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GM1 ORO.FC.231(d)(2) Evidence-based training
Available versions for ERULES-1963177438-18379
ED Decision 2021/002/R
found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Feb 2025)
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GM1 ORO.FC.231(d)(2) Evidence-based training ED Decision 2021/002/R VERIFICATION OF THE ACCURACY OF THE GRADING SYSTEM Items that may be included in a verification of the accuracy of the grading system: <table border="1" cellpadding="0" cellspacing="0" width="1017"><tr><td valign="top" width="76"><p>Assessment and training topic</p></td><td valign="top" width="38"><p>Flight phase for</p><p>activation</p></td><td valign="top" width="142"><p>Description (includes type of topic, being threat, error or focus)</p></td><td valign="top" width="454"><p>Desired outcome</p><p>(includes performance criteria OR training outcome)</p></td><td valign="top" width="132"><p>Guidance material (GM)</p><p>Example scenario elements</p></td><td valign="top" width="20"><p>PRO</p></td><td valign="top" width="20"><p>COM</p></td><td valign="top" width="20"><p>FPA</p></td><td valign="top" width="20"><p>FPM</p></td><td valign="top" width="20"><p>LTW</p></td><td valign="top" width="20"><p>PSD</p></td><td valign="top" width="20"><p>SAW</p></td><td valign="top" width="20"><p>WLM</p></td><td valign="top" width="20"><p>KNO</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td valign="top" width="76"><p>Use of checklist prior to starting engines (1.4 AP9)</p></td><td valign="top" width="38"><p>GND</p></td><td valign="top" width="142"><p>Use of checklist prior to starting engines, starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies</p></td><td valign="top" width="454"><p>This element is not required </p></td><td valign="top" width="132"><p>Intentionally left in blank</p></td><td valign="top" width="180"><p>Intentionally left in blank</p></td></tr><tr><td valign="top" width="76"><p>Before take-off checks (1.6 AP9)</p></td><td valign="top" width="38"><p>GND</p></td><td valign="top" width="142"></td><td valign="top" width="454"><p>This element is not required</p></td><td valign="top" width="132"><p>Intentionally left in blank</p></td><td valign="top" width="180"><p>Intentionally left in blank</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td valign="top" width="76"><p>Rejected take-off at a reasonable speed before reaching V1 (2.6 AP9)</p></td><td valign="top" width="38"><p>TO</p></td><td valign="top" width="142"><p>Engine failure after the application of take-off thrust and before reaching V1</p></td><td valign="top" width="454"><p>PRO </p><p>- demonstrate adequate knowledge of the technique and procedure for accomplishing a rejected take-off after power-plant/system(s) failure/warnings, including related safety factors; </p><p>- take into account, prior to beginning the take-off, operational factors which could affect the manoeuvre, such as take-off warning inhibit systems or other aeroplane characteristics, runway length, surface conditions, wind, obstructions that could affect take-off performance and could adversely affect safety; </p><p>- perform all required pre-take-off checks as required by the appropriate checklist items.</p><p>FPM</p><p>- align the aeroplane on the runway centreline;</p><p>- reduce the power smoothly and promptly, if appropriate to the aeroplane, when power-plant failure is recognised. Maintain the aeroplane under control close to the runway centreline; </p><p>- use spoilers, prop reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, maintaining positive control in such a manner as to bring the aeroplane to a safe stop. Accomplish the appropriate power-plant failure or other procedures and/or checklists as set forth in the POH or AFM or SOPs.</p></td><td valign="top" width="132"><p>From initiation of take-off to complete stop (or as applicable to procedure)</p></td><td width="19"><p>x</p></td><td width="28"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td valign="top" width="85"><p>3.8.1* Adherence to departure and arrival routes and ATC instructions</p></td><td valign="top" width="31"><p>CLBAPP</p></td><td valign="top" width="140"></td><td valign="top" width="449"><p>This element is not required</p></td><td valign="top" width="145"><p>Intentionally left in blank</p></td><td valign="top" width="170"></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td rowspan="2" valign="top" width="89"><p>Take-off with engine failure between V1 and V2 (2.5.2 AP9)</p></td><td rowspan="2" valign="top" width="26"><p>TO</p></td><td rowspan="2" valign="top" width="139"><p>Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility conditions</p></td><td rowspan="2" valign="top" width="453"><p>FPM</p><p>- establish a bank of approximately 5°, if required, or as recommended by the manufacturer, to maintain coordinated flight, and properly trim for that condition; maintain the operating engine within acceptable operating limits; </p><p>- establish the best engine inoperative airspeed as appropriate to the aircraft and condition of flight; </p><p>- establish and maintain the recommended flight attitude and configuration for the best performance for all