GM1 FCD.420 Evaluation process overview

• ED Decision 2021/012/R found in: CS-FCD Issue 2 - Flight Crew Data (Jun 2023)

GM1 FCD.420 Evaluation process overview ED Decision 2021/012/R (a) For a new TC, the type of the aircraft must be determined ([CS FCD.200](#_DxCrossRefBm1036031412)) and the minimum syllabus for an initial type rating training course must be approved ([CS FCD.300](#_DxCrossRefBm1036031411)). The means of compliance for the approval of the OSD FC is, in this case, the T5 test. In addition to the above, the applicant may request the approval of a reduction in the initial type rating training based on previous experience on similar aircraft types, as well as the approval of credit based on commonality for operations on more than one type. In this case, the T2 and T3 tests are used as means of compliance. When applying for a change to an existing TC that has associated OSD FC, or for the issuance of an STC, the applicant assesses the impact of the design changes to the OSD FC. These changes may or may not determine a new variant, or, if the changes are significant, may determine a new type of aircraft for the purpose of pilot type rating. The applicable tests are, in this case, T1, or T2 and T3. (b) T tests — General description and purpose (1) T1 evaluation — Functional equivalence and training When the differences between the base and the candidate aircraft are not significant from the pilot’s perspective, and there is no impact on the handling qualities, a T1 test may be proposed. T1 tests the functional equivalence between the base and the candidate aircraft. Satisfactory crew performance during the test establishes that the differences between the base and the candidate aircraft are considered minor, and consequently, training requirements no greater than level B are assigned. If a T1 test is waived or failed, the T2 and T3 tests may be used. (2) T2 evaluation — Handling qualities comparison The T2 test compares handling qualities, using predetermined flight manoeuvres to confirm that the candidate aircraft may be considered a variant of the base aircraft. If no major differences are found in the handling qualities, then the T2 test is successful, and a T3 test may be performed from the base to the candidate aircraft, as appropriate, to validate the difference levels up to level D. T2 manoeuvres are performed in the base aircraft or in a base aircraft FFS, to establish a baseline, and then in the candidate aircraft for comparison. The T2 evaluation profile is established via an applicant’s proposal, with EASA agreement, based on the differences that may potentially affect the handling qualities between the base and the candidate aircraft. The T2 test consists of a comparison between the selected pilot type rating proficiency check manoeuvres that are performed first in the base aircraft and then in the candidate aircraft. An approved level D FFS may be used in place of the base aircraft, and when safety considerations dictate so, in place of the candidate aircraft. Although T2 evaluations should always be carried out in the candidate aircraft, some portions that may significantly affect crew safety (such as flight control failures) may be conducted in an FSTD suitable for the test. Subject pilots are observed and provide feedback on the degree of difficulty in performing manoeuvres in the candidate aircraft compared to the base aircraft. When designing the T6 test, the applicant should also consider the effects on the take off and landing manoeuvres of the following factors: (i) the aircraft weight; (ii) the aircraft centre of gravity (CG); and (iii) the take-off and landing crosswinds. (3) T3 evaluation — System and equipment differences and training The test has the purpose of identifying system, equipment, procedural, and manoeuvre differences, and of validating the proposed familiarisation training or difference training, checking, and currency requirements. A successful T3 test permits to assign A, B, C, or D difference training levels. The same type rating may be assigned if no training differences greater than level D exist, or a different type rating if level E training differences are identified. Normally, for level A and B differences, a two-way evaluation is not necessary. Typically, a T3 evaluation to validate level C and D differences is valid in one direction only (base to candidate aircraft). However, the applicant may request that a T3 evaluation be conducted in both directions (base to candidate aircraft, and candidate to base aircraft). The MDR (for variants only) and DR tables should reflect the validated difference levels accordingly. The T3 test is also used to validate a proposed reduced initial type rating training course based on previous experience on similar aircraft types. In this case, the purpose of the test is to validate and approve the proposed content and duration of the reduced initial type rating training. The result is a reduced initial type rating training course (level E differences or ‘new type’). (4) T4 evaluation — Currency validation T4 tests are not shown in the evaluation process, since they are only triggered when the applicant seeks relief from the system, equipment, procedural, and manoeuvre currency requirements as set in the DR tables. (5) T5 evaluation — Minimum syllabus validation for a new type rating The T5 test is appropriate and required for a new TC, to establish and approve the minimum syllabus for pilot type rating training. Evaluation subjects are pilots who meet the prerequisites established under Part-FCL of the Aircrew Regulation for obtaining a type rating, and who are checked (through a skill test) in accordance with Part-FCL, after having undergone the proposed full type rating training syllabus. (6) T6 evaluation — CTLC T6 evaluation subjects are pilots who are type-rated and experienced on the base aircraft. They are evaluated on their ability to manually fly, with no previous training, the candidate aircraft through take off, initial climb, as well as approach and landing (including the establishment of the final landing configuration). When designing the T6 test, the applicant should consider the effects on the take-off and landing manoeuvres of the following factors: (i) the aircraft weight; (ii) the aircraft CG; and (iii) the take-off and landing crosswinds. [Issue No: FCD/2]