Reform history

Having regard to Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (¹), and in particular Articles 7(6), 8(5) and 10(5) thereof,

(1) Regulation (EC) No 216/2008 aims at establishing and maintaining a high uniform level of civil aviation safety in Europe. That Regulation provides for the means of achieving that objective and other objectives in the field of civil aviation safety.

(2) Pilots involved in the operation of certain aircraft, as well as flight simulation training devices, persons and organisations involved in training, testing or checking of those pilots, have to comply with the relevant essential requirements set out in Annex III to Regulation (EC) No 216/2008. According to that Regulation pilots as well as persons and organisations involved in their training should be certified once they have been found to comply with essential requirements.

(3) Similarly, pilots should be issued with a medical certificate and aero-medical examiners, responsible for assessing the medical fitness of pilots, should be certified once they have been found to comply with the relevant essential requirements. However, Regulation (EC) No 216/2008 envisages the possibility of general medical practitioners to act as aero-medical examiners under certain conditions and if permitted under national law.

(4) Cabin crew involved in the operation of certain aircraft have to comply with the relevant essential requirements set out in Annex IV to Regulation (EC) No 216/2008. According to that Regulation, cabin crew should be periodically assessed for medical fitness to safely exercise their assigned safety duties. Compliance must be shown by an appropriate assessment based on aero-medical best practice.

(5) Regulation (EC) No 216/2008 requires the Commission to adopt the necessary implementing rules for establishing the conditions for certifying pilots as well as persons involved in their training, testing or checking, for the attestation of cabin crew members and for the assessment of their medical fitness.

(7) It should be possible for Member States to accept licences issued by third countries where a level of safety equivalent to that specified by Regulation (EC) No 216/2008 can be guaranteed; Conditions for the acceptance of licences issued by third countries should be laid down.

(10) Council Directive 91/670/EEC of 16 December 1991 on mutual acceptance of personnel licences for the exercise of functions in civil aviation (²) is repealed in accordance with Article 69(2) of Regulation (EC) No 216/2008. The measures adopted by this Regulation are to be regarded as the corresponding measures.

(12) The Agency prepared draft implementing rules and submitted them as an opinion to the Commission in accordance with Article 19(1) of Regulation (EC) No 216/2008.

(13) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 65 of Regulation (EC) No 216/2008,

(3)‘Light aircraft pilot licence (LAPL)’ means the leisure pilot licence referred to in Article 7 of Regulation (EC) No 216/2008;

Without prejudice to Article 7, pilots of aircraft referred to in Article 4(1)(b) and (c) and Article 4(5) of Regulation (EC) No 216/2008 shall comply with the technical requirements and administrative procedures laid down in Annex I and Annex IV to this Regulation.

(b)the privileges shall be restricted to a limited geographical area and to single-engine piston aeroplanes with a maximum take-off mass not exceeding 2 000 kg, and shall not include the carriage of passengers;

1. Pilots who before this Regulation applies conducted category 1 and 2 flight tests as defined in the Annex to Commission Regulation (EC) No 1702/2003 (³), or who provided instruction to flight test pilots, shall have their flight test qualifications converted into flight test ratings in accordance with Annex I to this Regulation and, where applicable, flight test instructor certificates by the Member State that issued the flight test qualifications.

1. Without prejudice to Article 12 of Regulation (EC) No 216/2008 and where there are no agreements concluded between the Union and a third country covering pilot licensing, Member States may accept third country licences, and associated medical certificates issued by or on behalf of third countries, in accordance with the provisions of Annex III to this Regulation.

1. Cabin crew members involved in the operation of aircraft referred to in Article 4(1)(b) and (c) of Regulation (EC) No 216/2008 shall comply with the technical requirements and administrative procedures laid down in Annex IV.

2. The medical examinations or assessments of cabin crew members that were conducted in accordance with Council Regulation (EEC) No 3922/91 (⁴) and which are still valid at the date of application of this Regulation shall be deemed to be valid according to this Regulation until the earlier of the following:

(a)the end of the validity period determined by the competent authority in accordance with Regulation (EEC) No 3922/91; or

4. By way of derogation from paragraph 1, Member States may decide not to apply the provisions of this Regulation to pilots holding a licence and associated medical certificate issued by a third country involved in the non-commercial operation of aircraft specified in Article 4(1)(b) or (c) of Regulation (EC) No 216/2008 until 8 April 2014.

(1)A pass in an examination paper will be awarded to an applicant achieving at least 75 % of the marks allocated to that paper. There is no penalty marking.

(a) The privileges of the holder of an LAPL for aeroplanes are to act as PIC on single-engine piston aeroplanes-land or TMG with a maximum certificated take-off mass of 2 000 kg or less, carrying a maximum of 3 passengers, such that there are never more than 4 persons on board of the aircraft.

(2)6 hours of supervised solo flight time, including at least 3 hours of solo cross-country flight time with at least 1 cross-country flight of at least 150 km (80 NM), during which 1 full stop landing at an aerodrome different from the aerodrome of departure shall be made.

(2)not exceed 50 % of the hours required in (a);

The privileges of the holder of an LAPL for helicopters are to act as PIC on single-engine helicopters with a maximum certificated take-off mass of 2 000 kg or less, carrying a maximum of 3 passengers, such that there are never more than 4 persons on board.

(2)10 hours of supervised solo flight time, including at least 5 hours of solo cross-country flight time with at least 1 cross-country flight of at least 150 km (80 NM), during which one full stop landing at an aerodrome different from the aerodrome of departure shall be made.

(2)not exceed 50 % of the hours required in (a);

(4)1 solo cross-country flight of at least 50 km (27 NM) or 1 dual cross-country flight of at least 100 km (55 NM).

(2)not exceed 50 % of the hours required in (a);

(2)1 solo cross-country flight of at least 150 km (80 NM), during which 1 full stop landing at an aerodrome different from the aerodrome of departure shall be performed;

(2)not exceed 50 % of the hours required in (a);

(2)10 hours of supervised solo flight time, including at least 5 hours of solo cross-country flight time with at least 1 cross-country flight of at least 270 km (150 NM), during which full stop landings at 2 aerodromes different from the aerodrome of departure shall be made.