manoeuvring necessary for the phase of flight; </p><p>- maintain desired altitude within given limits, when a constant altitude is specified and is within the capability of the aeroplane; </p><p>- maintain the desired airspeed and heading within given limits. </p><p>PRO</p><p> - recognise an engine failure or the need to shut down an engine as simulated by the examiner; </p><p> - complete engine failure vital action checks from memory; </p><p>- follow the prescribed aeroplane checklist, and verify the procedures for securing the inoperative engine; </p><p>- demonstrate proper engine restart or shutdown procedures (whatever appropriate) in accordance with approved procedure/checklist or the manufacturer’s recommended procedures and pertinent checklist items; and monitor all functions of the operating engine and make necessary adjustments. </p></td><td valign="top" width="142"><p>The manoeuvre is considered to be complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement.</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr><tr><td valign="top" width="142"><p>The manoeuvre is considered to be complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed.</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td rowspan="3" valign="top" width="85"><p>3.8.3* 3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure</p></td><td rowspan="3" valign="top" width="30"><p>APP</p></td><td valign="top" width="136"><p>Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 ft above aerodrome level until touchdown or through the complete missed approach procedure. </p></td><td rowspan="3" valign="top" width="454"><p>PRO</p><p>- select and comply with the ILS or LPV instrument approach procedure to be performed; </p><p>- prior to final approach course, maintain declared or assigned altitudes within given limits without descending below applicable minimum altitudes and maintain headings within given limits; </p><p>- select, tune, identify and confirm the operational status of ground and aircraft navigation equipment to be used for the approach procedure. </p><p>COM</p><p>- establish two-way communications with ATC using the proper communications phraseology and techniques, either personally, or, if appropriate, direct co-pilot/safety pilot to do so, as required for the phase of flight or approach segment; </p><p>- comply in a timely manner with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply.</p><p>FPA/FPM</p><p>- establish the appropriate aircraft configuration and airspeed/V-speed considering turbulence, wind shear or other meteorological and operating conditions; </p><p>- complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate; </p><p>- apply necessary adjustment to the published DH and visibility criteria for the aeroplane approach category when required, such as NOTAMs, inoperative aeroplane and ground navigation equipment, inoperative visual aids associated with the landing environment; </p><p>- on final approach course, allow no more than ½ scale deflection of the localiser and/or glideslope indications; </p><p>- maintain declared approach airspeeds within given limits; </p><p>- maintain a stabilised descent to the DH to permit completion of the visual portion of the approach and landing with minimal manoeuvring; and </p><p>- initiate the missed approach procedure, upon reaching the DH, when the required visual references for the intended runway are not obtained. </p><p>3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV): not more than – 75 ft below the vertical profile at any time, and not more than + 75 ft above the vertical profile at or below 1 000 ft above aerodrome level. </p><p>3D (LNAV/VNAV) ‘linear’ lateral deviations: cross-track error/deviation should normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.</p></td><td rowspan="3" width="145"><p> Intentionally left in blank</p></td><td rowspan="3" width="170"><p>Intentionally left in blank</p></td></tr><tr><td valign="top" width="136"><p>Or</p></td></tr><tr><td valign="top" width="136"><p>Manually, with one engine</p><p>simulated inoperative; engine</p><p>failure has to be simulated during final approach after</p><p>passing the outer marker (OM)</p><p>within a distance of not more</p><p>than 4 NM until touchdown or</p><p>through the complete missed</p><p>approach procedure.</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1019"><tr><td valign="top" width="85"><p>2D operations down to the MDH/A</p><p> (3.8.4 AP9)</p></td><td valign="top" width="30"><p>APP</p></td><td valign="top" width="136"><p>Non-precision approach down to the MDH/A </p></td><td valign="top" width="454"><p>PRO </p><p>- select and comply with the PBN, VOR/ LOC/ LOC BC or NDB instrument approach procedure to be performed; </p><p>- complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate; </p><p>- prior to final approach course, maintain declared altitudes in given limits without descending below applicable minimum altitudes, and maintain headings as given; </p><p>- select, tune, identify, confirm and monitor the operational status of ground and aircraft navigation equipment to be used for the approach procedure. </p><p>COM </p><p>- establish two-way communications with ATC using the proper communications phraseology and techniques, either personally, or, if appropriate, direct co-pilot/safety pilot to do so, as required for the phase of flight or approach segment; </p><p>- comply in a timely manner with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply.</p><p>FPA/FPM</p><p>- apply necessary adjustment to the published minimum descent altitude (MDA) and visibility criteria for the aeroplane approach category when required, such as NOTAMs, inoperative aeroplane and ground navigation equipment, inoperative visual aids associated with the landing environment; </p><p>- on the intermediate and final segments of the final approach course: </p><p>a. maintain PBN, VOR/ LOC/ LOC BC tracking within ½ scale deflection of the course deviation indicator or within 5 degrees of the desired track in the case of an NDB approach; </p><p>b. fly the approach in a stabilised manner without descending below the applicable minimum altitudes depicted on the approach chart (+as required/–0 feet); </p><p>2D (LNAV) ‘linear’ lateral deviations: cross-track error/deviation should normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.</p><p>c. descend to and accurately maintain the MDA and track to the missed approach point (MAPt) or to the recommended minimum visibility that would permit completion of the visual portion of the approach with a normal rate of descent and minimal manoeuvring; </p><p>d. maintain declared approach airspeeds (+10/-5 knots); </p><p>e. initiate the missed approach procedure, if the required visual references for the intended runway are not obtained at the MAPt;</p><p>f. execute a normal landing from a straight-in or circling approach as required.</p></td><td width="144"><p>Intentionally left in blank</p></td><td width="170"><p>Intentionally left in blank</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1019"><tr><td valign="top" width="85"><p>Engine-out approach & go-around</p><p>(4.4* AP9)</p></td><td valign="top" width="30"><p>APP</p></td><td valign="top" width="136"><p>Manual go-around with the critical engine simulated inoperative after an instrument approach on reaching DH, MDH or MAPt</p></td><td rowspan="2" valign="top" width="453"><p>Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation;</p><p>Detect deviations through instrument scanning;</p><p>Maintain spare mental capacity during manual aircraft control;</p><p>Maintain the aircraft within the flight envelope;</p><p>Apply knowledge of the relationship between aircraft attitude, speed and thrust.</p></td><td valign="top" width="144"><p>This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is considered to be complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally critical part of manoeuvre)</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr><tr><td valign="top" width="85"><p>Engine-out landing (5.5 AP9)</p></td><td valign="top" width="30"><p>LDG</p></td><td valign="top" width="136"><p>Landing with the critical engine inoperative</p></td><td valign="top" width="144"><p>Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr></table>
GM1 ORO.FC.231(d)(2) Evidence-based training ED Decision 2021/002/R VERIFICATION OF THE ACCURACY OF THE GRADING SYSTEM Items that may be included in a verification of the accuracy of the grading system: <table border="1" cellpadding="0" cellspacing="0" width="1017"><tr><td valign="top" width="76"><p>Assessment and training topic</p></td><td valign="top" width="38"><p>Flight phase for</p><p>activation</p></td><td valign="top" width="142"><p>Description (includes type of topic, being threat, error or focus)</p></td><td valign="top" width="454"><p>Desired outcome</p><p>(includes performance criteria OR training outcome)</p></td><td valign="top" width="132"><p>Guidance material (GM)</p><p>Example scenario elements</p></td><td valign="top" width="20"><p>PRO</p></td><td valign="top" width="20"><p>COM</p></td><td valign="top" width="20"><p>FPA</p></td><td valign="top" width="20"><p>FPM</p></td><td valign="top" width="20"><p>LTW</p></td><td valign="top" width="20"><p>PSD</p></td><td valign="top" width="20"><p>SAW</p></td><td valign="top" width="20"><p>WLM</p></td><td valign="top" width="20"><p>KNO</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td valign="top" width="76"><p>Use of checklist prior to starting engines (1.4 AP9)</p></td><td valign="top" width="38"><p>GND</p></td><td valign="top" width="142"><p>Use of checklist prior to starting engines, starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies</p></td><td valign="top" width="454"><p>This element is not required </p></td><td valign="top" width="132"><p>Intentionally left in blank</p></td><td valign="top" width="180"><p>Intentionally left in blank</p></td></tr><tr><td valign="top" width="76"><p>Before take-off checks (1.6 AP9)</p></td><td valign="top" width="38"><p>GND</p></td><td valign="top" width="142"></td><td valign="top" width="454"><p>This element is not required</p></td><td valign="top" width="132"><p>Intentionally left in blank</p></td><td valign="top" width="180"><p>Intentionally left in blank</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td valign="top" width="76"><p>Rejected take-off at a reasonable speed before reaching V1 (2.6 AP9)</p></td><td valign="top" width="38"><p>TO</p></td><td valign="top" width="142"><p>Engine failure after the application of take-off thrust and before reaching V1</p></td><td valign="top" width="454"><p>PRO </p><p>- demonstrate adequate knowledge of the technique and procedure for accomplishing a rejected take-off after power-plant/system(s) failure/warnings, including related safety factors; </p><p>- take into account, prior to beginning the take-off, operational factors which could affect the manoeuvre, such as take-off warning inhibit systems or other aeroplane characteristics, runway length, surface conditions, wind, obstructions that could affect take-off performance and could adversely affect safety; </p><p>- perform all required pre-take-off checks as required by the appropriate checklist items.</p><p>FPM</p><p>- align the aeroplane on the runway centreline;</p><p>- reduce the power smoothly and promptly, if appropriate to the aeroplane, when power-plant failure is recognised. Maintain the aeroplane under control close to the runway centreline; </p><p>- use spoilers, prop reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, maintaining positive control in such a manner as to bring the aeroplane to a safe stop. Accomplish the appropriate power-plant failure or other procedures and/or checklists as set forth in the POH or AFM or SOPs.</p></td><td valign="top" width="132"><p>From initiation of take-off to complete stop (or as applicable to procedure)</p></td><td width="19"><p>x</p></td><td width="28"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td valign="top" width="85"><p>3.8.1* Adherence to departure and arrival routes and ATC instructions</p></td><td valign="top" width="31"><p>CLBAPP</p></td><td valign="top" width="140"></td><td valign="top" width="449"><p>This element is not required</p></td><td valign="top" width="145"><p>Intentionally left in blank</p></td><td valign="top" width="170"></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td rowspan="2" valign="top" width="89"><p>Take-off with engine failure between V1 and V2 (2.5.2 AP9)</p></td><td rowspan="2" valign="top" width="26"><p>TO</p></td><td rowspan="2" valign="top" width="139"><p>Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility conditions</p></td><td rowspan="2" valign="top" width="453"><p>FPM</p><p>- establish a bank of approximately 5°, if required, or as recommended by the manufacturer, to maintain coordinated flight, and properly trim for that condition; maintain the operating engine within acceptable operating limits; </p><p>- establish the best engine inoperative airspeed as appropriate to the aircraft and condition of flight; </p><p>- establish and maintain the recommended flight attitude and configuration for the best performance for all manoeuvring necessary for the phase of flight; </p><p>- maintain desired altitude within given limits, when a constant altitude is specified and is within the capability of the aeroplane; </p><p>- maintain the desired airspeed and heading within given limits. </p><p>PRO</p><p> - recognise an engine failure or the need to shut down an engine as simulated by the examiner; </p><p> - complete engine failure vital action checks from memory; </p><p>- follow the prescribed aeroplane checklist, and verify the procedures for securing the inoperative engine; </p><p>- demonstrate proper engine restart or shutdown procedures (whatever appropriate) in accordance with approved procedure/checklist or the manufacturer’s recommended procedures and pertinent checklist items; and monitor all functions of the operating engine and make necessary adjustments. </p></td><td valign="top" width="142"><p>The manoeuvre is considered to be complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement.</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr><tr><td valign="top" width="142"><p>The manoeuvre is considered to be complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed.</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1021"><tr><td rowspan="3" valign="top" width="85"><p>3.8.3* 3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure</p></td><td rowspan="3" valign="top" width="30"><p>APP</p></td><td valign="top" width="136"><p>Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 ft above aerodrome level until touchdown or through the complete missed approach procedure. </p></td><td rowspan="3" valign="top" width="454"><p>PRO</p><p>- select and comply with the ILS or LPV instrument approach procedure to be performed; </p><p>- prior to final approach course, maintain declared or assigned altitudes within given limits without descending below applicable minimum altitudes and maintain headings within given limits; </p><p>- select, tune, identify and confirm the operational status of ground and aircraft navigation equipment to be used for the approach procedure. </p><p>COM</p><p>- establish two-way communications with ATC using the proper communications phraseology and techniques, either personally, or, if appropriate, direct co-pilot/safety pilot to do so, as required for the phase of flight or approach segment; </p><p>- comply in a timely manner with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply.</p><p>FPA/FPM</p><p>- establish the appropriate aircraft configuration and airspeed/V-speed considering turbulence, wind shear or other meteorological and operating conditions; </p><p>- complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate; </p><p>- apply necessary adjustment to the published DH and visibility criteria for the aeroplane approach category when required, such as NOTAMs, inoperative aeroplane and ground navigation equipment, inoperative visual aids associated with the landing environment; </p><p>- on final approach course, allow no more than ½ scale deflection of the localiser and/or glideslope indications; </p><p>- maintain declared approach airspeeds within given limits; </p><p>- maintain a stabilised descent to the DH to permit completion of the visual portion of the approach and landing with minimal manoeuvring; and </p><p>- initiate the missed approach procedure, upon reaching the DH, when the required visual references for the intended runway are not obtained. </p><p>3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV): not more than – 75 ft below the vertical profile at any time, and not more than + 75 ft above the vertical profile at or below 1 000 ft above aerodrome level. </p><p>3D (LNAV/VNAV) ‘linear’ lateral deviations: cross-track error/deviation should normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.</p></td><td rowspan="3" width="145"><p> Intentionally left in blank</p></td><td rowspan="3" width="170"><p>Intentionally left in blank</p></td></tr><tr><td valign="top" width="136"><p>Or</p></td></tr><tr><td valign="top" width="136"><p>Manually, with one engine</p><p>simulated inoperative; engine</p><p>failure has to be simulated during final approach after</p><p>passing the outer marker (OM)</p><p>within a distance of not more</p><p>than 4 NM until touchdown or</p><p>through the complete missed</p><p>approach procedure.</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1019"><tr><td valign="top" width="85"><p>2D operations down to the MDH/A</p><p> (3.8.4 AP9)</p></td><td valign="top" width="30"><p>APP</p></td><td valign="top" width="136"><p>Non-precision approach down to the MDH/A </p></td><td valign="top" width="454"><p>PRO </p><p>- select and comply with the PBN, VOR/ LOC/ LOC BC or NDB instrument approach procedure to be performed; </p><p>- complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate; </p><p>- prior to final approach course, maintain declared altitudes in given limits without descending below applicable minimum altitudes, and maintain headings as given; </p><p>- select, tune, identify, confirm and monitor the operational status of ground and aircraft navigation equipment to be used for the approach procedure. </p><p>COM </p><p>- establish two-way communications with ATC using the proper communications phraseology and techniques, either personally, or, if appropriate, direct co-pilot/safety pilot to do so, as required for the phase of flight or approach segment; </p><p>- comply in a timely manner with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply.</p><p>FPA/FPM</p><p>- apply necessary adjustment to the published minimum descent altitude (MDA) and visibility criteria for the aeroplane approach category when required, such as NOTAMs, inoperative aeroplane and ground navigation equipment, inoperative visual aids associated with the landing environment; </p><p>- on the intermediate and final segments of the final approach course: </p><p>a. maintain PBN, VOR/ LOC/ LOC BC tracking within ½ scale deflection of the course deviation indicator or within 5 degrees of the desired track in the case of an NDB approach; </p><p>b. fly the approach in a stabilised manner without descending below the applicable minimum altitudes depicted on the approach chart (+as required/–0 feet); </p><p>2D (LNAV) ‘linear’ lateral deviations: cross-track error/deviation should normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.</p><p>c. descend to and accurately maintain the MDA and track to the missed approach point (MAPt) or to the recommended minimum visibility that would permit completion of the visual portion of the approach with a normal rate of descent and minimal manoeuvring; </p><p>d. maintain declared approach airspeeds (+10/-5 knots); </p><p>e. initiate the missed approach procedure, if the required visual references for the intended runway are not obtained at the MAPt;</p><p>f. execute a normal landing from a straight-in or circling approach as required.</p></td><td width="144"><p>Intentionally left in blank</p></td><td width="170"><p>Intentionally left in blank</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="1019"><tr><td valign="top" width="85"><p>Engine-out approach & go-around</p><p>(4.4* AP9)</p></td><td valign="top" width="30"><p>APP</p></td><td valign="top" width="136"><p>Manual go-around with the critical engine simulated inoperative after an instrument approach on reaching DH, MDH or MAPt</p></td><td rowspan="2" valign="top" width="453"><p>Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation;</p><p>Detect deviations through instrument scanning;</p><p>Maintain spare mental capacity during manual aircraft control;</p><p>Maintain the aircraft within the flight envelope;</p><p>Apply knowledge of the relationship between aircraft attitude, speed and thrust.