AMC1 ORO.FC.220 Operator conversion training and checking

OPERATOR CONVERSION TRAINING SYLLABUS

(a)     General

(1)     The operator conversion training should include, in the following order:

(i)      ground training and checking, including all of the following:

(A)     aircraft systems;

(B)     normal procedures, which include flight planning and ground-handling and flight operations, including performance, mass and balance, fuel schemes, selection of alternates, and ground de-icing/anti-icing;

(C)     abnormal and emergency procedures, which include pilot incapacitation as applicable;

(D)     a review of relevant samples of accident/incident and occurrences to increase awareness of the occurrences that may be relevant for the intended operation;

(ii)     emergency and safety equipment training and checking (completed before any flight training in an aircraft commences);

(iii)     flight training and checking (aircraft and/or FSTD); and

(iv)     line flying under supervision and line check.

(2)     When the flight crew member has not previously completed an operator’s conversion course, he/she should undergo general first-aid training and, if applicable, ditching procedures training using the equipment in water.

(3)     Where the emergency drills require action by the non-handling pilot, the check should additionally cover knowledge of these drills.

(4)     The operator’s conversion may be combined with a new type/class rating training, as required by Commission Regulation (EU) No 1178/2011.

(5)     The operator should ensure that:

(i)      applicable elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, are integrated into all appropriate phases of the conversion training; and

(ii)     the personnel integrating elements of CRM into conversion training are suitably qualified, as specified in AMC2 ORO.FC.146.

(b)     Ground training

(1)     Ground training should comprise a properly organised programme of ground instruction supervised by training staff with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using appropriate electronic learning aids, computer-based training (CBT), etc., may be used with adequate supervision of the standards achieved. However, if the aircraft concerned is relatively simple, unsupervised private study may be adequate if the operator provides suitable manuals and/or study notes.

(2)     The course of ground instruction should incorporate formal tests.

(c)      Emergency and safety equipment training and checking

(1)     Emergency and safety equipment training should take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin.

(2)     On the initial conversion course and on subsequent conversion courses as applicable, the following should be addressed:

(i)      Instruction on first-aid in general (initial conversion course only); instruction on first-aid as relevant to the aircraft type of operation and crew complement, including those situations where no cabin crew is required to be carried (initial and subsequent).

(ii)     Aero-medical topics, including:

(A)     hypoxia;

(B)     hyperventilation;

(C)     contamination of the skin/eyes by aviation fuel or hydraulic or other fluids;

(D)     hygiene and food poisoning; and

(E)     malaria.

(iii)     The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment.

(iv)     Actual fire fighting, using equipment representative of that carried in the aircraft on an actual or simulated fire except that, with Halon extinguishers, an alternative extinguisher may be used.

(v)      The operational procedures of security, rescue and emergency services.

(vi)     Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and training in the use of any survival equipment required to be carried.

(vii)    A comprehensive drill to cover all ditching procedures where flotation equipment is carried. This should include practice of the actual donning and inflation of a life-jacket, together with a demonstration or audio-visual presentation of the inflation of life-rafts and/or slide-rafts and associated equipment. This practice should, on an initial conversion course, be conducted using the equipment in water, although previous certified training with another operator or the use of similar equipment will be accepted in lieu of further wet-drill training.

(viii)   Instruction on the location of emergency and safety equipment, correct use of all appropriate drills, and procedures that could be required of flight crew in different emergency situations. Evacuation of the aircraft (or a representative training device) by use of a slide where fitted should be included when the operations manual procedure requires the early evacuation of flight crew to assist on the ground.

(3)     Operations where no cabin crew is required

(i)      Passenger handling

Other than general training on dealing with people, emphasis should be placed on the following:

(A)     advice on the recognition and management of passengers who appear or are intoxicated with alcohol, under the influence of drugs or aggressive;

(B)     methods used to motivate passengers and the crowd control necessary to expedite an aircraft evacuation; and

(C)     the importance of correct seat allocation with reference to aircraft mass and balance. Particular emphasis should also be given on the seating of special categories of passengers.

