iii) undershooting importance of maintaining correct air speed (not below vyse).

(39) Speed and heading control:

(i) height, speed and power relationship: need for minimum possible drag;

(ii) establishing positive climb at best SE rate of climb speed:

(A) effect of availability of systems, power for flap and landing gear;

(B) operation and rapid clean up.

Note 1: The air speed at which the decision is made to commit the aeroplane to a landing or to go-around should normally be the best SE rate of climb speed and in any case not less than the safety speed.

Note 2: On no account should instrument approach ‘decision height’ and its associated procedures be confused with the selection of minimum height for initiating a go-around in asymmetric power flight.

(40) Engine failure during an all engines approach or missed approach:

(i) use of asymmetric committal height and speed considerations;

(ii) speed and heading control;

(iii) decision to attempt a landing, go-around or force land as circumstances dictate.

Note: at least one demonstration and practice of engine failure in this situation should be performed during the course.

(41) Instrument flying on asymmetric power:

(i)considerations relating to aircraft performance during:

(A) straight and level flight;

(B) climbing and descending;

(D) level, climbing and descending turns including turns onto preselected headings.

(ii) availability of vacuum operated instruments;

(iii) availability of electrical power source.

(b) Air exercise

This section covers the operation of a SP ME aeroplane when one engine has failed and it is applicable to all such light piston aeroplanes. Checklists should be used as applicable.

(1) introduction to asymmetric flight:

(2) close the throttle of one engine;

(3) feather its propeller;

(4) effects on aeroplane handling at cruising speed;

(5) effects on aeroplane performance for example cruising speed and rate of climb;

(6) note foot load to maintain a constant heading;

(7) un-feather the propeller;

(8) return to normal flight finding the zero thrust throttle setting;

(9) comparison of foot load when feathered and with zero thrust set.

(10) effects and recognition of engine failure in level flight with the aeroplane straight and level at cruise speed:

(i) slowly close the throttle of one engine;

(ii) note yaw, roll and spiral descent.

(11) return to normal flight:

(i) close throttle of other engine;

(ii) note same effects in opposite direction.

(12) methods of control and identification of failed engine close one throttle and maintain heading and level flight by use of:

(i) rudder to control yaw;

(ii) aileron to hold wings level;

(iii) elevators to maintain level flight;

(iv) power (as required) to maintain air speed and altitude.

(13) alternative or supplementary method of control:

(i) simultaneously;

(ii) lower aeroplane nose to increase air speed;

(iii) reduce power;

(iv) loss of altitude: inevitable.

(14) identification of failed engine: idle foot = idle engine;

(15) use of instruments for identification:

(i) fuel pressure or fuel flow;

(ii) RPM gauge or CSU action may mask identification;

(iii) engine temperature gauges.

(16) confirmation of identification: close the throttle of the identified failed engine;

(17) effects and recognition of engine failure in turns and effects of ‘inside’ engine failure:

(i) more pronounced yaw;

(ii) more pronounced roll;

(iii) more pronounced pitch down.

(18) effects of ‘outside’ engine failure:

(i) less pronounced yaw;

(ii) less pronounced roll;

(iii) less pronounced pitch down.

(19) possibility of confusion in identification:

(i) use of correct rudder application;

(ii) return to lateral level flight if necessary.

(20) flight instrument indications;

(21) effect of varying speed and power;

(22) failure of one engine at cruise speed and power: engine failure clearly recognised;

(23) failure of one engine at low speed and high power (not below vsse): engine failure most positively recognised;

(24) failure of one engine at higher speeds and low power: possible failure to recognise engine failure;

(25) minimum control speeds;

(26) establish the vyse:

(i) select maximum permitted manifold pressure and RPM;

(ii) close the throttle on one engine;

(iii) raise the aeroplane nose and reduce the air speed;

(iv) note the air speed when maximum rudder deflection is being applied and when directional control can no longer be maintained;

(v) lower the aeroplane nose and reduce power until full directional control is regained;

(vi) the lowest air speed achieved before the loss of directional control will be the Vmc for the flight condition;

(vii) repeat the procedure closing the throttle of the other engine;

(viii) the higher of these two air speeds will identify the most critical engine to fail.

Note: warning - in the above situations the recovery is to be initiated immediately before directional control is lost with full rudder applied, or when a safe margin above the stall remains, for example when the stall warning device operates, for the particular aeroplane configuration and flight conditions. On no account should the aeroplane be allowed to decelerate to a lower air speed.

(27) establish the effect of using 5° of bank at vmc:

(i) close the throttle of one engine;

(ii) increase to full power on the operating engine;

(iii) using 5° of bank towards the operating engine reduce speed to the Vmc;

(iv) note lower Vmc when 5 ° of bank is used.

(28) ‘in-flight’ engine failure procedure;

(29) in cruise and other flight circumstances not including take-off and landing.

(30) Immediate actions: maintenance of control including air speed and use of power:

(i) identification and confirmation of failed engine;

(ii) failure cause and fire check;

(iii) feathering decision and implementation;

(iv) reduction of any other drag, for example flaps, cowl flaps etc.;

(v) retrim and maintain altitude.

(31) Subsequent actions:

(i) live engine:

(A) oil temperature, pressure, fuel flow and power;

(B) remaining services;

(D) effect on power source for air driven instruments;

(E) landing gear;

(F) flaps and other services.

(ii) re-plan flight:

(A) ATC and weather;

(B) terrain clearance;

(D) decision to divert or continue;

(iii) fuel management: best use of

(iv) dangers of re-starting damaged engine;

(v) action if unable to maintain altitude:

(A) adopt Vyse;

(B) effect of altitude on power available.

(vi) effects on performance;

(vii) effects on power available and power required;

(viii) effects on various airframe configurations and propeller settings;

(ix) use of flight manual or equivalent document (for example owner’s manual or pilot’s operating handbook):

(A) cruising;

(B) climbing: ASI colour coding (blue line);

(D) turning.

(x) ‘live’ engine limitations and handling;

(xi) take-off and approach: control and handling;

Note: to be done at a safe height away from the circuit;

(xii) take-off case with landing gear down and take-off flap set (if applicable);

(xiii) significance of take-off at or above safety speed (at safety speed. The ability to maintain control and to accelerate to SE climb speed with aeroplane clean and zero thrust set. Thereafter to achieve a positive climb);

(xiv) significance of flight below safety speed (below safety speed and above vmca. A greater difficulty to maintain control, a possible loss of height whilst maintaining speed, cleaning up, accelerating to SE climb speed and establishing a positive climb);

(xv) significance of best SE climb speed (the ability to achieve the best rate of climb on one engine with minimum delay).

(32) Significance of asymmetric committal height:

(i) the ability to maintain or accelerate to the best SE rate of climb speed and to maintain heading whilst cleaning up with perhaps a slight height loss before climbing away;

(ii) below this height, the aeroplane is committed to continue the approach to a landing.

(33) Engine failure during take-off run and below safety speed briefing only;

(34) Engine failure after take-off;

Note: to be initiated at a safe height and at not less than take-off safety speed with due regard to the problems of a prolonged SE climb in the prevailing conditions.

(i) immediate actions:

(A) control of direction and use of bank;

(B) control of air speed and use of power;

(D) identification and confirmation of failed engine feathering and reduction of drag (procedure for type);

(E) re-trim;

(ii) subsequent actions: whilst carrying out an asymmetric power climb to the downwind position at SE best rate of climb speed:

(A) cause and fire check;

(B) live engine, handling considerations;

(D) ATC liaison;

(E) fuel management.

(35) Asymmetric circuit, approach and landing;

(i) downwind and base legs:

(A) use of standard pattern;

(B) normal procedures;

(D) position for base leg;

(E) live engine handling;

(F) air speed and power settings;

(G) maintenance of height.

(ii) final approach:

(A) asymmetric committal height drill;

(B) control of air speed and descent rate;

(iii) going round again on asymmetric power (missed approach):

(A) not below asymmetric committal height;

(B) speed and heading control;

(D) maintaining Vyse;

(E) establish positive rate of climb.

(36) Engine failure during all engines approach or missed approach:

Note: to be started at not less than asymmetric committal height and speed and not more than part flap set:

(i) speed and heading control;

(ii) reduction of drag flap;

(iii) decision to attempt landing or go-around;

(iv) control of descent rate if approach is continued;

(v) if go-around is initiated, maintain vyse, flaps and landing gear retracted and establish positive rate of climb.

Note: at least one demonstration and practice of engine failure in this situation should be performed during the course.

(37) Instrument flying on asymmetric power;

(38) Flight instrument checks and services available:

(i) straight and level flight;

(ii) climbing and descending;

(iii) standard rate turns;

(iv) level, climbing and descending turns including turns onto preselected headings.

EXERCISE 5: UPRT

Instructors should have the specific competence to provide UPRT during the type rating course, including the ability to demonstrate knowledge and understanding of the type-specific upset recovery procedures and of the recommendations that are developed by the OEMs. Therefore, during the CRI training course, the student instructor should:

(a) be able to apply the correct upset recovery techniques for the specific aeroplane type;

(b) understand the importance of applying type-specific OEM procedures for recovery manoeuvres;

(d) understand the capabilities and limitations of the FSTDs that are used for UPRT;

(e) ensure that the training remains within the FSTD training envelope to avoid the risk of negative transfer of training;

(f) understand and be able to use the IOS of the FSTD in the context of providing effective UPRT;

(g) understand and be able to use the available FSTD instructor tools to provide accurate feedback on pilot performance;

(h) understand the importance of adhering to the FSTD UPRT scenarios that are validated by the training programme developer; and

(i) understand the missing critical human factor aspects due to the limitations of the FSTD, and convey this to the student pilot(s) receiving the training.

AMC1 FCL.930.CRI CRI Training course

ED Decision 2020/005/R

GENERAL

(a)     The aim of
the CRI training course is to train aircraft licence holders to the level of
competence defined in [FCL.920](#_DxCrossRefBm894735698) and
adequate to a CRI.

(b)     The training
course should be designed to give adequate training to the applicant in
theoretical knowledge instruction, flight instruction and FSTD instruction to
instruct for any class or type rating, except for single-pilot
high-performance complex aeroplanes, for which the applicant is qualified.

(c)      The flight
training should be aimed at ensuring that the applicant is able to teach the
air exercises safely and efficiently to students undergoing a course of
training for the issue of a class or type rating, except for single-pilot
high-performance complex aeroplanes.

(d)     It is to be
noted that airmanship is a vital ingredient of all flight operations.
Therefore, in the following air exercises the relevant aspects of airmanship
are to be stressed at the appropriate times during each flight.

(e)     The student
instructor should learn how to identify common errors and how to correct them
properly, which should be emphasised at all times.