</p></td><td valign="top" width="144"><p>This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is considered to be complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally critical part of manoeuvre)</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr><tr><td valign="top" width="85"><p>Engine-out landing (5.5 AP9)</p></td><td valign="top" width="30"><p>LDG</p></td><td valign="top" width="136"><p>Landing with the critical engine inoperative</p></td><td valign="top" width="144"><p>Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out</p></td><td width="19"><p>x</p></td><td width="19"></td><td width="19"></td><td width="19"><p>x</p></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td><td valign="top" width="19"></td></tr></table>
##### GM1 ORO.FC.231(d)(2) Evidence-based training *ED Decision 2021/002/R* **VERIFICATION OF THE ACCURACY OF THE GRADING SYSTEM** Items that may be included in a verification of the accuracy of the grading system: <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <tr valign="top"> <td><p align="left"> Assessment and training topic</p> </td> <td><p align="left"> Flight phase for</p> <p align="left">activation</p> </td> <td><p align="left"> Description (includes type of topic, being threat, error or focus)</p> </td> <td><p align="left"> Desired outcome</p> <p align="left">(includes performance criteria OR training outcome)</p> </td> <td><p align="left"> Guidance material (GM)</p> <p align="left">Example scenario elements</p> </td> <td><p align="left"> PRO</p> </td> <td><p align="left"> COM</p> </td> <td><p align="left"> FPA</p> </td> <td><p align="left"> FPM</p> </td> <td><p align="left"> LTW</p> </td> <td><p align="left"> PSD</p> </td> <td><p align="left"> SAW</p> </td> <td><p align="left"> WLM</p> </td> <td><p align="left"> KNO</p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <tr valign="top"> <td><p align="left"> Use of checklist prior to starting engines (1.4 AP9)</p> </td> <td><p align="left"> GND</p> </td> <td><p align="left"> Use of checklist prior to starting engines, starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies</p> </td> <td><p align="left"> This element is not required </p> </td> <td><p align="left"> Intentionally left in blank</p> </td> <td><p align="left"> Intentionally left in blank</p> </td> </tr> <tr valign="top"> <td><p align="left"> Before take-off checks (1.6 AP9)</p> </td> <td><p align="left"> GND</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> This element is not required</p> </td> <td><p align="left"> Intentionally left in blank</p> </td> <td><p align="left"> Intentionally left in blank</p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <tr> <td valign="top"><p align="left"> Rejected take-off at a reasonable speed before reaching V1 (2.6 AP9)</p> </td> <td valign="top"><p align="left"> TO</p> </td> <td valign="top"><p align="left"> Engine failure after the application of take-off thrust and before reaching V1</p> </td> <td valign="top"><p align="left"> PRO </p> <p align="left"> - demonstrate adequate knowledge of the technique and procedure for accomplishing a rejected take-off after power-plant/system(s) failure/warnings, including related safety factors; </p> <p align="left"> - take into account, prior to beginning the take-off, operational factors which could affect the manoeuvre, such as take-off warning inhibit systems or other aeroplane characteristics, runway length, surface conditions, wind, obstructions that could affect take-off performance and could adversely affect safety; </p> <p align="left"> - perform all required pre-take-off checks as required by the appropriate checklist items.</p> <p align="left"> FPM</p> <p align="left"> - align the aeroplane on the runway centreline;</p> <p align="left"> - reduce the power smoothly and promptly, if appropriate to the aeroplane, when power-plant failure is recognised. Maintain the aeroplane under control close to the runway centreline; </p> <p align="left">- use spoilers, prop reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, maintaining positive control in such a manner as to bring the aeroplane to a safe stop. Accomplish the appropriate power-plant failure or other procedures and/or checklists as set forth in the POH or AFM or SOPs.</p> </td> <td valign="top"><p align="left"> From initiation of take-off to complete stop (or as applicable to procedure)</p> </td> <td><p align="left"> x</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> x</p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <tr valign="top"> <td><p align="left"> 3.8.1* Adherence to departure and arrival routes and ATC instructions</p> </td> <td><p align="left"> CLBAPP</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> This element is not required</p> </td> <td><p align="left"> Intentionally left in blank</p> </td> <td><p align="left"> <br/> </p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <tr> <td rowspan="2" valign="top"><p align="left"> Take-off with engine failure between V1 and V2 (2.5.2 AP9)</p> </td> <td rowspan="2" valign="top"><p align="left"> TO</p> </td> <td rowspan="2" valign="top"><p