(ii)     Discipline and responsibilities

Emphasis should be placed on discipline and an individual’s responsibilities in relation to:

(A)     his or her ongoing competence and fitness to operate as a crew member with special regard to flight and duty time limitation (FTL) requirements; and

(B)     security procedures.

(iii)     Passenger briefing/safety demonstrations

Training should be given in the preparation of passengers for normal and emergency situations.

(d)     Flight training

(1)     Flight training should be conducted to familiarise the flight crew member thoroughly with all aspects of limitations and normal, abnormal and emergency procedures associated with the aircraft and should be carried out by suitably qualified class and type rating instructors and/or examiners. For specific operations, such as steep approaches, ETOPS, or operations based on QFE, additional training should be carried out, based on any additional elements of training defined for the aircraft type in the operational suitability data in accordance with Commission Regulation (EU) No 748/2012, where they exist.

(2)     In planning flight training on aircraft with a flight crew of two or more, particular emphasis should be placed on the practice of LOFT with emphasis on CRM, and the use of crew coordination procedures, including coping with incapacitation.

(3)     Normally, the same training and practice in the flying of the aircraft should be given to co-pilots as well as commanders. The ‘flight handling’ sections of the syllabus for commanders and co-pilots alike should include all the requirements of the operator proficiency check required by ORO.FC.230.

(4)     Unless the type rating training programme has been carried out in an FSTD usable for ZFTT, the training should include at least three take-offs and landings in the aircraft.

(e)     Operator proficiency check

(1)     For aeroplanes, the operator proficiency check that is part of the operator’s conversion checking should follow the provisions in AMC1 ORO.FC.230. For EBT, the operator should include either an EBT module in accordance with ORO.FC.231 or an OPC in accordance with AMC1 ORO.FC.230.

(2)     For helicopters, the operator proficiency check that is part of the operator’s conversion checking should include at least the following emergency/abnormal procedures as relevant to the helicopter and operations:

(i)      engine fire;

(ii)     interior helicopter fire or smoke;

(iii)     emergency operation of undercarriage;

(iv)     hydraulic failure;

(v)      electrical failure;

(vi)     flight and engine control system malfunctions;

(vii)    recovery from unusual attitudes;

(viii)   landing with one or more engine(s) inoperative;

(ix)     instrument meteorological conditions (IMC) autorotation techniques;

(x)      autorotation to a designated area;

(xi)     pilot incapacitation;

(xii)    directional control failures and malfunctions; and

(xiii)   engine failure and if relevant, relight;

and for multi-engined helicopters:

(xiv)   engine failure during take-off before decision point;

(xv)    engine failure during take-off after decision point;

(xvi)   engine failure during landing before decision point; and

(xvii)  engine failure during landing after decision point.

(3)     For helicopter pilots required to engage in IFR operations, the proficiency check should include the following additional normal/abnormal/emergency procedures:

(i)      3D approach operation to minima;

(ii)     go-around on instruments;

(iii)     2D approach operation to minima;

(iv)     if relevant, at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation;

(v)      in the case of multi-engined helicopters, a simulated failure of one engine to be included in either the 3D or 2D approach operation to minima; and

(vi)     where appropriate to the helicopter type, approach with flight control system/flight director system malfunctions, flight instrument and navigation equipment failures.

(4)     For helicopters, the flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 ORO.FC.115 and as specified in the operations manual.

(5)     The use of FSTDs, composition of the flight crew, and the possible combinations with training or with the licence proficiency check should be defined as per AMC1 ORO.FC.230.

(f)      Line flying under supervision (LIFUS)

(1)     Following completion of flight training and checking as part of the operator’s conversion course, each flight crew member should operate a minimum number of sectors and/or flight hours under the supervision of a flight crew member nominated by the operator.

(2)     The minimum flight sectors/hours should be specified in the operations manual and should be determined by the following:

(i)      previous experience of the flight crew member;

(ii)     complexity of the aircraft; and

(iii)     the type and area of operation.

(3)     For performance class B aeroplanes, the amount of LIFUS required is dependent on the complexity of the operations to be performed.