CONTENT

(f)      The training
course consists of three parts:

(1)     Part 1:
teaching and learning that should be in accordance with [AMC1 FCL.920](#_DxCrossRefBm894735699);

(2)     Part 2:
technical theoretical knowledge instruction (technical training);

(3)     Part 3:
flight instruction.

Part 1

The content of the teaching and learning part of the FI
training course, as established in [AMC1 FCL.930.FI](#_DxCrossRefBm894735724),
should be used as guidance to develop the course syllabus.

Part 2

(a)      The
technical theoretical-knowledge instruction should comprise at least 10 hours
of training to include the revision of technical knowledge, preparation of
lesson plans, and development of classroom instructional skills to enable the
CRI to teach the technical theoretical-knowledge syllabus.

(b)     The type or
class rating theoretical syllabus should be used to develop the CRI teaching
skills in relation to the type or class technical course syllabus. The course
instructor should deliver example lectures from the applicable type or class
technical syllabus. The candidate instructor should prepare and deliver
lectures on topics that are selected by the course instructor from the
type/class rating course and the generic topics listed further below.

(c)      The 10 hours
of technical theoretical-knowledge instruction should develop the applicant’s
ability to teach a student the knowledge and understanding that are required
for the relevant air exercises for either SE or ME aeroplanes, depending on
the privileges sought by the candidate.

(d)     If CRI
privileges for both SE and ME aeroplanes are sought, the applicant should
complete 10 hours of technical theoretical-knowledge instruction related to SE
and ME aeroplanes each.

(e)     This following
syllabus of general subjects concerns training only on ME aeroplanes.

GENERAL SUBJECTS

(a)     Air legislation:

(1)     aeroplane
performance group definitions;

(2)     methods of
factoring gross performance.

(b)     Asymmetric
power flight;

(d)     The problems:

(1)     asymmetry;

(2)     control;

(3)     performance;

(e)     The forces and
couples:

(1)     offset thrust
line;

(2)     asymmetric
blade effect;

(3)     offset drag
line;

(4)     failed engine
propeller drag;

(5)     total drag
increase;

(6)     asymmetry of
lift;

(7)     uneven
propeller slipstream effect;

(8)     effect of yaw
in level and turning flight;

(9)     thrust and
rudder side force couples;

(10)    effect on
moment arms.

(f)      Control in asymmetric
power flight:

(1)     use, misuse
and limits of:

(i)      rudder;

(ii)     aileron;

(iii)     elevators.

(2)     effect of
bank or sideslip and balance;

(3)     decrease of
aileron and rudder effectiveness;

(4)     fin stall
possibility;

(5)     effect of IAS
and thrust relationship;

(6)     effect of
residual unbalanced forces;

(7)     foot loads
and trimming.

(g)     Minimum control
and safety speeds:

(1)     minimum
control speed (vmc);

(2)     definition;

(3)     origin;

(4)     factors
affecting (vmc):

(i)      thrust;

(ii)     mass and
centre of gravity position;

(iii)     altitude;

(iv)     landing
gear;

(v)      flaps;

(vi)     cowl flaps
or cooling gills;

(vii)    turbulence
or gusts;

(viii)   pilot
reaction or competence;

(ix)     banking
towards the operating engine;

(x)      drag;

(xi)     feathering;

(xii)    critical
engine.

(5)     take-off
safety speed;

(6)     definition or
origin of v2;

(7)     other
relevant v codes;

(h)     Aeroplane
performance: one engine inoperative:

(1)     effect on
excess power available;

(2)     SE ceiling;

(3)     cruising,
range and endurance;

(4)     acceleration
and deceleration;

(5)     zero thrust,
definition and purpose;

(i)      Propellers:

(1)     variable
pitch: general principles;

(2)     feathering
and un-feathering mechanism and limitations (for example minimum RPM);

(j)      Specific
aeroplane type;

(k)     Aeroplane and
engine systems:

(1)     operation
normal;

(2)     operation
abnormal;

(3)     emergency
procedures.

(l)      Limitations:
airframe:

(1)     load factors;

(2)     landing gear
and flap limiting speeds (vlo and vfe);

(3)     rough air
speed (vra);

(4)     maximum
speeds (vno and vne).

(m)    Limitations:
engine:

(1)     RPM and manifold
pressure;

(2)     oil
temperature and pressure;

(3)     emergency
procedures.

(n)     Mass and balance:

(to be covered in conjunction with the flight manual or
equivalent document (for example owner’s manual or pilot’s operating
handbook))

(1)     mass and
balance documentation for aeroplane type;

(2)     revision of
basic principles;

(3)     calculations
for specific aeroplane type.

(o)     Mass and performance:

(to be covered in conjunction with the flight manual or
equivalent document (for example owner’s manual or pilot’s operating
handbook))

(1)     calculations
for specific aeroplane type (all engines operating);

(2)     take-off run;

(3)     take-off
distance;

(4)     accelerate
and stop distance;

(5)     landing
distance;

(6)     landing run;

(7)     take-off or
climb out flight path;

(8)     calculations
for specific aeroplane type (one engine operating);

(9)     climb out
flight path;

(10)    landing
distance;

(11)    landing run.

Part 3

FLIGHT INSTRUCTION SYLLABUS: NORMAL FLIGHT

(a)     This part is
similar to the air exercise sections of the SE FI course, including
‘Introduction to instrument flying’ except that the objectives, airmanship
considerations and common errors are related to the operation of an ME
aeroplane.

(b)     The purpose
of this part is to acquaint the applicant with the teaching aspects of the
operational procedures and handling of an ME aeroplane with all engines
functioning.

(1)     aeroplane
familiarisation;

(2)     pre-flight
preparation and aeroplane inspection;

(3)     engine
starting procedures;

(4)     taxiing;

(5)     pre take-off
procedures;

(6)     the take-off
and initial climb:

(i)      into wind;

(ii)     crosswind;

(iii)     short
field.

(7)     climbing;

(8)     straight and
level flight;

(9)     descending
(including emergency descent procedures);

(10)    turning;

(11)    slow flight;

(12)    stalling and
recoveries;

(13)    instrument
flight: basic;

(14)    emergency
drills (not including engine failure);

(15)    circuit,
approach and landing:

(i)      into wind;

(ii)     croswind;

(iii)     short
field;

(16)    mislanding
and going round again;

(17)    actions after
flight.

AIR EXERCISES

(d)     The syllabus
for CRI SE and ME training courses should comprise air exercises 1 to 4 and
should not last less than 3 hours. In addition, the syllabus for a CRI ME
training course should also include air exercise 5 to address asymmetric power
flight and should not last less than 2 hours.

EXERCISE 1: FAMILIARISATION WITH THE
AEROPLANE

(a)     Long briefing
objectives:

(1)     introduction
to the aeroplane;

(2)     explanation
of the cockpit layout;

(3)     systems and
controls;

(4)     aeroplane
power plant;

(5)     checklists
and drills;

(6)     differences
when occupying the instructor’s seat;

(7)     emergency
drills:

(i)      action in
event of fire in the air and on the ground;

(ii)     escape
drills: location of exits and use of emergency equipment (for example fire
extinguishers, etc.).

(8)     pre-flight
preparation and aeroplane inspection:

(i)      aeroplane
documentation;

(ii)     external
checks;

(iii)     internal
checks;

(iv)     harness,
seat or rudder pedal adjustment;

(9)     engine
starting procedures:

(i)      use of
checklists;

(ii)     checks
before starting;

(iii)     checks
after starting.

(b)     Air exercise:

(1)     external
features;

(2)     cockpit
layout;

(3)     aeroplane
systems;

(4)     checklists
and drills;

(5)     action if
fire in the air and on the ground;

(i)      engine;

(ii)     cabin;

(iii)     electrical.

(6)     systems
failure (as applicable to type);

(7)     escape drills
(location and use of emergency equipment and exits);

(8)     preparation
for and action after flight:

(i)      flight
authorisation and aeroplane acceptance;

(ii)     technical
log or certificate of maintenance release;

(iii)     mass and
balance and performance considerations;

(iv)     external
checks;

(v)      internal
checks, adjustment of harness or rudder pedals;

(vi)     starting and
warming up engines;

(vii)    checks after
starting;

(viii)   radio
navigation and communication checks;

(ix)     altimeter
checks and setting procedures;

(x)      power
checks;

(xi)     running down
and switching off engines;

(xii)    completion
of authorisation sheet and aeroplane serviceability documents.

EXERCISE 2: TAXIING

(a)     Long briefing
objectives:

(1)     pre-taxiing
area precautions (greater mass: greater inertia);

(2)     effect of
differential power;

(3)     precautions
on narrow taxiways;

(4)     pre take-off
procedures:

(i)      use of
checklist;

(ii)     engine power
checks;

(iii)     pre
take-off checks;

(iv)     instructor’s
briefing to cover the procedure to be followed should an emergency occur
during take-off, for example engine failure.

(5)     the take-off
and initial climb:

(i)      ATC
considerations;

(ii)     factors
affecting the length of the take-off run or distance;

(iii)     correct
lift-off speed;

(iv)     importance
of safety speed;

(v)      crosswind
take-off, considerations and procedures;

(vi)     short field
take-off, considerations and procedures;

(vii)    engine
handling after take-off: throttle, pitch and engine synchronisation.

(6)     climbing:

(i)      pre-climbing
checks;

(ii)     engine
considerations (use of throttle or pitch controls);

(iii)     maximum
rate of climb speed;

(iv)     maximum
angle of climb speed;

(v)      synchronising
the engines.

(b)     Air
exercise

(1)     pre-taxing
checks;

(2)     starting,
control of speed and stopping;

(3)     control of
direction and turning;

(4)     turning in
confined spaces;

(5)     leaving the
parking area;

(6)     freedom of
rudder movement (importance of pilot ability to use full rudder travel);

(7)     instrument
checks;

(8)     emergencies
(brake or steering failure);

(9)     pre take-off
procedures:

(i)      use of
checklist;

(ii)     engine power
and system checks;

(iii)     pre
take-off checks;

(iv)     instructor’s
briefing if emergencies during take-off.

(10)    the take-off
and initial climb:

(i)      ATC
considerations;

(ii)     directional
control and use of power;

(iii)     lift-off
speed;

(iv)     crosswind
effects and procedure;

(v)      short field
take-off and procedure.

(vi)     procedures
after take-off (at an appropriate stage of the course):

(A)     landing gear
retraction;

(B)     flap
retraction (as applicable);

(D)     engine
synchronisation;

(E)     other
procedures (as applicable).

(11)    climbing:

(i)      pre-climbing
checks;

(ii)     power
selection for normal and maximum rate climb;

(iii)     engine and
RPM limitations;

(iv)     effect of
altitude on manifold pressure, full throttle;

(v)      levelling
off: power selection;

(vi)     climbing
with flaps down;

(vii)    recovery to
normal climb;

(viii)   en-route climb (cruise climb);

(ix)     maximum
angle of climb;

(x)      altimeter
setting procedures;

(xi)     prolonged
climb and use of cowl flaps or cooling gills;

(xii)    instrument
appreciation.