(b) Specific requirements for applicants holding an LAPL(A). Applicants for a PPL(A) holding an LAPL(A) shall have completed at least 15 hours of flight time on aeroplanes after the issue of the LAPL(A), of which at least 10 shall be flight instruction completed in a training course at an ATO. This training course shall include at least 4 hours of supervised solo flight time, including at least 2 hours of solo cross-country flight time with at least 1 cross-country flight of at least 270 km (150 NM), during which full stop landings at 2 aerodromes different from the aerodrome of departure shall be made.

(d) Crediting. Applicants holding a pilot licence for another category of aircraft, with the exception of balloons, shall be credited with 10 % of their total flight time as PIC on such aircraft up to a maximum of 10 hours. The amount of credit given shall in any case not include the requirements in (a)(2).

(2)10 hours of supervised solo flight time, including at least 5 hours of solo cross-country flight time with at least 1 cross-country flight of at least 185 km (100 NM), with full stop landings at 2 aerodromes different from the aerodrome of departure.

(b) Specific requirements for an applicant holding an LAPL(H). Applicants for a PPL(H) holding an LAPL(H) shall complete a training course at an ATO. This training course shall include at least 5 hours of dual flight instruction time and at least 1 supervised solo cross-country flight of at least 185 km (100 NM), with full stop landings at 2 aerodromes different from the aerodrome of departure.

(c) Applicants holding a pilot licence for another category of aircraft, with the exception of balloons, shall be credited with 10 % of their total flight time as PIC on such aircraft up to a maximum of 6 hours. The amount of credit given shall in any case not include the requirements in (a)(2).

(b) Applicants holding a BPL and qualified to fly hot-air airships shall be credited with 10 % of their total flight time as PIC on such airships up to a maximum of 5 hours.

Crediting. Applicants holding a pilot licence for another category of aircraft, with the exception of balloons, shall be credited with 10 % of their total flight time as PIC on such aircraft up to a maximum of 7 hours. The amount of credit given shall in any case not include the requirements in of FCL.110.S(a)(2) to (a)(4).

Of these 70 hours, 20 shall be of VFR cross-country flight time as PIC, or cross-country flight time made up of at least 10 hours as PIC and 10 hours as PICUS. This shall include a VFR cross-country flight of at least 540 km (300 NM) in the course of which full-stop landings at two different aerodromes shall be flown as PIC;

(2)Holders of a flight engineer licence issued in accordance with applicable national rules shall be credited with 50 % of the flight engineer time up to a maximum credit of 250 hours. These 250 hours may be credited against the 1 500 hours requirement of paragraph (a), and the 500 hours requirement of paragraph (b)(1), provided that the total credit given against any of these paragraphs does not exceed 250 hours.

(c)Flight time in aeroplanes shall be credited up to 50 % against the flight time requirements of paragraph (b).

(a) A pilot undertaking instruction at a ZFTT course shall have completed, on a multi-pilot turbo-jet aeroplane certificated to the standards of CS-25 or equivalent airworthiness code or on a multi-pilot turbo-prop aeroplane having a maximum certificated take-off mass of not less than 10 tonnes or a certificated passenger seating configuration of more than 19 passengers, at least:

(4)When applicants hold more than 1 type rating for single-engine turbine helicopters with a maximum certificated take-off mass up to 3 175 kg, they may achieve revalidation of all the relevant type ratings by completing the proficiency check in only 1 of the relevant types held, provided that they have completed:

(4)have completed a VFR cross-country flight as PIC, including a flight of at least 540 km (300 NM) in the course of which full stop landings at 2 different aerodromes shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(A) or PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of a PPL(A) or PPL(H) entrant, 50 % of the hours flown prior to the course shall be credited, up to a maximum of 40 hours flying experience, or 45 hours if an aeroplane night rating has been obtained, of which up to 20 hours may count towards the requirement for dual instruction flight time.

(c)50 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 540 km (300 NM), in the course of which full stop landings at two aerodromes different from the aerodrome of departure shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(A) or PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of a PPL(A) or PPL(H) entrant, 50 % of the hours flown prior to the course shall be credited, up to a maximum of 40 hours flying experience, or 45 hours if an aeroplane night rating has been obtained, of which up to 20 hours may count towards the requirement for dual instruction flight time.

(c)50 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 540 km (300 NM), in the course of which full stop landings at two aerodromes different from the aerodrome of departure shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(A) or PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of a PPL(A) or PPL(H) entrant, 50 % of the hours flown prior to the course shall be credited, up to a maximum of 40 hours flying experience, or 45 hours if an aeroplane night rating has been obtained, of which up to 20 hours may count towards the requirement for dual instruction flight time.

(c)20 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 540 km (300 NM), in the course of which full stop landings at two aerodromes different from the aerodrome of departure shall be made;

(a)100 hours as PIC, of which 20 hours of cross-country flight as PIC, which shall include a VFR cross-country flight of at least 540 km (300 NM), in the course of which full stop landings at two aerodromes different from the aerodrome of departure shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of a PPL(H) entrant, 50 % of the relevant experience shall be credited, up to a maximum of:

(c)50 hours of cross-country flight, including at least 10 hours of cross-country flight as SPIC including a VFR cross-country flight of at least 185 km (100 NM) in the course of which landings at two different aerodromes from the aerodrome of departure shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of a PPL(H) entrant, 50 % of the relevant experience shall be credited, up to a maximum of:

(c)50 hours of cross-country flight, including at least 10 hours of cross-country flight as SPIC, including a VFR cross-country flight of at least 185 km (100 NM) in the course of which landings at two different aerodromes from the aerodrome of departure shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of an entrant holding a PPL(H), 50 % of the relevant experience shall be credited, up to a maximum of:

(d)10 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 185 km (100 NM) in the course of which full stop landings at two different aerodromes from the aerodrome of departure shall be made;

3.An applicant may be admitted to training either as an *ab-initio* entrant, or as a holder of a PPL(H) issued in accordance with Annex 1 to the Chicago Convention. In the case of an entrant holding a PPL(H), 50 % of the relevant experience shall be credited, up to a maximum of:

(d)10 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 185 km (100 NM) in the course of which full stop landings at two different aerodromes from the aerodrome of departure shall be made;

11.The applicant for a CPL(H) shall have completed at least 185 hours flight time, including 50 hours as PIC, of which 10 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 185 km (100 NM), in the course of which full stop landings at two aerodromes different from the aerodrome of departure shall be made.

