GM2 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking

• ED Decision 2019/005/R found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Sep 2023)

GM2 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking ED Decision 2019/005/R UPSET PREVENTION TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES The recurrent training should prioritise the upset prevention elements and respective components according to the operator’s safety risk assessment. Upset prevention training should use a combination of manoeuvre-based and scenario-based training. Scenario-based training may be used to introduce flight crew to situations which, if not correctly managed, could lead to an upset condition. Relevant TEM and CRM aspects should be included in scenario-based training and the flight crew should understand the limitations of the FSTD in replicating the physiological and psychological aspects of exposure to upset prevention scenarios. In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset prevention scenarios and exercises take into consideration the limitations of the FSTD and the extent to which it represents the handling characteristics of the actual aeroplane. If it is determined that the FSTD is not suitable, the operator should ensure that the required training outcome can be achieved by other means. GO-AROUNDS FROM VARIOUS STAGES DURING THE APPROACH Guidance on go-around training is provided in point (d) of GM1 to Appendix 9 to Part-FCL. GM2 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking ED Decision 2019/005/R UPSET PREVENTION TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES The recurrent training should prioritise the upset prevention elements and respective components according to the operator’s safety risk assessment. Upset prevention training should use a combination of manoeuvre-based and scenario-based training. Scenario-based training may be used to introduce flight crew to situations which, if not correctly managed, could lead to an upset condition. Relevant TEM and CRM aspects should be included in scenario-based training and the flight crew should understand the limitations of the FSTD in replicating the physiological and psychological aspects of exposure to upset prevention scenarios. In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset prevention scenarios and exercises take into consideration the limitations of the FSTD and the extent to which it represents the handling characteristics of the actual aeroplane. If it is determined that the FSTD is not suitable, the operator should ensure that the required training outcome can be achieved by other means. GO-AROUNDS FROM VARIOUS STAGES DURING THE APPROACH Guidance on go-around training is provided in point (d) of GM1 to Appendix 9 to Part-FCL. ##### GM2 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking *ED Decision 2019/005/R* **UPSET PREVENTION TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES** The recurrent training should prioritise the upset prevention elements and respective components according to the operator’s safety risk assessment. Upset prevention training should use a combination of manoeuvre-based and scenario-based training. Scenario-based training may be used to introduce flight crew to situations which, if not correctly managed, could lead to an upset condition. Relevant TEM and CRM aspects should be included in scenario-based training and the flight crew should understand the limitations of the FSTD in replicating the physiological and psychological aspects of exposure to upset prevention scenarios. In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset prevention scenarios and exercises take into consideration the limitations of the FSTD and the extent to which it represents the handling characteristics of the actual aeroplane. If it is determined that the FSTD is not suitable, the operator should ensure that the required training outcome can be achieved by other means. **GO-AROUNDS FROM VARIOUS STAGES DURING THE APPROACH** Guidance on go-around training is provided in point (d) of GM1 to Appendix 9 to Part-FCL.