EXERCISE 3: STRAIGHT AND LEVEL FLIGHT

(a)     Long briefing
objectives:

(1)     selection of
power: throttle or pitch controls;

(2)     engine
synchronisation;

(3)     fuel
consumption aspects;

(4)     use of
trimming controls: elevator and rudder (aileron as applicable);

(5)     operation of
flaps:

(i)      effect on
pitch attitude;

(ii)     effect on
air speed.

(6)     operation of
landing gear:

(i)      effect on
pitch attitude;

(ii)     effect on
air speed.

(7)     use of
mixture controls;

(8)     use of
alternate air or carburettor heat controls;

(9)     operation of
cowl flaps or cooling gills;

(10)    use of cabin
ventilation and heating systems;

(11)    operation and
use of the other systems (as applicable to type);

(12)    descending:

(i)      pre-descent
checks;

(ii)     normal
descent;

(iii)     selection
of throttle or pitch controls;

(iv)     engine
cooling considerations;

(v)      emergency
descent procedure.

(13)    turning:

(i)      medium
turns;

(ii)     climbing and
descending turns;

(iii)     steep turns
(45 ° of bank or more).

(b)     Air exercise:

(1)     at normal
cruising power:

(i)      selection of
cruise power;

(ii)     manifold
pressure or RPM;

(iii)     engine
synchronisation;

(iv)     use of
trimming controls;

(v)      performance
considerations: range or endurance.

(2)     instrument
appreciation;

(3)     operation of
flaps (in stages):

(i)      air speed
below vfe;

(ii)     effect on
pitch attitude;

(iii)     effect on
air speed.

(4)     operation of
landing gear:

(i)      air speed
below vlo / vle;

(ii)     effect on
pitch attitude;

(iii)     effect on
air speed.

(5)     use of
mixture controls;

(6)     use of
alternate air or carburettor control;

(7)     operation of
cowl flaps or cooling gills;

(8)     operation of
cabin ventilation or heating systems;

(9)     operation and
use of other systems (as applicable to type);

(10)    descending;

(i)      pre-descent
checks;

(ii)     power
selection: manifold pressure or RPM;

(iii)     powered
descent (cruise descent);

(iv)     engine
cooling considerations: use of cowl flaps or cooling gills;

(v)      levelling
off;

(vi)     descending
with flaps down;

(vii)    descending
with landing gear down;

(viii)   altimeter
setting procedure;

(ix)     instrument
appreciation;

(x)      emergency
descent:

(A)     as applicable
to type;

(B)     limitations
in turbulence vno.

(11)    turning:

(i)      medium
turns;

(ii)     climbing and
descending turns;

(iii)     steep
turns: 45 ° of ban;

(iv)     instrument
appreciation.

EXERCISE 4: SLOW FLIGHT

(a)     Long briefing
objectives:

(1)     aeroplane
handling characteristics during slow flight: flight at vs1 and vso
+5 knots;

(2)     simulated
go-around from slow flight:

(i)      at Vsse
with flaps down;

(ii)     note pitch
trim change.

(3)     stalling:

(i)      power
selection;

(ii)     symptoms
approaching the stall;

(iii)     full stall
characteristics;

(iv)     recovery
from the full stall;

(v)     recovery at
the incipient stall;

(vi)     stalling and
recovery in the landing configuration;

(vii)    recovery at
the incipient stage in the landing configuration.

(4)     instrument
flight (basic):

(i)      straight and
level;

(ii)     climbing;

(iii)     turning;

(iv)     descending.

(5)     emergency
drills (not including engine failure), as applicable to type;

(6)     circuit
approach and landing:

(i)      downwind
leg:

(A)     air speed
below vfe;

(B)     use of flaps
(as applicable);

(D)     position to
turn onto base leg.

(ii)     base leg:

(A)     selection of
power (throttle or pitch), flaps and trimming controls;

(B)     maintenance
of correct air speed.

(iii)     final
approach:

(A)     power
adjustments (early reaction to undershooting);

(B)     use of
additional flaps (as required);

(D)     selection
‘touch down’ point;

(E)      air speed
reduction to Vat;

(F)      maintenance
of approach path.

(iv)     landing:

(A)     greater sink
rate;

(B)     longer
landing distance and run;

(D)     crosswind
considerations;

(E)      short field
approach and landing;

(F)      short field
procedure: considerations.

(b)     Air exercise

(1)     safety
checks;

(2)     setting up
and maintaining (flaps up);

(i)      vs1
+ 5 knots;

(ii)     note
aeroplane handling characteristics.

(3)     setting up
and maintaining (flaps down):

(i)      vso
+ 5 knots;

(ii)     note
aeroplane handling characteristics.

(4)     simulated
go-around from a slow flight with flaps:

(i)      down and air
speed not below Vsse, for example air speed at Vsse or vmca
+ 10 knots;

(ii)     increase to
full power and enter a climb;

(iii)     note pitch
change.

(5)     resume normal
flight.

(6)     stalling;

(i)      selection of
RPM;

(ii)     stall
symptoms;

(iii)     full stall
characteristics;

(iv)     recovery
from the full stall: care in application of power;

(v)      recovery at
the incipient stage;

(vi)     stalling and
recovery in landing configuration;

(vii)    stall
recovery at the incipient stage in the landing configuration.

(7)     instrument
flight (basic):

(i)      straight and
level;

(ii)     climbing;

(iii)     turning;

(iv)     descending.

(8)     emergency
drills (not including engine failure), as applicable to type;

(9)     circuit,
approach and landing:

(i)      downwind
leg:

(A)     control of
speed (below vfe);

(B)     flaps as
applicable;

(D)     control of
speed and height;

(E)     base leg
turn.

(ii)     base leg:

(A)     power
selection;

(B)     use of flap
and trimming controls;

(iii)     final
approach:

(A)     use of
additional flap (as required);

(B)     confirmation
of landing gear down;

(D)     air speed
reduction to Vat;

(E)     maintaining
correct approach path: use of power.

(iv)     landing:

(A)     control of
sink rate during flare;

(B)     crosswind
considerations;

(D)     short or soft
field approach and landing;

(E)     considerations
and precautions.

(10)    Asymmetric
power flight.

During this part, special emphasis is to be placed on the:

(i)      circumstances
in which actual feathering and un-feathering practice will be done, for
example safe altitude; compliance with regulations about minimum altitude or
height for feathering practice, weather conditions, distance from nearest
available aerodrome;

(ii)     procedure to
use for instructor and student co-operation, for example the correct use of
touch drills and the prevention of misunderstandings, especially during
feathering and unfeathering practice and when zero thrust is being used for
asymmetric circuits. This procedure is to include positive agreement as to
which engine is being shut down or re-started or set at zero thrust and
identifying each control and naming the engine it is going to affect;

(iii)     consideration
to be given to avoid over-working the operating engine, and the degraded
performance when operating the aeroplane during asymmetric flight;

(iv)     need to use
the specific checklist for the aeroplane type.

EXERCISE 5: FLIGHT ON ASYMMETRIC POWER

(a)     Long briefing
objectives:

(1)     introduction
to asymmetric flight:

(2)     feathering
the propeller: method of operation;

(3)     effects on
aeroplane handling at cruising speed;

(4)     introduction
to effects upon aeroplane performance;

(5)     note foot
load to maintain a constant heading (no rudder trim);

(6)     un-feathering
the propeller;

(7)     return to
normal flight finding the zero thrust setting;

(8)     comparison of
foot load when feathered and with zero thrust set.

(9)     effects and
recognition of engine failure in level flight;

(10)    forces and
the effects of yaw;

(11)    types of
failure:

(i)      sudden or
gradual;

(ii)     complete or
partial.

(12)    yaw,
direction and further effects of yaw;

(13)    flight
instrument indications;

(14)    identification
of failed engine;

(15)    the couples
and residual out of balance forces: resultant flight attitude;

(16)    use of rudder
to counteract yaw;

(17)    use of
aileron: dangers of misuse;

(18)    use of
elevator to maintain level flight;

(19)    use of power
to maintain a safe air speed and altitude;

(20)    supplementary
recovery to straight and level flight: simultaneous increase of speed and
reduction in power;

(21)    identification
of failed engine: idle leg = idle engine;

(22)    use of engine
instruments for identification:

(i)      fuel
pressure or flow;

(ii)     RPM gauge
response effect of CSU action at lower and higher air speed;

(iii)     engine
temperature gauges.

(23)    confirmation
of identification: close the throttle of identified failed engine;

(24)    effects and
recognition of engine failure in turns;

(25)    identification
and control;

(26)    side forces
and effects of yaw.

(27)    During
turning flight:

(i)      effect of
‘inside’ engine failure: effect sudden and pronounced;

(ii)     effect of
‘outside’ engine failure: effect less sudden and pronounced;

(iii)     the
possibility of confusion in identification (particularly at low power):

(A)     correct use
of rudder;

(B)     possible need
to return to lateral level flight to confirm correct identification.

(iv)     visual and
flight instrument indications;

(v)      effect of
varying speed and power;

(vi)     speed and
thrust relationship;

(vii)    at normal
cruising speed and cruising power: engine failure clearly recognised;

(viii)   at low safe
speed and climb power: engine failure most positively recognised;

(ix)     high speed
descent and low power: possible failure to notice asymmetry (engine failure).

(28)    Minimum
control speeds:

(i)      ASI colour
coding: red radial line.

Note: this exercise is concerned with the ultimate boundaries
of controllability in various conditions that a student can reach in a steady
asymmetric power state, approached by a gradual speed reduction. Sudden and
complete failure should not be given at the Flight Manual vmca. The
purpose of the exercise is to continue the gradual introduction of a student
to control an aeroplane in asymmetric power flight during extreme or critical
situations. It is not a demonstration of vmca.

(ii)     Techniques
for assessing critical speeds with wings level and recovery: dangers involved
when minimum control speed and the stalling speed are very close: use of Vsse;

(iii)     Establish a
minimum control speed for each asymmetrically disposed engine to establish
critical engine (if applicable);

(iv)     Effects on
minimum control speeds of:

(A)     bank;

(B)     zero thrust
setting;

(a)      landing gear
down and take-off flap set;

(b)     landing gear
up and take-off flap set.

Note: it is important to appreciate that the use of 5 ° of
bank towards the operating engine produces a lower vmca and also a
better performance than that obtained with the wings held level. It is now
normal for manufacturers to use 5 ° of bank in this manner when determining
the vmca for the specific type. Thus, the vmca quoted in
the aeroplane manual will have been obtained using the technique.

(29)    Feathering
and un-feathering:

(i)      minimum
heights for practising feathering or un-feathering drills;

(ii)     engine
handling: precautions (overheating, icing conditions, priming, warm-up, method
of simulating engine failure: reference to aircraft engine manual and service
instructions and bulletins).