(c)5 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 90 km (50 NM) in the course of which two full stop landings at the destination aerodrome shall be made;

(d)5 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 90 km (50 NM) in the course of which two full stop landings at the destination aerodrome shall be made;

10.The applicant for a CPL(As) shall have completed at least 250 hours flight time in airships, including 125 hours as PIC, of which 50 hours of cross-country flight as PIC, including a VFR cross-country flight of at least 90 km (50 NM), in the course of which a full stop landing at destination aerodrome.

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| 5. | Single-pilot aeroplanes, except for high performance complex aeroplanes: (a)The following symbols mean: P = Trained as PIC or Co-pilot and as Pilot Flying (PF) and Pilot Not Flying (PNF) X = Flight simulators shall be used for this exercise, if available, otherwise an aeroplane shall be used if appropriate for the manoeuvre or procedure P# = The training shall be complemented by supervised aeroplane inspection (b)The practical training shall be conducted at least at the training equipment level shown as (P), or may be conducted on any higher level of equipment shown by the arrow (—>) The following abbreviations are used to indicate the training equipment used: A = Aeroplane FFS = Full Flight Simulator FTD = Flight Training Device (including FNPT II for ME class rating) (c)The starred (*) items of section 3B and, for multi-engine, section 6, shall be flown solely by reference to instruments if revalidation/renewal of an IR is included in the skill test or proficiency check. If the starred (*) items are not flown solely by reference to instruments during the skill test or proficiency check, and when there is no crediting of IR privileges, the class or type rating will be restricted to VFR only. (d)Section 3A shall be completed to revalidate a type or multi-engine class rating, VFR only, where the required experience of 10 route sectors within the previous 12 months has not been completed. Section 3A is not required if section 3B is completed. (e)Where the letter ‘M’ appears in the skill test or proficiency check column this will indicate the mandatory exercise or a choice where more than one exercise appears. (f)An FFS or an FNPT II shall be used for practical training for type or multi-engine class ratings if they form part of an approved class or type rating course. The following considerations will apply to the approval of the course: (i)the qualification of the FFS or FNPT II as set out in Part-OR; (ii)the qualifications of the instructors; (iii)the amount of FFS or FNPT II training provided on the course; and (iv)the qualifications and previous experience on similar types of the pilot under training. (g)When a skill test or proficiency check is performed in multi-pilot operations, the type rating shall be restricted to multi-pilot operations. SINGLE-PILOT AEROPLANES, EXCEPT FOR HIGH PERFORMANCE COMPLEX AEROPLANES PRACTICAL TRAINING CLASS OR TYPE RATING SKILL TEST/PROF. CHECK Manoeuvres/Procedures Instructor initials when training completed Chkd in Examiner initials when test completed FTD FFS A FFS A SECTION 1 1 Departure 1.1  Pre-flight including: Documentation Mass and Balance Weather briefing NOTAM 1.2  Pre-start checks 1.2.1  External P# P 1.2.2  Internal P M 1.3  Engine starting: Normal Malfunctions P—> —> —> M 1.4  Taxiing P—> —> M 1.5  Pre-departure checks: Engine run-up (if applicable) P—> —> —> M 1.6  Take-off procedure: Normal with Flight Manual flap settings Crosswind (if conditions available) P—> —> 1.7  Climbing: Vx/Vy Turns onto headings Level off P—> —> M 1.8  ATC liaison — Compliance, R/T procedure SECTION 2 2 Airwork (VMC) 2.1  Straight and level flight at various airspeeds including flight at critically low airspeed with and without flaps (including approach to VMCA when applicable) P—> —> 2.2  Steep turns (360° left and right at 45° bank) P—> —> M 2.3  Stalls and recovery: (i) Clean stall (ii) Approach to stall in descending turn with bank with approach configuration and power (iii) Approach to stall in landing configuration and power (iv) Approach to stall, climbing turn with take-off flap and climb power (single engine aeroplane only) P—> —> M 2.4  Handling using autopilot and flight director (may be conducted in section 3) if applicable P—> —> M 2.5  ATC liaison — Compliance, R/T procedure SECTION 3A 3A  En-route procedures VFR(see B.5(c) and (d))3A.1  Flight plan, dead reckoning and map reading 3A.2  Maintenance of altitude, heading and speed 3A.3  Orientation, timing and revision of ETAs 3A.4  Use of radio navigation aids (if applicable) 3A.5  Flight management (flight log, routine checks including fuel, systems and icing) 3A.6  ATC liaison — Compliance, R/T procedure SECTION 3B 3B  Instrument flight 3B.1*  Departure IFR P—> —> M 3B.2*  En-route IFR P—> —> M 3B.3*  Holding procedures P—> —> M 3B.4*  ILS to DH/A of 200' (60 m) or to procedure minima (autopilot may be used to glideslope intercept) P—> —> M 3B.5*  Non-precision approach to MDH/A and MAP P—> —> M 3B.6*  Flight exercises including simulated failure of the compass and attitude indicator: rate 1 turns, recoveries from unusual attitudes P—> —> —> M 3B.7*  Failure of localiser or glideslope P—> —> —> 3B.8*  ATC liaison — Compliance, R/T procedure Intentionally left blank SECTION 4 4 Arrival and landings 4.1  Aerodrome arrival procedure P—> —> M 4.2  Normal landing P—> —> M 4.3  Flapless landing P—> —> M 4.4  Crosswind landing (if suitable conditions) P—> —> 4.5  Approach and landing with idle power from up to 2 000' above the runway (single-engine aeroplane only) P—> —> 4.6  Go-around from minimum height P—> —> M 4.7  Night go-around and landing (if applicable) P—> —> —> 4.8  ATC liaison — Compliance, R/T procedure SECTION 5 5 Abnormal and emergency procedures(This section may be combined with sections 1 through 4)5.1  Rejected take-off at a reasonable speed P—> —> M 5.2  Simulated engine failure after take-off (single-engine aeroplanes only) P M 5.3  Simulated forced landing without power (single-engine aeroplanes only) P M 5.4  Simulated emergencies: (i) fire or smoke in flight; (ii) systems’ malfunctions as appropriate P—> —> —> 5.5  Engine shutdown and restart (ME skill test only) (at a safe altitude if performed in the aircraft) P—> —> —> 5.6  ATC liaison — Compliance, R/T procedure SECTION 6 6 Simulated asymmetric flight 6.1*  (This section may be combined with sections 1 through 5) Simulated engine failure during take-off (at a safe altitude unless carried out in FFS or FNPT II) P—> —> —>X M 6.2*  Asymmetric approach and go-around P—> —> —> M 6.3*  Asymmetric approach and full stop landing P—> —> —> M 6.4  ATC liaison — Compliance, R/T procedure | | | | | |