align="left"> Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility conditions</p> </td> <td rowspan="2" valign="top"><p align="left"> FPM</p> <p align="left"> - establish a bank of approximately 5°, if required, or as recommended by the manufacturer, to maintain coordinated flight, and properly trim for that condition; maintain the operating engine within acceptable operating limits; </p> <p align="left"> - establish the best engine inoperative airspeed as appropriate to the aircraft and condition of flight; </p> <p align="left"> - establish and maintain the recommended flight attitude and configuration for the best performance for all manoeuvring necessary for the phase of flight; </p> <p align="left"> - maintain desired altitude within given limits, when a constant altitude is specified and is within the capability of the aeroplane; </p> <p align="left"> - maintain the desired airspeed and heading within given limits. </p> <p align="left"> PRO</p> <p align="left"> - recognise an engine failure or the need to shut down an engine as simulated by the examiner; </p> <p align="left"> - complete engine failure vital action checks from memory; </p> <p align="left"> - follow the prescribed aeroplane checklist, and verify the procedures for securing the inoperative engine; </p> <p align="left">- demonstrate proper engine restart or shutdown procedures (whatever appropriate) in accordance with approved procedure/checklist or the manufacturer’s recommended procedures and pertinent checklist items; and monitor all functions of the operating engine and make necessary adjustments. </p> </td> <td valign="top"><p align="left"> The manoeuvre is considered to be complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement.</p> </td> <td><p align="left"> x</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> x</p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> </tr> <tr> <td valign="top"><p align="left"> The manoeuvre is considered to be complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed.</p> </td> <td><p align="left"> x</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> x</p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <tr> <td rowspan="3" valign="top"><p align="left"> 3.8.3* 3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure</p> </td> <td rowspan="3" valign="top"><p align="left"> APP</p> </td> <td valign="top"><p align="left"> Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 ft above aerodrome level until touchdown or through the complete missed approach procedure. </p> </td> <td rowspan="3" valign="top"><p align="left"> PRO</p> <p align="left"> - select and comply with the ILS or LPV instrument approach procedure to be performed; </p> <p align="left"> - prior to final approach course, maintain declared or assigned altitudes within given limits without descending below applicable minimum altitudes and maintain headings within given limits; </p> <p align="left"> - select, tune, identify and confirm the operational status of ground and aircraft navigation equipment to be used for the approach procedure. </p> <p align="left"> COM</p> <p align="left"> - establish two-way communications with ATC using the proper communications phraseology and techniques, either personally, or, if appropriate, direct co-pilot/safety pilot to do so, as required for the phase of flight or approach segment; </p> <p align="left"> - comply in a timely manner with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply.</p> <p align="left"> FPA/FPM</p> <p align="left"> - establish the appropriate aircraft configuration and airspeed/V-speed considering turbulence, wind shear or other meteorological and operating conditions; </p> <p align="left"> - complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate; </p> <p align="left"> - apply necessary adjustment to the published DH and visibility criteria for the aeroplane approach category when required, such as NOTAMs, inoperative aeroplane and ground navigation equipment, inoperative visual aids associated with the landing environment; </p> <p align="left"> - on final approach course, allow no more than ½ scale deflection of the localiser and/or glideslope indications; </p> <p align="left"> - maintain declared approach airspeeds within given limits; </p> <p align="left"> - maintain a stabilised descent to the DH to permit completion of the visual portion of the approach and landing with minimal manoeuvring; and </p> <p align="left"> - initiate the missed approach procedure, upon reaching the DH, when the required visual references for the intended runway are not obtained. </p> <p align="left"> 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV): not more than – 75 ft below the vertical profile at any time, and not more than + 75 ft above the vertical profile at or below 1 000 ft above aerodrome level. </p> <p align="left">3D (LNAV/VNAV) ‘linear’ lateral deviations: cross-track error/deviation should normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.