(30)    Engine
failure procedure:

(i)      once the
maintenance of control has been achieved, the order in which the procedures
are carried out will be determined by the phase of operation and the aircraft
type.

(ii)     flight
phase:

(A)     in cruising
flight;

(B)     critical
phase such as immediately after take-off or during the approach to landing or
during a go-around.

(31)    Aircraft
type:

Variations will inevitably occur in the order of certain
drills and checks due to differences between aeroplane types and perhaps
between models of the same type, and the flight manual or equivalent document
(for example owner’s manual or pilot’s operating handbook) is to be consulted
to establish the exact order of these procedures.

For example, one flight manual or equivalent document (for
example owner’s manual or pilot’s operating handbook) may call for the raising
of flaps and landing gear before feathering, whilst another may recommend
feathering as a first step. The reason for this latter procedure could be due
to the fact that some engines cannot be feathered if the RPM drops below a
certain figure.

Again, in some aeroplanes, the raising of the landing gear
may create more drag during retraction due to the transient position of the
landing gear doors and as a result of this retraction would best be left until
feathering has been accomplished and propeller drag reduced.

Therefore, the order in which the drills and checks are shown
in this syllabus under ‘immediate actions’ and ‘subsequent actions’ are to be
used as a general guide only and the exact order of precedence is determined
by reference to the flight manual or equivalent document (for example owner’s
manual or pilot’s operating handbook) for the specific aeroplane type being
used on the course.

(32)    In-flight
engine failure in cruise or other flight phase not including take-off or
landing:

(i)      immediate
actions:

(A)     recognition
of asymmetric condition and control of the aircraft;

(B)     identification
and confirmation of failed engine:

(a)      idle leg =
idle engine;

(b)     closing of
throttle for confirmation.

(a)      typical
reasons for failure;

(b)     methods of
rectification.

(D)     feathering
decision and procedure:

(a)      reduction of
other drag;

(b)     need for
speed but not haste;

(ii)     subsequent
actions;

(A)     live engine:

(a)      temperature,
pressures and power;

(b)     remaining
services;

(d)     effect on
power source for air driven instruments;

(e)     landing gear;

(f)      flaps and
other services.

(B)     re-plan
flight:

(a)      ATC and
weather;

(b)     terrain clearance, SE cruise speed;

(D)     dangers of
re-starting damaged engine;

(E)     action if
unable to maintain altitude: effect of altitude on power available;

(F)     effects on
performance;

(G)     effects on
power available and power required;

(H)     effects on
various airframe configuration and propeller settings;

(I)      use of
flight manual or equivalent document (for example owner’s manual or pilot’s
operating handbook):

(a)      cruising;

(b)     climbing: ASI
colour coding (blue line);

(d)     turning.

(J)      ‘live’ engine
limitations and handling;

(K)     take-off and
approach: control and performance.

(33)    Significant
factors:

(i)      significance
of take-off safety speed:

(A)     effect of
landing gear, flap, feathering, take-off, trim setting, systems for operating
landing gear and flaps;

(B)     effect on
mass, altitude and temperature (performance).

(ii)     significance
of best SE climb speed (Vyse):

(A)     acceleration
to best engine climb speed and establishing a positive climb;

(B)     relationship
of SE climb speed to normal climb speed;

(iii)     significance
of asymmetric committal height and speed: action if baulked below asymmetric
committal height.

(34)    Engine
failure during take-off:

(i)      below vmca
or unstick speed:

(A)     accelerate or
stop distance considerations;

(B)     prior use of
flight manual data if available.

(ii)     above vmca
or unstick speed and below safety speed;

(iii)     immediate
re-landing or use of remaining power to achieve forced landing;

(iv)     considerations:

(A)     degree of
engine failure;

(B)     speed at the
time;

(D)     configuration;

(E)     length of
runway remaining;

(F)     position of
any obstacles ahead.

(35)    Engine
failure after take-off:

(i)      simulated at
a safe height and at or above take-off safety speed;

(ii)     considerations:

(A)     need to
maintain control;

(B)     use of bank
towards operating engine;

(D)     mass,
altitude, temperature (performance);

(E)     effect of
prevailing conditions and circumstances.

(36)    Immediate
actions: maintenance of control, including air speed and use of power:

(i)      recognition
of asymmetric condition;

(ii)     identification
and confirmation of failed engine;

(iii)     feathering
and removal of drag (procedure for type);

(iv)     establishing
best SE climb speed.

(37)    Subsequent
actions: whilst carrying out an asymmetric power climb to the downwind
position at SE best rate of climb speed:

(i)      cause and
fire check;

(ii)     live engine,
handling considerations;

(iii)     remaining
services;

(iv)     ATC liaison;

(v)      fuel
management.

Note: these procedures are applicable to aeroplane type
and flight situation.

(38)    Significance
of asymmetric committal height:

(i)      Asymmetric
committal height is the minimum height needed to establish a positive climb
whilst maintaining adequate speed for control and removal of drag during an
approach to a landing.

Because of the significantly reduced performance of many
CS/JAR/FAR 23 aeroplanes when operating on one engine, consideration is to be
given to a minimum height from which it would be safely possible to attempt a
go-around procedure, during an approach when the flight path will have to be
changed from a descent to a climb with the aeroplane in a high drag
configuration.

Due to the height loss which will occur during the time that
the operating engine is brought up to full power, landing gear and flap
retracted, and the aeroplane established in a climb at vyse a
minimum height (often referred to as ‘Asymmetric committal height’) is to be
selected, below which the pilot should not attempt to take the aeroplane round
again for another circuit. This height will be compatible with the aeroplane
type, all up weight, altitude of the aerodrome being used, air temperature,
wind, the height of obstructions along the climb out path, and pilot
competence.

(ii)     circuit
approach and landing on asymmetric power:

(A)     definition
and use of asymmetric committal height;

(B)     use of
standard pattern and normal procedures;

(D)     speed and
power settings required;

(E)     decision to
land or go-around at asymmetric committal height: factors to be considered.

(iii)     undershooting
importance of maintaining correct air speed (not below vyse).

(39)    Speed and
heading control:

(i)      height,
speed and power relationship: need for minimum possible drag;

(ii)     establishing
positive climb at best SE rate of climb speed:

(A)     effect of
availability of systems, power for flap and landing gear;

(B)     operation and
rapid clean up.

Note 1: The air speed at which the decision is made to commit
the aeroplane to a landing or to go-around should normally be the best SE rate
of climb speed and in any case not less than the safety speed.

Note 2: On no account should instrument approach ‘decision
height’ and its associated procedures be confused with the selection of
minimum height for initiating a go-around in asymmetric power flight.

(40)    Engine
failure during an all engines approach or missed approach:

(i)      use of
asymmetric committal height and speed considerations;

(ii)     speed and
heading control;

(iii)     decision to
attempt a landing, go-around or force land as circumstances dictate.

Note: at least one demonstration and practice of engine
failure in this situation should be performed during the course.

(41)    Instrument
flying on asymmetric power:

(i)considerations
relating to aircraft performance during:

(A)     straight and
level flight;

(B)     climbing and
descending;

(D)     level,
climbing and descending turns including turns onto preselected headings.

(ii)     availability
of vacuum operated instruments;

(iii)     availability
of electrical power source.

(b)     Air exercise

This section covers the operation of a SP ME aeroplane when
one engine has failed and it is applicable to all such light piston
aeroplanes. Checklists should be used as applicable.

(1)     introduction
to asymmetric flight:

(2)     close the
throttle of one engine;

(3)     feather its
propeller;

(4)     effects on
aeroplane handling at cruising speed;

(5)     effects on
aeroplane performance for example cruising speed and rate of climb;

(6)     note foot
load to maintain a constant heading;

(7)     un-feather
the propeller;

(8)     return to
normal flight finding the zero thrust throttle setting;

(9)     comparison of
foot load when feathered and with zero thrust set.

(10)    effects and
recognition of engine failure in level flight with the aeroplane straight and
level at cruise speed:

(i)      slowly close
the throttle of one engine;

(ii)     note yaw,
roll and spiral descent.

(11)    return to
normal flight:

(i)      close
throttle of other engine;

(ii)     note same
effects in opposite direction.

(12)    methods of
control and identification of failed engine close one throttle and maintain
heading and level flight by use of:

(i)      rudder to
control yaw;

(ii)     aileron to
hold wings level;

(iii)     elevators
to maintain level flight;

(iv)     power (as
required) to maintain air speed and altitude.

(13)    alternative
or supplementary method of control:

(i)      simultaneously;

(ii)     lower
aeroplane nose to increase air speed;

(iii)     reduce
power;

(iv)     loss of
altitude: inevitable.

(14)    identification
of failed engine: idle foot = idle engine;

(15)    use of
instruments for identification:

(i)      fuel
pressure or fuel flow;

(ii)     RPM gauge or
CSU action may mask identification;

(iii)     engine
temperature gauges.

(16)    confirmation
of identification: close the throttle of the identified failed engine;

(17)    effects and
recognition of engine failure in turns and effects of ‘inside’ engine failure:

(i)      more
pronounced yaw;

(ii)     more
pronounced roll;

(iii)     more
pronounced pitch down.

(18)    effects of
‘outside’ engine failure:

(i)      less
pronounced yaw;

(ii)     less
pronounced roll;

(iii)     less
pronounced pitch down.

(19)    possibility
of confusion in identification:

(i)      use of
correct rudder application;

(ii)     return to
lateral level flight if necessary.

(20)    flight
instrument indications;

(21)    effect of
varying speed and power;

(22)    failure of
one engine at cruise speed and power: engine failure clearly recognised;

(23)    failure of
one engine at low speed and high power (not below vsse): engine
failure most positively recognised;

(24)    failure of
one engine at higher speeds and low power: possible failure to recognise
engine failure;

(25)    minimum
control speeds;

(26)    establish the
vyse:

(i)      select
maximum permitted manifold pressure and RPM;

(ii)     close the
throttle on one engine;

(iii)     raise the
aeroplane nose and reduce the air speed;

(iv)     note the air
speed when maximum rudder deflection is being applied and when directional
control can no longer be maintained;

(v)      lower the
aeroplane nose and reduce power until full directional control is regained;

(vi)     the lowest
air speed achieved before the loss of directional control will be the Vmc for
the flight condition;

(vii)    repeat the
procedure closing the throttle of the other engine;

(viii)   the higher
of these two air speeds will identify the most critical engine to fail.

Note: warning - in the above situations the recovery is to be
initiated immediately before directional control is lost with full rudder
applied, or when a safe margin above the stall remains, for example when the
stall warning device operates, for the particular aeroplane configuration and
flight conditions. On no account should the aeroplane be allowed to decelerate
to a lower air speed.