| 3B.4*  ILS to DH/A of 200' (60 m) or to procedure minima (autopilot may be used to glideslope intercept) | | P—> | —> | | M | |

| 6. | Multi-pilot aeroplanes and single-pilot high performance complex aeroplanes: (a)The following symbols mean: P = Trained as PIC or Co-pilot and as PF and PNF for the issue of a type rating as applicable. X = Simulators shall be used for this exercise, if available; otherwise an aircraft shall be used if appropriate for the manoeuvre or procedure. P# = The training shall be complemented by supervised aeroplane inspection. (b)The practical training shall be conducted at least at the training equipment level shown as (P), or may be conducted up to any higher equipment level shown by the arrow (—–>). The following abbreviations are used to indicate the training equipment used: A = Aeroplane FFS = Full Flight Simulator FTD = Flight Training Device OTD = Other Training Devices (c)The starred items (*) shall be flown solely by reference to instruments. If this condition is not met during the skill test or proficiency check, the type rating will be restricted to VFR only. (d)Where the letter ‘M’ appears in the skill test or proficiency check column this will indicate the mandatory exercise. (e)An FFS shall be used for practical training and testing if the FFS forms part of an approved type rating course. The following considerations will apply to the approval of the course: (i)the qualification of the FFS or FNPT II; (ii)the qualifications of the instructors; (iii)the amount of FFS or FNPT II training provided on the course; and (iv)the qualifications and previous experience on similar types of the pilot under training. (f)Manoeuvres and procedures shall include MCC for multi-pilot aeroplane and for single-pilot high performance complex aeroplanes in multi-pilot operations. (g)Manoeuvres and procedures shall be conducted in single-pilot role for single-pilot high performance complex aeroplanes in single-pilot operations. (h)In the case of single-pilot high performance complex aeroplanes, when a skill test or proficiency check is performed in multi-pilot operations, the type rating shall be restricted to multi-pilot operations. If privileges of single-pilot are sought, the manoeuvres/procedures in 2.5, 3.9.3.4, 4.3, 5.5 and at least one manoeuvre/procedure from section 3.4 have to be completed in addition as single-pilot. (i)In case of a restricted type rating issued in accordance with FCL.720.A(e), the applicants shall fulfil the same requirements as other applicants for the type rating except for the practical exercises relating to the take-off and landing phases. MULTI-PILOT AEROPLANES AND SINGLE-PILOT HIGH-PERFORMANCE COMPLEX AEROPLANES PRACTICAL TRAINING ATPL/MPL/TYPE RATING SKILL TEST OR PROF. CHECK Manoeuvres/Procedures Instructor initials when training completed Chkd in Examiner initials when test completed OTD FTD FFS A FFS A SECTION 1 1. Flight preparation 1.1  Performance calculation P 1.2  Aeroplane external visual inspection; location of each item and purpose of inspection P# P 1.3  Cockpit inspection P—–> —–> —–> 1.4  Use of checklist prior to starting engines, starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies P—–> —–> —–> —–> M 1.5  Taxiing in compliance with air traffic control or instructions of instructor P—–> —–> 1.6  Before take-off checks P—–> —–> —–> M SECTION 2 2. Take-offs 2.1  Normal take-offs with different flap settings, including expedited take-off P—–> —–> 2.2*  Instrument take-off; transition to instrument flight is required during rotation or immediately after becoming airborne P—–> —–> 2.3  Crosswind take-off P—–> —–> 2.4  Take-off at maximum take-off mass (actual or simulated maximum take-off mass) P—–> —–> 2.5  Take-offs with simulated engine failure: 2.5.1*  shortly after reaching V2 (In aeroplanes which are not certificated as transport category or commuter category aeroplanes, the engine failure shall not be simulated until reaching a minimum height of 500 ft above runway end. In aeroplanes having the same performance as a transport category aeroplane regarding take-off mass and density altitude, the instructor may simulate the engine failure shortly after reaching V2) P—–> —–> 2.5.2*  between V1 and V2 P X M FFS Only 2.6  Rejected take-off at a reasonable speed before reaching V1 P—–> —>X M SECTION 3 3. Flight Manoeuvres and Procedures 3.1  Turns with and without spoilers P—–> —> 3.2  Tuck under and Mach buffets after reaching the critical Mach number, and other specific flight characteristics of the aeroplane (e.g. Dutch Roll) P—–> —>X An aircraft may not be used for this exercise 3.3  Normal operation of systems and controls engineer’s panel P—–> —–> —–> —–> Normal and abnormal operations of following systems: M A mandatory minimum of 3 abnormal shall be selected from 3.4.0 to 3.4.14 inclusive 3.4.0  Engine (if necessary propeller) P—–> —–> —–> —–> 3.4.1  Pressurisation and air-conditioning P—–> —–> —–> —–> 3.4.2  Pitot/static system P—–> —–> —–> —–> 3.4.3  Fuel system P—–> —–> —–> —–> 3.4.4  Electrical system P—–> —–> —–> —–> 3.4.5  Hydraulic system P—–> —–> —–> —–> 3.4.6  Flight control and Trim-system P—–> —–> —–> —–> 3.4.7  Anti-icing/de-icing system, Glare shield heating P—–> —–> —–> —–> 3.4.8  Autopilot/Flight director P—–> —–> —–> —–> M (single pilot Only) 3.4.9  Stall warning devices or stall avoidance devices, and stability augmentation devices P—–> —–> —–> —–> 3.4.10  Ground proximity warning system, weather radar, radio altimeter, transponder P—–> —–> —–> 3.4.11  Radios, navigation equipment, instruments, flight management system P—–> —–> —–> —–> 3.4.12  Landing gear and brake P—–> —–> —–> —–> 3.4.13  Slat and flap system P—–> —–> —–> —–> 3.4.14  Auxiliary power unit P—–> —–> —–> —–> Intentionally left blank 3.6  Abnormal and emergency procedures: M A mandatory minimum of three items shall