</p> </td> <td rowspan="3"><p align="left"> Intentionally left in blank</p> </td> <td rowspan="3"><p align="left"> Intentionally left in blank</p> </td> </tr> <tr valign="top"> <td><p align="left"> Or</p> </td> </tr> <tr valign="top"> <td><p align="left"> Manually, with one engine</p> <p align="left"> simulated inoperative; engine</p> <p align="left"> failure has to be simulated during final approach after</p> <p align="left"> passing the outer marker (OM)</p> <p align="left"> within a distance of not more</p> <p align="left"> than 4 NM until touchdown or</p> <p align="left"> through the complete missed</p> <p align="left">approach procedure.</p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <tr> <td valign="top"><p align="left"> 2D operations down to the MDH/A</p> <p align="left"> (3.8.4 AP9)</p> </td> <td valign="top"><p align="left"> APP</p> </td> <td valign="top"><p align="left"> Non-precision approach down to the MDH/A </p> <p align="left"><br/> </p> </td> <td valign="top"><p align="left"> PRO </p> <p align="left"> - select and comply with the PBN, VOR/ LOC/ LOC BC or NDB instrument approach procedure to be performed; </p> <p align="left"> - complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate; </p> <p align="left"> - prior to final approach course, maintain declared altitudes in given limits without descending below applicable minimum altitudes, and maintain headings as given; </p> <p align="left"> - select, tune, identify, confirm and monitor the operational status of ground and aircraft navigation equipment to be used for the approach procedure. </p> <p align="left"> COM </p> <p align="left"> - establish two-way communications with ATC using the proper communications phraseology and techniques, either personally, or, if appropriate, direct co-pilot/safety pilot to do so, as required for the phase of flight or approach segment; </p> <p align="left"> - comply in a timely manner with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply.</p> <p align="left"> FPA/FPM</p> <p align="left"> - apply necessary adjustment to the published minimum descent altitude (MDA) and visibility criteria for the aeroplane approach category when required, such as NOTAMs, inoperative aeroplane and ground navigation equipment, inoperative visual aids associated with the landing environment; </p> <p align="left"> - on the intermediate and final segments of the final approach course: </p> <p align="left"> a. maintain PBN, VOR/ LOC/ LOC BC tracking within ½ scale deflection of the course deviation indicator or within 5 degrees of the desired track in the case of an NDB approach; </p> <p align="left"> b. fly the approach in a stabilised manner without descending below the applicable minimum altitudes depicted on the approach chart (+as required/–0 feet); </p> <p align="left"> 2D (LNAV) ‘linear’ lateral deviations: cross-track error/deviation should normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable.</p> <p align="left"> c. descend to and accurately maintain the MDA and track to the missed approach point (MAPt) or to the recommended minimum visibility that would permit completion of the visual portion of the approach with a normal rate of descent and minimal manoeuvring; </p> <p align="left"> d. maintain declared approach airspeeds (+10/-5 knots); </p> <p align="left"> e. initiate the missed approach procedure, if the required visual references for the intended runway are not obtained at the MAPt;</p> <p align="left">f. execute a normal landing from a straight-in or circling approach as required.</p> </td> <td><p align="left"> Intentionally left in blank</p> </td> <td><p align="left"> Intentionally left in blank</p> </td> </tr> </table> <table cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <col/> <tr> <td valign="top"><p align="left"> Engine-out approach & go-around</p> <p align="left">(4.4* AP9)</p> </td> <td valign="top"><p align="left"> APP</p> </td> <td valign="top"><p align="left"> Manual go-around with the critical engine simulated inoperative after an instrument approach on reaching DH, MDH or MAPt</p> </td> <td rowspan="2" valign="top"><p align="left"> Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation;</p> <p align="left"> Detect deviations through instrument scanning;</p> <p align="left"> Maintain spare mental capacity during manual aircraft control;</p> <p align="left"> Maintain the aircraft within the flight envelope;</p> <p align="left">Apply knowledge of the relationship between aircraft attitude, speed and thrust.</p> </td> <td valign="top"><p align="left"> This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is considered to be complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally critical part of manoeuvre)</p> </td> <td><p align="left"> x</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> x</p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> </tr> <tr> <td valign="top"><p align="left"> Engine-out landing (5.5 AP9)</p> </td> <td valign="top"><p align="left"> LDG</p> </td> <td valign="top"><p align="left"> Landing with the critical engine inoperative</p> </td> <td valign="top"><p align="left"> Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out</p> </td> <td><p align="left"> x</p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> <br/> </p> </td> <td><p align="left"> x</p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> <td valign="top"><p align="left"> <br/> </p> </td> </tr> </table>