(27)    establish the
effect of using 5° of bank at vmc:

(i)      close the
throttle of one engine;

(ii)     increase to
full power on the operating engine;

(iii)     using 5° of
bank towards the operating engine reduce speed to the Vmc;

(iv)     note lower Vmc
when 5 ° of bank is used.

(28)    ‘in-flight’
engine failure procedure;

(29)    in cruise and
other flight circumstances not including take-off and landing.

(30)    Immediate
actions: maintenance of control including air speed and use of power:

(i)      identification
and confirmation of failed engine;

(ii)     failure
cause and fire check;

(iii)     feathering
decision and implementation;

(iv)     reduction of
any other drag, for example flaps, cowl flaps etc.;

(v)      retrim and
maintain altitude.

(31)    Subsequent
actions:

(i)      live engine:

(A)     oil
temperature, pressure, fuel flow and power;

(B)     remaining
services;

(D)     effect on
power source for air driven instruments;

(E)     landing gear;

(F)     flaps and
other services.

(ii)     re-plan
flight:

(A)     ATC and
weather;

(B)     terrain
clearance;

(D)     decision to
divert or continue;

(iii)     fuel
management: best use of

(iv)     dangers of
re-starting damaged engine;

(v)      action if
unable to maintain altitude:

(A)     adopt Vyse;

(B)     effect of
altitude on power available.

(vi)     effects on
performance;

(vii)    effects on
power available and power required;

(viii)   effects on
various airframe configurations and propeller settings;

(ix)     use of
flight manual or equivalent document (for example owner’s manual or pilot’s
operating handbook):

(A)     cruising;

(B)     climbing: ASI
colour coding (blue line);

(D)     turning.

(x)      ‘live’
engine limitations and handling;

(xi)     take-off and
approach: control and handling;

Note: to be done at a safe height away from the circuit;

(xii)    take-off
case with landing gear down and take-off flap set (if applicable);

(xiii)   significance
of take-off at or above safety speed (at safety speed. The ability to maintain
control and to accelerate to SE climb speed with aeroplane clean and zero
thrust set. Thereafter to achieve a positive climb);

(xiv)   significance
of flight below safety speed (below safety speed and above vmca. A
greater difficulty to maintain control, a possible loss of height whilst
maintaining speed, cleaning up, accelerating to SE climb speed and
establishing a positive climb);

(xv)    significance
of best SE climb speed (the ability to achieve the best rate of climb on one
engine with minimum delay).

(32)    Significance
of asymmetric committal height:

(i)      the ability
to maintain or accelerate to the best SE rate of climb speed and to maintain
heading whilst cleaning up with perhaps a slight height loss before climbing
away;

(ii)     below this
height, the aeroplane is committed to continue the approach to a landing.

(33)    Engine
failure during take-off run and below safety speed briefing only;

(34)    Engine
failure after take-off;

Note: to be initiated at a safe height and at not less than
take-off safety speed with due regard to the problems of a prolonged SE climb
in the prevailing conditions.

(i)      immediate
actions:

(A)     control of
direction and use of bank;

(B)     control of
air speed and use of power;

(D)     identification
and confirmation of failed engine feathering and reduction of drag (procedure
for type);

(E)     re-trim;

(ii)     subsequent
actions: whilst carrying out an asymmetric power climb to the downwind
position at SE best rate of climb speed:

(A)     cause and
fire check;

(B)     live engine,
handling considerations;

(D)     ATC liaison;

(E)     fuel
management.

(35)    Asymmetric
circuit, approach and landing;

(i)      downwind and
base legs:

(A)     use of
standard pattern;

(B)     normal
procedures;

(D)     position for
base leg;

(E)     live engine
handling;

(F)     air speed and
power settings;

(G)     maintenance
of height.

(ii)     final
approach:

(A)     asymmetric
committal height drill;

(B)     control of
air speed and descent rate;

(iii)     going round
again on asymmetric power (missed approach):

(A)     not below
asymmetric committal height;

(B)     speed and
heading control;

(D)     maintaining Vyse;

(E)     establish
positive rate of climb.

(36)    Engine
failure during all engines approach or missed approach:

Note: to be started at not less than asymmetric committal
height and speed and not more than part flap set:

(i)      speed and
heading control;

(ii)     reduction of
drag flap;

(iii)     decision to
attempt landing or go-around;

(iv)     control of
descent rate if approach is continued;

(v)      if go-around
is initiated, maintain vyse, flaps and landing gear retracted and establish
positive rate of climb.

Note: at least one demonstration and practice of engine
failure in this situation should be performed during the course.

(37)    Instrument
flying on asymmetric power;

(38)    Flight
instrument checks and services available:

(i)      straight and
level flight;

(ii)     climbing and
descending;

(iii)     standard
rate turns;

(iv)     level,
climbing and descending turns including turns onto preselected headings.

EXERCISE 5: UPRT

Instructors should have the specific competence to provide
UPRT during the type rating course, including the ability to demonstrate
knowledge and understanding of the type-specific upset recovery procedures and
of the recommendations that are developed by the OEMs. Therefore, during the
CRI training course, the student instructor should:

(a)      be able to
apply the correct upset recovery techniques for the specific aeroplane type;

(b)     understand
the importance of applying type-specific OEM procedures for recovery
manoeuvres;

(d)     understand
the capabilities and limitations of the FSTDs that are used for UPRT;

(e)     ensure that
the training remains within the FSTD training envelope to avoid the risk of
negative transfer of training;

(f)      understand
and be able to use the IOS of the FSTD in the context of providing effective
UPRT;

(g)     understand
and be able to use the available FSTD instructor tools to provide accurate
feedback on pilot performance;

(h)     understand
the importance of adhering to the FSTD UPRT scenarios that are validated by
the training programme developer; and

(i)      understand
the missing critical human factor aspects due to the limitations of the FSTD,
and convey this to the student pilot(s) receiving the training.

##### AMC1 FCL.930.CRI CRI — training course

*ED Decision 2025/002/R*

**GENERAL**

(a) The aim of the CRI
training course is to train aircraft licence holders to the level of
competence defined in [FCL.920](#_DxCrossRefBm1743303359)
and adequate to a CRI.

(b) The training course should be designed to give adequate training
to the applicant in theoretical knowledge instruction, flight
instruction and FSTD instruction to instruct for any class or type
rating, except for single-pilot high-performance complex aeroplanes,
for which the applicant is qualified.

(c) The flight training should be aimed at ensuring that the
applicant is able to teach the air exercises safely and efficiently
to students undergoing a course of training for the issue of a class
or type rating, except for single-pilot high-performance complex
aeroplanes.

(d) It is to be noted that airmanship is a vital ingredient of all
flight operations. Therefore, in the following air exercises the
relevant aspects of airmanship are to be stressed at the appropriate
times during each flight.

(e) The student instructor should learn how to identify common errors
and how to correct them properly, which should be emphasised at all
times.

**CONTENT**

(f) The training course
consists of three parts:

(1) Part 1: teaching and
learning that should be in accordance with [AMC1
FCL.920](#_DxCrossRefBm1743303360);

(2) Part 2: technical
theoretical knowledge instruction (technical training);

(3) Part 3: flight
instruction.

**Part
1**

The content of the teaching and learning part of the FI training
course, as established in [AMC1 FCL.930.FI](#_DxCrossRefBm1743303386),
should be used as guidance to develop the course syllabus.

**Part
2**

(a) The technical theoretical-knowledge instruction should comprise
at least 10 hours of training to include the revision of technical
knowledge, preparation of lesson plans, and development of classroom
instructional skills to enable the CRI to teach the technical
theoretical-knowledge syllabus.

(b) The type or class rating theoretical syllabus should be used to
develop the CRI teaching skills in relation to the type or class
technical course syllabus. The course instructor should deliver
example lectures from the applicable type or class technical
syllabus. The candidate instructor should prepare and deliver
lectures on topics that are selected by the course instructor from
the type/class rating course and the generic topics listed further
below.

(c) The 10 hours of technical theoretical-knowledge instruction
should develop the applicant’s ability to teach a student the
knowledge and understanding that are required for the relevant air
exercises for either SE or ME aeroplanes, depending on the privileges
sought by the candidate.

(d) If CRI privileges for both SE and ME aeroplanes are sought, the
applicant should complete 10 hours of technical theoretical-knowledge
instruction related to SE and ME aeroplanes each.

(e) This following syllabus of general subjects concerns training
only on ME aeroplanes.

**GENERAL
SUBJECTS**

(a) Air legislation:

(1) aeroplane performance group definitions;

(2) methods of factoring gross performance.

(b) Asymmetric power flight;

(d) The problems:

(1) asymmetry;

(2) control;

(3) performance;

(e) The forces and
couples:

(1) offset thrust line;

(2) asymmetric blade
effect;

(3) offset drag line;

(4) failed engine
propeller drag;

(5) total drag increase;

(6) asymmetry of lift;

(7) uneven propeller
slipstream effect;

(8) effect of yaw in level
and turning flight;

(9) thrust and rudder side
force couples;

(10) effect on moment
arms.

(f) Control in asymmetric
power flight:

(1) use, misuse and limits
of:

(i) rudder;

(ii) aileron;

(iii) elevators.

(2) effect of bank or
sideslip and balance;

(3) decrease of aileron
and rudder effectiveness;

(4) fin stall possibility;

(5) effect of IAS and
thrust relationship;

(6) effect of residual
unbalanced forces;

(7) foot loads and
trimming.

(g) Minimum control and
safety speeds:

(1) minimum control speed
(vmc);

(2) definition;

(3) origin;

(4) factors affecting
(vmc):

(i) thrust;

(ii) mass and centre of
gravity position;

(iii) altitude;

(iv) landing gear;

(v) flaps;

(vi) cowl flaps or cooling
gills;

(vii) turbulence or gusts;

(viii) pilot reaction or
competence;

(ix) banking towards the
operating engine;

(x) drag;

(xi) feathering;

(xii) critical engine.

(5) take-off safety speed;

(6) definition or origin
of v2;

(7) other relevant v
codes;

(h) Aeroplane performance:
one engine inoperative:

(1) effect on excess power
available;

(2) SE ceiling;

(3) cruising, range and
endurance;

(4) acceleration and
deceleration;

(5) zero thrust,
definition and purpose;

(i) Propellers:

(1) variable pitch:
general principles;

(2) feathering and
un-feathering mechanism and limitations (for example minimum RPM);

(j) Specific aeroplane
type;

(k) Aeroplane and engine systems:

(1) operation normal;

(2) operation abnormal;

(3) emergency procedures.

(l) Limitations: airframe:

(1) load factors;

(2) landing gear and flap
limiting speeds (vlo and vfe);

(3) rough air speed (vra);

(4) maximum speeds (vno
and vne).

(m) Limitations: engine:

(1) RPM and manifold
pressure;

(2) oil temperature and pressure;

(3) emergency procedures.