be selected from 3.6.1 to 3.6.9 inclusive 3.6.1  Fire drills, e.g. engine, APU, cabin, cargo compartment, flight deck, wing and electrical fires including evacuation P—–> —–> —–> 3.6.2  Smoke control and removal P—–> —–> —–> 3.6.3  Engine failures, shutdown and restart at a safe height P—–> —–> —–> 3.6.4  Fuel dumping (simulated) P—–> —–> —–> 3.6.5  Wind shear at take-off/landing P X FFS Only 3.6.6  Simulated cabin pressure failure/emergency descent P—–> —–> 3.6.7  Incapacitation of flight crew member P—–> —–> —–> 3.6.8  Other emergency procedures as outlined in the appropriate Aeroplane Flight Manual P—–> —–> —–> 3.6.9  ACAS event P—–> —–> —–> An aircraft may not be used FFS Only 3.7  Steep turns with 45° bank, 180° to 360° left and right P—–> —–> —–> 3.8  Early recognition and counter measures on approaching stall (up to activation of stall warning device) in take-off configuration (flaps in take-off position), in cruising flight configuration and in landing configuration (flaps in landing position, gear extended) P—–> —–> 3.8.1  Recovery from full stall or after activation of stall warning device in climb, cruise and approach configuration P X 3.9  Instrument flight procedures 3.9.1*  Adherence to departure and arrival routes and ATC instructions P—–> —–> —–> M 3.9.2*  Holding procedures P—–> —–> —–> 3.9.3*  Precision approaches down to a decision height (DH) not less than 60 m (200 ft) 3.9.3.1*  manually, without flight director P—–> —–> M (skill test only) 3.9.3.2*  manually, with flight director P—–> —–> 3.9.3.3*  with autopilot P—–> —–> 3.9.3.4*  manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing the outer marker (OM) until touchdown or through the complete missed approach procedure In aeroplanes which are not certificated as transport category aeroplanes (JAR/FAR 25) or as commuter category aeroplanes (SFAR 23), the approach with simulated engine failure and the ensuing go-around shall be initiated in conjunction with the non-precision approach as described in 3.9.4. The go-around shall be initiated when reaching the published obstacle clearance height (OCH/A), however not later than reaching a minimum descent height/altitude (MDH/A) of 500 ft above runway threshold elevation. In aeroplanes having the same performance as a transport category aeroplane regarding take-off mass and density altitude, the instructor may simulate the engine failure in accordance with 3.9.3.4. P—–> —–> M 3.9.4*  Non-precision approach down to the MDH/A P*—> —–> M 3.9.5  Circling approach under following conditions: (a)*  approach to the authorised minimum circling approach altitude at the aerodrome in question in accordance with the local instrument approach facilities in simulated instrument flight conditions; followed by: (b) circling approach to another runway at least 90° off centreline from final approach used in item (a), at the authorised minimum circling approach altitude. Remark: if (a) and (b) are not possible due to ATC reasons, a simulated low visibility pattern may be performed. P*—> —–> SECTION 4 4. Missed Approach Procedures 4.1  Go-around with all engines operating* after an ILS approach on reaching decision height P*—> —–> 4.2  Other missed approach procedures P*—> —–> 4.3*  Manual go-around with the critical engine simulated inoperative after an instrument approach on reaching DH, MDH or MAPt P*—> —–> M 4.4  Rejected landing at 15 m (50 ft) above runway threshold and go-around P—–> —–> SECTION 5 5. Landings 5.1  Normal landings* also after an ILS approach with transition to visual flight on reaching DH P 5.2  Landing with simulated jammed horizontal stabiliser in any out-of-trim position P—–> An aircraft may not be used for this exercise 5.3  Crosswind landings (a/c, if practicable) P—–> —–> 5.4  Traffic pattern and landing without extended or with partly extended flaps and slats P—–> —–> 5.5  Landing with critical engine simulated inoperative P—–> —–> M 5.6  Landing with two engines inoperative: — aeroplanes with 3 engines: the centre engine and 1 outboard engine as far as practicable according to data of the AFM, — aeroplanes with 4 engines: 2 engines at one side P X M FFS only (skill test only) *General remarks:* Special requirements for extension of a type rating for instrument approaches down to a decision height of less than 200 feet (60 m), i.e. Cat II/III operations. SECTION 6 Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (200 ft) (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures all aeroplane equipment required for type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used. 6.1*  Rejected take-off at minimum authorised RVR P*—> —>X An aircraft may not be used for this exercise M* 6.2*  ILS approaches: in simulated instrument flight conditions down to the applicable DH, using flight guidance system. Standard procedures of crew coordination (task sharing, call out procedures, mutual surveillance, information exchange and support) shall be observed P—–> —–> M 6.3*  Go-around: after approaches as indicated in 6.2 on reaching DH. The training shall also include a go-around due to (simulated) insufficient RVR, wind shear, aeroplane deviation in excess of approach limits for a successful approach, and ground/airborne equipment failure prior to reaching DH and, go-around with simulated airborne equipment failure. P—–> —–> M* 6.4*  Landing(s): with visual reference established at DH following an instrument approach. Depending on the specific flight guidance system, an automatic landing shall be performed P—–> —–> M *Note:* CAT II/III operations shall be accomplished in accordance with the applicable air operations requirements. | | | | | | |

| 3.9.3*  Precision approaches down to a decision height (DH) not less than 60 m (200 ft) | | | | | | | |

| 4.4  Rejected landing at 15 m (50 ft) above runway threshold and go-around | | | P—–> | —–> | | | |