(n) Mass and balance:

(to be covered in conjunction with the flight manual or equivalent
document (for example owner’s manual or pilot’s operating
handbook))

(1) mass and balance
documentation for aeroplane type;

(2) revision of basic
principles;

(3) calculations for
specific aeroplane type.

(o) Mass and performance:

(to be covered in conjunction with the flight manual or equivalent
document (for example owner’s manual or pilot’s operating
handbook))

(1) calculations for
specific aeroplane type (all engines operating);

(2) take-off run;

(3) take-off distance;

(4) accelerate and stop
distance;

(5) landing distance;

(6) landing run;

(7) take-off or climb out
flight path;

(8) calculations for
specific aeroplane type (one engine operating);

(9) climb out flight path;

(10) landing distance;

(11) landing run.

**Part
3**

**FLIGHT
INSTRUCTION SYLLABUS: NORMAL FLIGHT**

(a) This part is similar
to the air exercise sections of the SE FI course, including
‘Introduction to instrument flying’ except that the objectives,
airmanship considerations and common errors are related to the
operation of an ME aeroplane.

(b) The purpose of this part is to acquaint the applicant with the
teaching aspects of the operational procedures and handling of an ME
aeroplane with all engines functioning.

(1) aeroplane
familiarisation;

(2) pre-flight preparation
and aeroplane inspection;

(3) engine starting
procedures;

(4) taxiing;

(5) pre take-off
procedures;

(6) the take-off and
initial climb:

(i) into wind;

(ii) crosswind;

(iii) short field.

(7) climbing;

(8) straight and level
flight;

(9) descending (including
emergency descent procedures);

(10) turning;

(11) slow flight;

(12) stalling and
recoveries;

(13) instrument flight:
basic;

(14) emergency drills (not
including engine failure);

(15) circuit, approach and
landing:

(i) into wind;

(ii) croswind;

(iii) short field;

(16) mislanding and going
round again;

(17) actions after flight.

**AIR
EXERCISES**

(d) The syllabus for CRI
SE and ME training courses should comprise air exercises 1 to 4 and
should not last less than 3 hours. In addition, the syllabus for a
CRI ME training course should also include air exercise 5 to address
asymmetric power flight and should not last less than 2 hours.

**EXERCISE
1: FAMILIARISATION WITH THE AEROPLANE**

(a) Long briefing
objectives:

(1) introduction to the
aeroplane;

(2) explanation of the cockpit layout;

(3) systems and controls;

(4) aeroplane power plant;

(5) checklists and drills;

(6) differences when occupying the instructor’s seat;

(7) emergency drills:

(i) action in event of fire in the air and on the ground;

(ii) escape drills: location of exits and use of emergency equipment
(for example fire extinguishers, etc.).

(8) pre-flight preparation and aeroplane inspection:

(i) aeroplane documentation;

(ii) external checks;

(iii) internal checks;

(iv) harness, seat or rudder pedal adjustment;

(9) engine starting procedures:

(i) use of checklists;

(ii) checks before starting;

(iii) checks after starting.

(b) Air exercise:

(1) external features;

(2) cockpit layout;

(3) aeroplane systems;

(4) checklists and drills;

(5) action if fire in the air and on the ground;

(i) engine;

(ii) cabin;

(iii) electrical.

(6) systems failure (as applicable to type);

(7) escape drills (location and use of emergency equipment and
exits);

(8) preparation for and action after flight:

(i) flight authorisation and aeroplane acceptance;

(ii) technical log or certificate of maintenance release;

(iii) mass and balance and performance considerations;

(iv) external checks;

(v) internal checks, adjustment of harness or rudder pedals;

(vi) starting and warming up engines;

(vii) checks after starting;

(viii) radio navigation and communication checks;

(ix) altimeter checks and setting procedures;

(x) power checks;

(xi) running down and switching off engines;

(xii) completion of authorisation sheet and aeroplane serviceability
documents.

**EXERCISE
2: TAXIING**

(a) Long briefing objectives:

(1) pre-taxiing area
precautions (greater mass: greater inertia);

(2) effect of differential
power;

(3) precautions on narrow
taxiways;

(4) pre take-off
procedures:

(i) use of checklist;

(ii) engine power checks;

(iii) pre take-off checks;

(iv) instructor’s
briefing to cover the procedure to be followed should an emergency
occur during take-off, for example engine failure.

(5) the take-off and
initial climb:

(i) ATC considerations;

(ii) factors affecting the
length of the take-off run or distance;

(iii) correct lift-off
speed;

(iv) importance of safety
speed;

(v) crosswind take-off,
considerations and procedures;

(vi) short field take-off,
considerations and procedures;

(vii) engine handling
after take-off: throttle, pitch and engine synchronisation.

(6) climbing:

(i) pre-climbing checks;

(ii) engine considerations
(use of throttle or pitch controls);

(iii) maximum rate of
climb speed;

(iv) maximum angle of
climb speed;

(v) synchronising the
engines.

(b) Air exercise

(1) pre-taxing checks;

(2) starting, control of
speed and stopping;

(3) control of direction
and turning;

(4) turning in confined
spaces;

(5) leaving the parking
area;

(6) freedom of rudder
movement (importance of pilot ability to use full rudder travel);

(7) instrument checks;

(8) emergencies (brake or
steering failure);

(9) pre take-off
procedures:

(i) use of checklist;

(ii) engine power and
system checks;

(iii) pre take-off checks;

(iv) instructor’s
briefing if emergencies during take-off.

(10) the take-off and
initial climb:

(i) ATC considerations;

(ii) directional control
and use of power;

(iii) lift-off speed;

(iv) crosswind effects and
procedure;

(v) short field take-off
and procedure.

(vi) procedures after
take-off (at an appropriate stage of the course):

(A) landing gear
retraction;

(B) flap retraction (as
applicable);

(D) engine
synchronisation;

(E) other procedures (as
applicable).

(11) climbing:

(i) pre-climbing checks;

(ii) power selection for
normal and maximum rate climb;

(iii) engine and RPM
limitations;

(iv) effect of altitude on
manifold pressure, full throttle;

(v) levelling off: power
selection;

(vi) climbing with flaps
down;

(vii) recovery to normal
climb;

(viii) en-route
climb (cruise climb);

(ix) maximum angle of
climb;

(x) altimeter setting
procedures;

(xi) prolonged climb and
use of cowl flaps or cooling gills;

(xii) instrument
appreciation.

**EXERCISE
3: STRAIGHT AND LEVEL FLIGHT**

(a) Long briefing
objectives:

(1) selection of power:
throttle or pitch controls;

(2) engine
synchronisation;

(3) fuel consumption
aspects;

(4) use of trimming
controls: elevator and rudder (aileron as applicable);

(5) operation of flaps:

(i) effect on pitch
attitude;

(ii) effect on air speed.

(6) operation of landing
gear:

(i) effect on pitch
attitude;

(ii) effect on air speed.

(7) use of mixture
controls;

(8) use of alternate air
or carburettor heat controls;

(9) operation of cowl
flaps or cooling gills;

(10) use of cabin
ventilation and heating systems;

(11) operation and use of
the other systems (as applicable to type);

(12) descending:

(i) pre-descent checks;

(ii) normal descent;

(iii) selection of
throttle or pitch controls;

(iv) engine cooling
considerations;

(v) emergency descent
procedure.

(13) turning:

(i) medium turns;

(ii) climbing and
descending turns;

(iii) steep turns (45 °
of bank or more).

(b) Air exercise:

(1) at normal cruising
power:

(i) selection of cruise
power;

(ii) manifold pressure or
RPM;

(iii) engine
synchronisation;

(iv) use of trimming
controls;

(v) performance
considerations: range or endurance.

(2) instrument
appreciation;

(3) operation of flaps (in
stages):

(i) air speed below vfe;

(ii) effect on pitch
attitude;

(iii) effect on air speed.

(4) operation of landing
gear:

(i) air speed below vlo
/ vle;

(ii) effect on pitch
attitude;

(iii) effect on air speed.

(5) use of mixture
controls;

(6) use of alternate air
or carburettor control;

(7) operation of cowl
flaps or cooling gills;

(8) operation of cabin
ventilation or heating systems;

(9) operation and use of
other systems (as applicable to type);

(10) descending;

(i) pre-descent checks;

(ii) power selection:
manifold pressure or RPM;

(iii) powered descent
(cruise descent);

(iv) engine cooling
considerations: use of cowl flaps or cooling gills;

(v) levelling off;

(vi) descending with flaps
down;

(vii) descending with
landing gear down;

(viii) altimeter setting
procedure;

(ix) instrument
appreciation;

(x) emergency descent:

(A) as applicable to type;

(B) limitations in turbulence vno.

(11) turning:

(i) medium turns;

(ii) climbing and
descending turns;

(iii) steep turns: 45 °
of ban;

(iv) instrument
appreciation.

**EXERCISE
4: SLOW FLIGHT**

(a) Long briefing objectives:

(1) aeroplane handling
characteristics during slow flight: flight at vs1 and vso
+5 knots;

(2) simulated go-around
from slow flight:

(i) at Vsse
with flaps down;

(ii) note pitch trim
change.

(3) stalling:

(i) power selection;

(ii) symptoms approaching
the stall;

(iii) full stall
characteristics;

(iv) recovery from the
full stall;

(v) recovery at the
incipient stall;

(vi) stalling and recovery
in the landing configuration;

(vii) recovery at the
incipient stage in the landing configuration.

(4) instrument flight
(basic):

(i) straight and level;

(ii) climbing;

(iii) turning;

(iv) descending.

(5) emergency drills (not
including engine failure), as applicable to type;

(6) circuit approach and
landing:

(i) downwind leg:

(A) air speed below vfe;

(B) use of flaps (as
applicable);

(D) position to turn onto
base leg.

(ii) base leg:

(A) selection of power
(throttle or pitch), flaps and trimming controls;

(B) maintenance of correct
air speed.

(iii) final approach:

(A) power adjustments
(early reaction to undershooting);

(B) use of additional
flaps (as required);

(D) selection ‘touch
down’ point;

(E) air speed reduction to
Vat;

(F) maintenance of
approach path.

(iv) landing:

(A) greater sink rate;

(B) longer landing
distance and run;

(D) crosswind
considerations;

(E) short field approach
and landing;

(F) short field procedure:
considerations.

(b) Air exercise

(1) safety checks;

(2) setting up and
maintaining (flaps up);

(i) vs1 + 5
knots;

(ii) note aeroplane
handling characteristics.

(3) setting up and
maintaining (flaps down):

(i) vso + 5
knots;

(ii) note aeroplane
handling characteristics.

(4) simulated go-around
from a slow flight with flaps:

(i) down and air speed not
below Vsse, for example air speed at Vsse or
vmca + 10 knots;

(ii) increase to full
power and enter a climb;

(iii) note pitch change.

(5) resume normal flight.

(6) stalling;

(i) selection of RPM;

(ii) stall symptoms;

(iii) full stall
characteristics;

(iv) recovery from the
full stall: care in application of power;

(v) recovery at the
incipient stage;

(vi) stalling and recovery
in landing configuration;

(vii) stall recovery at
the incipient stage in the landing configuration.

(7) instrument flight
(basic):

(i) straight and level;

(ii) climbing;

(iii) turning;

(iv) descending.

(8) emergency drills (not
including engine failure), as applicable to type;

(9) circuit, approach and
landing:

(i) downwind leg:

(A) control of speed
(below vfe);

(B) flaps as applicable;

(D) control of speed and
height;

(E) base leg turn.

(ii) base leg:

(A) power selection;

(B) use of flap and
trimming controls;

(iii) final approach:

(A) use of additional flap
(as required);

(B) confirmation of
landing gear down;

(D) air speed reduction to
Vat;

(E) maintaining correct
approach path: use of power.

(iv) landing:

(A) control of sink rate
during flare;

(B) crosswind
considerations;

(D) short or soft field
approach and landing;

(E) considerations and
precautions.

(10) Asymmetric power
flight.

During this part, special emphasis is to be placed on the:

(i) circumstances in which
actual feathering and un-feathering practice will be done, for
example safe altitude; compliance with regulations about minimum
altitude or height for feathering practice, weather conditions,
distance from nearest available aerodrome;

(ii) procedure to use for
instructor and student co-operation, for example the correct use of
touch drills and the prevention of misunderstandings, especially
during feathering and unfeathering practice and when zero thrust is
being used for asymmetric circuits. This procedure is to include
positive agreement as to which engine is being shut down or
re-started or set at zero thrust and identifying each control and
naming the engine it is going to affect;

(iii) consideration to be
given to avoid over-working the operating engine, and the degraded
performance when operating the aeroplane during asymmetric flight;

(iv) need to use the
specific checklist for the aeroplane type.

**EXERCISE
5: FLIGHT ON ASYMMETRIC POWER**

(a) Long briefing objectives:

(1) introduction to
asymmetric flight:

(2) feathering the
propeller: method of operation;

(3) effects on aeroplane
handling at cruising speed;

(4) introduction to
effects upon aeroplane performance;

(5) note foot load to
maintain a constant heading (no rudder trim);

(6) un-feathering the
propeller;

(7) return to normal
flight finding the zero thrust setting;

(8) comparison of foot
load when feathered and with zero thrust set.

(9) effects and
recognition of engine failure in level flight;

(10) forces and the
effects of yaw;

(11) types of failure:

(i) sudden or gradual;

(ii) complete or partial.

(12) yaw, direction and
further effects of yaw;

(13) flight instrument
indications;

(14) identification of
failed engine;

(15) the couples and
residual out of balance forces: resultant flight attitude;

(16) use of rudder to
counteract yaw;

(17) use of aileron:
dangers of misuse;

(18) use of elevator to
maintain level flight;

(19) use of power to
maintain a safe air speed and altitude;

(20) supplementary
recovery to straight and level flight: simultaneous increase of speed
and reduction in power;

(21) identification of
failed engine: idle leg = idle engine;

(22) use of engine
instruments for identification:

(i) fuel pressure or flow;

(ii) RPM gauge response effect of CSU action at lower and higher air
speed;

(iii) engine temperature gauges.

(23) confirmation of
identification: close the throttle of identified failed engine;

(24) effects and
recognition of engine failure in turns;

(25) identification and
control;

(26) side forces and
effects of yaw.

(27) During turning
flight:

(i) effect of ‘inside’
engine failure: effect sudden and pronounced;

(ii) effect of ‘outside’
engine failure: effect less sudden and pronounced;

(iii) the possibility of
confusion in identification (particularly at low power):

(A) correct use of rudder;

(B) possible need to
return to lateral level flight to confirm correct identification.

(iv) visual and flight
instrument indications;

(v) effect of varying
speed and power;

(vi) speed and thrust
relationship;

(vii) at normal cruising
speed and cruising power: engine failure clearly recognised;

(viii) at low safe speed
and climb power: engine failure most positively recognised;

(ix) high speed descent
and low power: possible failure to notice asymmetry (engine failure).

(28) Minimum control
speeds:

(i) ASI colour coding: red
radial line.

Note: this exercise is concerned with the ultimate boundaries of
controllability in various conditions that a student can reach in a
steady asymmetric power state, approached by a gradual speed
reduction. Sudden and complete failure should not be given at the
Flight Manual vmca. The purpose of the exercise is to
continue the gradual introduction of a student to control an
aeroplane in asymmetric power flight during extreme or critical
situations. It is not a demonstration of vmca.

(ii) Techniques for
assessing critical speeds with wings level and recovery: dangers
involved when minimum control speed and the stalling speed are very
close: use of Vsse;

(iii) Establish a minimum
control speed for each asymmetrically disposed engine to establish
critical engine (if applicable);

(iv) Effects on minimum
control speeds of:

(A) bank;

(B) zero thrust setting;

(a) landing gear down and take-off flap set;

(b) landing gear up and take-off flap set.

Note: it is important to appreciate that the use of 5 ° of bank
towards the operating engine produces a lower vmca and
also a better performance than that obtained with the wings held
level. It is now normal for manufacturers to use 5 ° of bank in this
manner when determining the vmca for the specific type.
Thus, the vmca quoted in the aeroplane manual will have
been obtained using the technique.

(29) Feathering and
un-feathering:

(i) minimum heights for
practising feathering or un-feathering drills;

(ii) engine handling:
precautions (overheating, icing conditions, priming, warm-up, method
of simulating engine failure: reference to aircraft engine manual and
service instructions and bulletins).

(30) Engine failure
procedure:

(i) once the maintenance
of control has been achieved, the order in which the procedures are
carried out will be determined by the phase of operation and the
aircraft type.

(ii) flight phase:

(A) in cruising flight;

(B) critical phase such as
immediately after take-off or during the approach to landing or
during a go-around.

(31) Aircraft type:

Variations will inevitably occur in the order of certain drills and
checks due to differences between aeroplane types and perhaps between
models of the same type, and the flight manual or equivalent document
(for example owner’s manual or pilot’s operating handbook) is to
be consulted to establish the exact order of these procedures.

For example, one flight manual or equivalent document (for example
owner’s manual or pilot’s operating handbook) may call for the
raising of flaps and landing gear before feathering, whilst another
may recommend feathering as a first step. The reason for this latter
procedure could be due to the fact that some engines cannot be
feathered if the RPM drops below a certain figure.

Again, in some aeroplanes, the raising of the landing gear may create
more drag during retraction due to the transient position of the
landing gear doors and as a result of this retraction would best be
left until feathering has been accomplished and propeller drag
reduced.

Therefore, the order in which the drills and checks are shown in this
syllabus under ‘immediate actions’ and ‘subsequent actions’
are to be used as a general guide only and the exact order of
precedence is determined by reference to the flight manual or
equivalent document (for example owner’s manual or pilot’s
operating handbook) for the specific aeroplane type being used on the
course.

(32) In-flight engine
failure in cruise or other flight phase not including take-off or
landing:

(i) immediate actions:

(A) recognition of
asymmetric condition and control of the aircraft;

(B) identification and
confirmation of failed engine:

(a) idle leg = idle engine;

(b) closing of throttle for confirmation.

(a) typical reasons for failure;

(b) methods of rectification.

(D) feathering decision and procedure:

(a) reduction of other drag;

(b) need for speed but not haste;

(ii) subsequent actions;

(A) live engine:

(a) temperature, pressures
and power;

(b) remaining services;

(d) effect on power source
for air driven instruments;

(e) landing gear;

(f) flaps and other
services.

(B) re-plan flight:

(a) ATC and weather;

(b) terrain
clearance, SE cruise speed;

(D) dangers of re-starting
damaged engine;

(E) action if unable to
maintain altitude: effect of altitude on power available;

(F) effects on
performance;

(G) effects on power
available and power required;

(H) effects on various
airframe configuration and propeller settings;

(I) use of flight manual
or equivalent document (for example owner’s manual or pilot’s
operating handbook):

(a) cruising;

(b) climbing: ASI colour
coding (blue line);

(d) turning.

(J) ‘live’ engine
limitations and handling;

(K) take-off and approach:
control and performance.

(33) Significant factors:

(i) significance of take-off safety speed:

(A) effect of landing gear, flap, feathering, take-off, trim setting,
systems for operating landing gear and flaps;

(B) effect on mass, altitude and temperature (performance).

(ii) significance of best
SE climb speed (Vyse):

(A) acceleration to best
engine climb speed and establishing a positive climb;

(B) relationship of SE
climb speed to normal climb speed;

(iii) significance of
asymmetric committal height and speed: action if baulked below
asymmetric committal height.

(34) Engine failure during
take-off:

(i) below vmca
or unstick speed:

(A) accelerate or stop
distance considerations;

(B) prior use of flight
manual data if available.

(ii) above vmca
or unstick speed and below safety speed;

(iii) immediate re-landing
or use of remaining power to achieve forced landing;

(iv) considerations:

(A) degree of engine
failure;

(B) speed at the time;

(D) configuration;

(E) length of runway
remaining;

(F) position of any
obstacles ahead.

(35) Engine failure after
take-off:

(i) simulated at a safe
height and at or above take-off safety speed;

(ii) considerations:

(A) need to maintain
control;

(B) use of bank towards
operating engine;

(D) mass, altitude,
temperature (performance);

(E) effect of prevailing
conditions and circumstances.

(36) Immediate actions:
maintenance of control, including air speed and use of power:

(i) recognition of
asymmetric condition;

(ii) identification and
confirmation of failed engine;

(iii) feathering and
removal of drag (procedure for type);

(iv) establishing best SE
climb speed.

(37) Subsequent actions:
whilst carrying out an asymmetric power climb to the downwind
position at SE best rate of climb speed:

(i) cause and fire check;

(ii) live engine, handling
considerations;

(iii) remaining services;

(iv) ATC liaison;

(v) fuel management.

Note: these procedures are applicable to aeroplane type and flight
situation.

(38) Significance of
asymmetric committal height:

(i) Asymmetric committal
height is the minimum height needed to establish a positive climb
whilst maintaining adequate speed for control and removal of drag
during an approach to a landing.

Because of the significantly reduced performance of many CS/JAR/FAR
23 aeroplanes when operating on one engine, consideration is to be
given to a minimum height from which it would be safely possible to
attempt a go-around procedure, during an approach when the flight
path will have to be changed from a descent to a climb with the
aeroplane in a high drag configuration.