| *General remarks:* Special requirements for extension of a type rating for instrument approaches down to a decision height of less than 200 feet (60 m), i.e. Cat II/III operations. | | | | | | | |

| Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (200 ft) (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures all aeroplane equipment required for type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used. | | | | | | | |

| 8. | Flight Simulation Training Devices shall be used for practical training and testing if they form part of an approved type rating course. The following considerations will apply to the approval of the course: (a)the qualification of the flight simulation training devices as set out in Part-OR; (b)the qualifications of the instructor. POWERED-LIFT AIRCRAFT CATEGORY PRACTICAL TRAINING SKILL TEST ORPROFICIENCY CHECK Manoeuvres/Procedures Instructor’s initials when training completed Chkd in Examiner’s initials when test completed OTD FTD FFS PL FFS PL SECTION 1 —  Pre-flight preparations and checks 1.1  Powered-lift aircraft exterior visual inspection; location of each item and purpose of inspection P 1.2  Cockpit inspection P —> —> —> 1.3  Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies P —> —> —> M 1.4  Taxiing in compliance with air traffic control instructions or with instructions of an instructor P —> —> 1.5  Pre-take-off procedures and checks including Power Check P —> —> —> M SECTION 2 —  Flight manoeuvres and procedures 2.1  Normal VFR take-off profiles; Runway operations (STOL and VTOL) including crosswind Elevated heliports Ground level heliports P —> —> M 2.2  Take-off at maximum take-off mass (actual or simulated maximum take-off mass) P —> 2.3.1  Rejected take-off: during runway operations during elevated heliport operations during ground level operations P —> M 2.3.2  Take-off with simulated engine failure after passing decision point: during runway operations during elevated heliport operations during ground level operations P —> M 2.4  Autorotative descent in helicopter mode to ground (an aircraft shall not be used for this exercise) P —> —> M FFS only 2.4.1  Windmill descent in aeroplane mode (an aircraft shall not be used for this exercise) P —> M FFS only 2.5  Normal VFR landing profiles; runway operations (STOL and VTOL) elevated heliports ground level heliports P —> —> M 2.5.1  Landing with simulated engine failure after reaching decision point: during runway operations during elevated heliport operations during ground level operations 2.6  Go-around or landing following simulated engine failure before decision point P —> M SECTION 3 —  Normal and abnormal operations of the following systems and procedures: 3. Normal and abnormal operations of the following systems and procedures (may be completed in an FSTD if qualified for the exercise): M A mandatory minimum of three items shall be selected from this section 3.1  Engine P —> —> 3.2  Pressurisation and air conditioning (heating, ventilation) P —> —> 3.3  Pitot/static system P —> —> 3.4  Fuel System P —> —> 3.5  Electrical system P —> —> 3.6  Hydraulic system P —> —> 3.7  Flight control and Trim-system P —> —> 3.8  Anti-icing and de-icing system, glare shield heating (if fitted) P —> —> 3.9  Autopilot/Flight director P —> —> 3.10  Stall warning devices or stall avoidance devices and stability augmentation devices P —> —> 3.11  Weather radar, radio altimeter, transponder, ground proximity warning system (if fitted) P —> —> 3.12  Landing gear system P —–> —–> 3.13  Auxiliary power unit P —> —> 3.14  Radio, navigation equipment, instruments and flight management system P —> —> 3.15  Flap system P —> —> SECTION 4 —  Abnormal and emergency procedures 4. Abnormal and emergency procedures (may be completed in an FSTD if qualified for the exercise) M A mandatory minimum of three items shall be selected from this section 4.1  Fire drills, engine, APU, cargo compartment, flight deck and electrical fires including evacuation if applicable P —> —> 4.2  Smoke control and removal P —> —> 4.3  Engine failures, shutdown and restart (an aircraft shall not be used for this exercise) including OEI conversion from helicopter to aeroplane modes and vice versa P —> —> FFS only 4.4  Fuel dumping (simulated, if fitted) P —> —> 4.5  Wind shear at take-off and landing (an aircraft shall not be used for this exercise) P FFS only 4.6  Simulated cabin pressure failure/emergency descent (an aircraft shall not be used for this exercise) P —> —> FFS only 4.7  ACAS event (an aircraft shall not be used for this exercise) P —> —> FFS only 4.8  Incapacitation of crew member P —> —> 4.9  Transmission malfunctions P —> —> FFS only 4.10  Recovery from a full stall (power on and off) or after activation of stall warning devices in climb, cruise and approach configurations (an aircraft shall not be used for this exercise) P —> —> FFS only 4.11  Other emergency procedures as detailed in the appropriate Flight Manual P —> —> SECTION 5 —  Instrument flight procedures (to be performed in IMC or simulated IMC) 5.1  Instrument take-off: transition to instrument flight is required as soon as possible after becoming airborne P* —>* —>* 5.1.1  Simulated engine failure during departure after decision point P* —>* —>* M* 5.2  Adherence to departure and arrival routes and ATC instructions P* —>* —>* M* 5.3  Holding procedures P* —>* —>* 5.4  Precision approach down to a decision height not less than 60 m (200 ft) P* —>* —>* 5.4.1  Manually, without flight director P* —>* —>* M* (Skill test only) 5.4.2  Manually, with flight director P* —>* —>* 5.4.3  With use of autopilot P* —>* —>* 5.4.4  Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing the outer marker (OM) and continued either to touchdown, or through to the completion of the missed approach procedure) P* —>* —>* M* 5.5  Non-precision approach down to the minimum descent altitude MDA/H P* —>* —>* M* 5.6  Go-around with all engines operating on reaching DA/DH or MDA/MDH P* —>* —>* 5.6.1  Other missed approach procedures P* —>* —>* 5.6.2  Go-around with one engine simulated inoperative on reaching DA/DH or MDA/MDH P* M* 5.7  IMC autorotation with power recovery to land on runway in helicopter mode only (an aircraft shall not be used for this exercise) P* —>* —>* M* FFS only 5.8  Recovery from unusual attitudes (this one depends on the quality of the FFS) P* —>* —>* M* SECTION 6 —  Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III) 6. Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures all powered-lift aircraft equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used 6.1  Rejected take-off at minimum authorised RVR P —> M* 6.2  ILS approaches in simulated instrument flight conditions down to the applicable DH, using flight guidance system. Standard procedures of crew coordination (SOPs) shall be observed P —> —> M* 6.3  Go-around after approaches as indicated in 6.2 on reaching DH. The training shall also include a go-around due to (simulated) insufficient RVR, wind shear, aircraft deviation in excess of approach limits for a successful approach, ground/airborne equipment failure prior to reaching DH, and go-around with simulated airborne equipment failure P —> —> M* 6.4  Landing(s) with visual reference established at DH following an instrument approach. Depending on the specific flight guidance system, an automatic landing shall be performed P —> M* SECTION 7 —  Optional equipment 7. Use of optional equipment P —> —> | | | | | | |