Due to the height loss which will occur during the time that the
operating engine is brought up to full power, landing gear and flap
retracted, and the aeroplane established in a climb at vyse
a minimum height (often referred to as ‘Asymmetric committal
height’) is to be selected, below which the pilot should not
attempt to take the aeroplane round again for another circuit. This
height will be compatible with the aeroplane type, all up weight,
altitude of the aerodrome being used, air temperature, wind, the
height of obstructions along the climb out path, and pilot
competence.

(ii) circuit approach and
landing on asymmetric power:

(A) definition and use of
asymmetric committal height;

(B) use of standard
pattern and normal procedures;

(D) speed and power
settings required;

(E) decision to land or
go-around at asymmetric committal height: factors to be considered.

(iii) undershooting
importance of maintaining correct air speed (not below vyse).

(39) Speed and heading
control:

(i) height, speed and
power relationship: need for minimum possible drag;

(ii) establishing positive
climb at best SE rate of climb speed:

(A) effect of availability
of systems, power for flap and landing gear;

(B) operation and rapid
clean up.

Note 1: The air speed at which the decision is made to commit the
aeroplane to a landing or to go-around should normally be the best SE
rate of climb speed and in any case not less than the safety speed.

Note 2: On no account should instrument approach ‘decision height’
and its associated procedures be confused with the selection of
minimum height for initiating a go-around in asymmetric power flight.

(40) Engine failure during
an all engines approach or missed approach:

(i) use of asymmetric
committal height and speed considerations;

(ii) speed and heading
control;

(iii) decision to attempt
a landing, go-around or force land as circumstances dictate.

Note: at least one demonstration and practice of engine failure in
this situation should be performed during the course.

(41) Instrument flying on
asymmetric power:

(i)considerations relating to aircraft performance
during:

(A) straight and level
flight;

(B) climbing and
descending;

(D) level, climbing and
descending turns including turns onto preselected headings.

(ii) availability of vacuum operated instruments;

(iii) availability of electrical power source.

(b) Air exercise

This section covers the operation of a SP ME aeroplane when one
engine has failed and it is applicable to all such light piston
aeroplanes. Checklists should be used as applicable.

(1) introduction to asymmetric flight:

(2) close the throttle of
one engine;

(3) feather its propeller;

(4) effects on aeroplane
handling at cruising speed;

(5) effects on aeroplane
performance for example cruising speed and rate of climb;

(6) note foot load to
maintain a constant heading;

(7) un-feather the
propeller;

(8) return to normal
flight finding the zero thrust throttle setting;

(9) comparison of foot
load when feathered and with zero thrust set.

(10) effects and
recognition of engine failure in level flight with the aeroplane
straight and level at cruise speed:

(i) slowly close the
throttle of one engine;

(ii) note yaw, roll and
spiral descent.

(11) return to normal
flight:

(i) close throttle of
other engine;

(ii) note same effects in
opposite direction.

(12) methods of control
and identification of failed engine close one throttle and maintain
heading and level flight by use of:

(i) rudder to control yaw;

(ii) aileron to hold wings
level;

(iii) elevators to
maintain level flight;

(iv) power (as required)
to maintain air speed and altitude.

(13) alternative or
supplementary method of control:

(i) simultaneously;

(ii) lower aeroplane nose
to increase air speed;

(iii) reduce power;

(iv) loss of altitude:
inevitable.

(14) identification of
failed engine: idle foot = idle engine;

(15) use of instruments
for identification:

(i) fuel pressure or fuel
flow;

(ii) RPM gauge or CSU
action may mask identification;

(iii) engine temperature
gauges.

(16) confirmation of
identification: close the throttle of the identified failed engine;

(17) effects and
recognition of engine failure in turns and effects of ‘inside’
engine failure:

(i) more pronounced yaw;

(ii) more pronounced roll;

(iii) more pronounced
pitch down.

(18) effects of ‘outside’
engine failure:

(i) less pronounced yaw;

(ii) less pronounced roll;

(iii) less pronounced
pitch down.

(19) possibility of
confusion in identification:

(i) use of correct rudder
application;

(ii) return to lateral
level flight if necessary.

(20) flight instrument
indications;

(21) effect of varying
speed and power;

(22) failure of one engine
at cruise speed and power: engine failure clearly recognised;

(23) failure of one engine
at low speed and high power (not below vsse): engine
failure most positively recognised;

(24) failure of one engine
at higher speeds and low power: possible failure to recognise engine
failure;

(25) minimum control
speeds;

(26) establish the vyse:

(i) select maximum
permitted manifold pressure and RPM;

(ii) close the throttle on
one engine;

(iii) raise the aeroplane
nose and reduce the air speed;

(iv) note the air speed
when maximum rudder deflection is being applied and when directional
control can no longer be maintained;

(v) lower the aeroplane
nose and reduce power until full directional control is regained;

(vi) the lowest air speed
achieved before the loss of directional control will be the Vmc for
the flight condition;

(vii) repeat the procedure
closing the throttle of the other engine;

(viii) the higher of these
two air speeds will identify the most critical engine to fail.

Note: warning - in the above situations the recovery is to be
initiated immediately before directional control is lost with full
rudder applied, or when a safe margin above the stall remains, for
example when the stall warning device operates, for the particular
aeroplane configuration and flight conditions. On no account should
the aeroplane be allowed to decelerate to a lower air speed.

(27) establish the effect
of using 5° of bank at vmc:

(i) close the throttle of
one engine;

(ii) increase to full
power on the operating engine;

(iii) using 5° of bank
towards the operating engine reduce speed to the Vmc;

(iv) note lower Vmc
when 5 ° of bank is used.

(28) ‘in-flight’
engine failure procedure;

(29) in cruise and other
flight circumstances not including take-off and landing.

(30) Immediate actions:
maintenance of control including air speed and use of power:

(i) identification and
confirmation of failed engine;

(ii) failure cause and
fire check;

(iii) feathering decision
and implementation;

(iv) reduction of any
other drag, for example flaps, cowl flaps etc.;

(v) retrim and maintain
altitude.

(31) Subsequent actions:

(i) live engine:

(A) oil temperature,
pressure, fuel flow and power;

(B) remaining services;

(D) effect on power source
for air driven instruments;

(E) landing gear;

(F) flaps and other
services.

(ii) re-plan flight:

(A) ATC and weather;

(B) terrain clearance;

(D) decision to divert or
continue;

(iii) fuel management:
best use of

(iv) dangers of
re-starting damaged engine;

(v) action if unable to
maintain altitude:

(A) adopt Vyse;

(B) effect of altitude on
power available.

(vi) effects on
performance;

(vii) effects on power
available and power required;

(viii) effects on various
airframe configurations and propeller settings;

(ix) use of flight manual
or equivalent document (for example owner’s manual or pilot’s
operating handbook):

(A) cruising;

(B) climbing: ASI colour
coding (blue line);

(D) turning.

(x) ‘live’ engine
limitations and handling;

(xi) take-off and
approach: control and handling;

Note: to be done at a safe height away from the circuit;

(xii) take-off case with
landing gear down and take-off flap set (if applicable);

(xiii) significance of
take-off at or above safety speed (at safety speed. The ability to
maintain control and to accelerate to SE climb speed with aeroplane
clean and zero thrust set. Thereafter to achieve a positive climb);

(xiv) significance of
flight below safety speed (below safety speed and above vmca.
A greater difficulty to maintain control, a possible loss of height
whilst maintaining speed, cleaning up, accelerating to SE climb speed
and establishing a positive climb);

(xv) significance of best
SE climb speed (the ability to achieve the best rate of climb on one
engine with minimum delay).

(32) Significance of
asymmetric committal height:

(i) the ability to
maintain or accelerate to the best SE rate of climb speed and to
maintain heading whilst cleaning up with perhaps a slight height loss
before climbing away;

(ii) below this height,
the aeroplane is committed to continue the approach to a landing.

(33) Engine failure during
take-off run and below safety speed briefing only;

(34) Engine failure after
take-off;

Note: to be initiated at a safe height and at not less than take-off
safety speed with due regard to the problems of a prolonged SE climb
in the prevailing conditions.

(i) immediate actions:

(A) control of direction
and use of bank;

(B) control of air speed
and use of power;

(D) identification and
confirmation of failed engine feathering and reduction of drag
(procedure for type);

(E) re-trim;

(ii) subsequent actions:
whilst carrying out an asymmetric power climb to the downwind
position at SE best rate of climb speed:

(A) cause and fire check;

(B) live engine, handling
considerations;

(D) ATC liaison;

(E) fuel management.

(35) Asymmetric circuit,
approach and landing;

(i) downwind and base legs:

(A) use of standard
pattern;

(B) normal procedures;

(D) position for base leg;

(E) live engine handling;

(F) air speed and power
settings;

(G) maintenance of height.

(ii) final approach:

(A) asymmetric committal height drill;

(B) control of air speed and descent rate;

(iii) going round again on asymmetric power (missed approach):

(A) not below asymmetric
committal height;

(B) speed and heading
control;

(D) maintaining Vyse;

(E) establish positive
rate of climb.

(36) Engine failure during
all engines approach or missed approach:

Note: to be started at not less than asymmetric committal height and
speed and not more than part flap set:

(i) speed and heading
control;

(ii) reduction of drag
flap;

(iii) decision to attempt
landing or go-around;

(iv) control of descent
rate if approach is continued;

(v) if go-around is
initiated, maintain vyse, flaps and landing gear retracted and
establish positive rate of climb.

Note: at least one demonstration and practice of engine failure in
this situation should be performed during the course.

(37) Instrument flying on
asymmetric power;

(38) Flight instrument
checks and services available:

(i) straight and level
flight;

(ii) climbing and
descending;

(iii) standard rate turns;

(iv) level, climbing and
descending turns including turns onto preselected headings.

**EXERCISE
6: UPRT**

Instructors should have the specific competence to provide UPRT
during the type rating course, including the ability to demonstrate
knowledge and understanding of the type-specific upset recovery
procedures and of the recommendations that are developed by the OEMs.
Therefore, during the CRI training course, the student instructor
should:

(a) be able to apply the correct upset recovery techniques for the
specific aeroplane type;

(b) understand the importance of applying type-specific OEM
procedures for recovery manoeuvres;

(d) understand the capabilities and limitations of the FSTDs that
are used for UPRT;

(e) ensure that the training remains within the FSTD training
envelope to avoid the risk of negative transfer of training;

(f) understand and be able to use the IOS of the FSTD in the context
of providing effective UPRT;

(g) understand and be able to use the available FSTD instructor tools
to provide accurate feedback on pilot performance;

(h) understand the importance of adhering to the FSTD UPRT scenarios
that are validated by the training programme developer; and

(i) understand the missing critical human factor aspects due to the
limitations of the FSTD, and convey this to the student pilot(s)
receiving the training.

Compare / EASA/ Incorporated Amendments/ Compare & Highlight Differences

AMC1 FCL.930.CRI CRI -- training course

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