| 5.4  Precision approach down to a decision height not less than 60 m (200 ft) | P* | —>* | —>* | | | | |

| SECTION 6 —  Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III) | | | | | | | |

| 6. Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures all powered-lift aircraft equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used | | | | | | | |

| 8. | Flight Simulation Training Devices shall be used for practical training and testing if they form part of a type rating course. The following considerations will apply to the a course: (a)the qualification of the flight simulation training devices as set out in Part-OR; (b)the qualifications of the instructor. AIRSHIP CATEGORY PRACTICAL TRAINING SKILL TEST ORPROFICIENCY CHECK Manoeuvres/Procedures Instructor’s initials when training completed Chkd in Examiner’s initials when test completed OTD FTD FFS As FFS As SECTION 1 —  Pre-flight preparations and checks 1.1  Pre-flight inspection P 1.2  Cockpit inspection P —> —> —> 1.3  Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies P —> —> M 1.4  Off Mast procedure and Ground Manoeuvring P —> M 1.5  Pre-take-off procedures and checks P —> —> —> M SECTION 2 —  Flight manoeuvres and procedures 2.1  Normal VFR take-off profile P —> M 2.2  Take-off with simulated engine failure P —> M 2.3  Take-off with heaviness > 0 (Heavy T/O) P —> 2.4  Take-off with heaviness < 0 (Light/TO) P —> 2.5  Normal climb procedure P —> 2.6  Climb to Pressure Height P —> 2.7  Recognising of Pressure Height P —> 2.8  Flight at or close to Pressure Height P —> M 2.9  Normal descent and approach P —> 2.10  Normal VFR landing profile P —> M 2.11  Landing with heaviness > 0 (Heavy Ldg.) P —> M 2.12  Landing with heaviness < 0 (Light Ldg.) P —> M Intentionally left blank SECTION 3 —  Normal and abnormal operations of the following systems and procedures 3. Normal and abnormal operations of the following systems and procedures (may be completed in an FSTD if qualified for the exercise): M A mandatory minimum of three items shall be selected from this section 3.1  Engine P —> —> —> 3.2  Envelope Pressurisation P —> —> —> 3.3  Pitot/static system P —> —> —> 3.4  Fuel system P —> —> —> 3.5  Electrical system P —> —> —> 3.6  Hydraulic system P —> —> —> 3.7  Flight control and Trim-system P —> —> —> 3.8  Ballonet system P —> —> —> 3.9  Autopilot/Flight director P —> —> —> 3.10  Stability augmentation devices P —> —> —> 3.11  Weather radar, radio altimeter, transponder, ground proximity warning system (if fitted) P —> —> —> 3.12  Landing gear system P —–> —–> —> 3.13  Auxiliary power unit P —> —> —> 3.14  Radio, navigation equipment, instruments and flight management system P —> —> —> Intentionally left blank SECTION 4 —  Abnormal and emergency procedures 4. Abnormal and emergency procedures (may be completed in an FSTD if qualified for the exercise) M A mandatory minimum of three items shall be selected from this section 4.1  Fire drills, engine, APU, cargo compartment, flight deck and electrical fires including evacuation if applicable P —> —> —> 4.2  Smoke control and removal P —> —> —> 4.3  Engine failures, shutdown and restart In particular phases of flight, inclusive multiple engine failure P —> —> —> 4.4  Incapacitation of crew member P —> —> —> 4.5  Transmission/Gearbox malfunctions P —> —> —> FFS only 4.6  Other emergency procedures as outlined in the appropriate Flight Manual P —> —> —> SECTION 5 —  Instrument flight procedures (to be performed in IMC or simulated IMC) 5.1  Instrument take-off: transition to instrument flight is required as soon as possible after becoming airborne P* —>* —>* —>* 5.1.1  Simulated engine failure during departure P* —>* —>* —>* M* 5.2  Adherence to departure and arrival routes and ATC instructions P* —>* —>* —>* M* 5.3  Holding procedures P* —>* —>* —>* 5.4  Precision approach down to a decision height not less than 60 m (200 ft) P* —>* —>* —>* 5.4.1  Manually, without flight director P* —>* —>* —>* M* (Skill test only) 5.4.2  Manually, with flight director P* —>* —>* —>* 5.4.3  With use of autopilot P* —>* —>* —>* 5.4.4  Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing the outer marker (OM) and continued to touchdown, or until completion of the missed approach procedure P* —>* —>* —>* M* 5.5  Non-precision approach down to the minimum descent altitude MDA/H P* —>* —>* —>* M* 5.6  Go-around with all engines operating on reaching DA/DH or MDA/MDH P* —>* —>* —>* 5.6.1  Other missed approach procedures P* —>* —>* —>* 5.6.2  Go-around with one engine simulated inoperative on reaching DA/DH or MDA/MDH P* M* 5.7  Recovery from unusual attitudes (this one depends on the quality of the FFS) P* —>* —>* —>* M* SECTION 6 —  Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III) 6. Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures all airship equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used. 6.1  Rejected take-off at minimum authorised RVR P —> M* 6.2  ILS approaches In simulated instrument flight conditions down to the applicable DH, using flight guidance system. Standard procedures of crew coordination (SOPs) shall be observed P —> M* 6.3  Go-around After approaches as indicated in 6.2 on reaching DH. The training shall also include a go-around due to (simulated) insufficient RVR, wind shear, aircraft deviation in excess of approach limits for a successful approach, and ground/airborne equipment failure prior to reaching DH and, go-around with simulated airborne equipment failure. P —> M* 6.4  Landing(s) With visual reference established at DH following an instrument approach. Depending on the specific flight guidance system, an automatic landing shall be performed P —> M* SECTION 7 —  Optional equipment 7. Use of optional equipment P —> | | | | | | |

| 2.3  Take-off with heaviness > 0 (Heavy T/O) | | | P | —> | | | |

| 2.4  Take-off with heaviness < 0 (Light/TO) | | | P | —> | | | |

| 2.11  Landing with heaviness > 0 (Heavy Ldg.) | | | P | —> | | M | |

| 2.12  Landing with heaviness < 0 (Light Ldg.) | | | P | —> | | M | |

| 5.4  Precision approach down to a decision height not less than 60 m (200 ft) | P* | —>* | —>* | —>* | | | |

| SECTION 6 —  Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III) | | | | | | | |

| 6. Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures all airship equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used. | | | | | | | |

> 1 500 as PIC on multi-pilot aeroplanes

> 1 500 on multi-pilot aeroplanes

> 500 on multi-pilot aeroplanes

> 500 on multi-pilot aeroplanes, or in multi-pilot operations on single-pilot aeroplanes CS-23 commuter category or equivalent in accordance with the requirements of Part-OPS for commercial air transport

> 500 as PIC on single-pilot aeroplanes

< 500 as PIC on single-pilot aeroplanes

> 500 as PIC on single-pilot aeroplanes

< 500 as PIC on single-pilot aeroplanes

≥ 75 in accordance with IFR

≥ 70 on aeroplanes

| SFI(A) | > 1 500 hours as pilot of MPA | (i) hold or have held a CPL, MPL or ATPL for aeroplanes issued by a Member State; (ii) have completed the flight simulator content of the applicable type rating course including MCC. | SFI(A) |

| STI(A) | > 500 hours as pilot on SPA | (i) hold or have held a pilot licence issued by a Member State; (ii) have completed a proficiency check in accordance with Appendix 9 to Part-FCL in an FSTD appropriate to the instruction intended | STI(A) |

> 1 000 as PIC on multi-pilot helicopters

> 1 000 as PIC on multi-pilot helicopters

> 1 000 on multi-pilot helicopters

> 1 000 on multi-pilot helicopters

> 500 on multi-pilot helicopters

> 500 on multi-pilot helicopters

> 500 hrs on multi-pilot helicopters

> 500 as PIC on single-pilot helicopters

< 500 as PIC on single-pilot helicopters

> 500 as PIC on single-pilot helicopters

< 500 as PIC on single-pilot helicopters

> 500 as PIC on single-pilot helicopters

< 500 as PIC on single-pilot helicopters

≥ 75 in accordance with IFR

≥ 75 on helicopters

| FI(H)/IRI(H)/TRI(H) | as required under Part-FCL for the relevant certificate | | FI(H)/IRI(H)/TRI(H) (*) |

| SFI(H) | > 1 000 hours as pilot of MPH | (i) hold or have held a CPL, MPL or ATPL issued by a Member State; (ii) have completed the flight simulator content of the applicable type rating course including MCC | SFI(H) |

| STI(H) | > 500 hours as pilot on SPH | (i) hold or have held a pilot licence issued by a Member State; (ii) have completed a proficiency check in accordance with Appendix 9 to Part-FCL in an FSTD appropriate to the instruction intended | STI(H) |

> 1 500 hours as PIC on multi-pilot aeroplanes

> 1 500 hours as PIC or co-pilot on multi-pilot aeroplanes according to operational requirements

> 1 000 hours as PIC in commercial air transport since gaining an IR

> 1 000 hours as PIC or as co-pilot in single-pilot aeroplanes according to operational requirements

> 700 hours in aeroplanes other than TMGs, including 200 hours in the activity role for which acceptance is sought, and 50 hours in that role in the last 12 months

> 1 500 hours as PIC in commercial air transport including 500 hours on seaplane operations

> 1 000 hours as PIC on multi-pilot helicopters

> 1 000 hours as PIC on multi-pilot helicopters

> 1 000 hours as pilot on multi-pilot helicopters

> 1 000 hours as pilot on multi-pilot helicopters

> 1 000 hours as pilot on multi-pilot helicopters

> 1 000 hours as PIC in commercial air transport since gaining an IR

> 700 hours in helicopters other than those certificated under CS-27/29 or equivalent, including 200 hours in the activity role for which acceptance is sought, and 50 hours in that role in the last 12 months

(iii)for single-engine helicopters with a maximum certificated take-off mass of up to 3 175 kg, 100 hours of flight experience as a pilot in that type;

(ii)whose blood pressure at examination consistently exceeds 160 mmHg systolic and/or 95 mmHg diastolic, with or without treatment;

(d) An applicant shall be able to read an N5 chart (or equivalent) at 30-50 cm and an N14 chart (or equivalent) at 100 cm, with correction, if prescribed.

(b)Without prejudice to paragraph (a) the organisation shall report to the competent authority and to the organisation responsible for the design of the aircraft any incident, malfunction, technical defect, exceeding of technical limitations, occurrence that would highlight inaccurate, incomplete or ambiguous information contained in data established in accordance with Part-21 or other irregular circumstance that has or may have endangered the safe operation of the aircraft and that has not resulted in an accident or serious incident.

(c)Without prejudice to Regulation (EU) No 996/2010, Directive 2003/42/EC, Commission Regulation (EC) No 1321/2007 (⁸) and Commission Regulation (EC) No 1330/2007 (⁹), the reports referred in paragraphs (a) and (b) shall be made in a form and manner established by the competent authority and contain all pertinent information about the condition known to the organisation.

(a)The ATO shall ensure that the students meet all the pre-requisites for training established in Part-Medical, Part-FCL, and, if applicable, as defined in the data established in accordance with Part-21.

(b)In the case of ATOs providing flight test training, the students shall meet all the pre-requisites for training established in Part-21.

(b)The amount of time spent in actual classroom instruction shall not be less than 10 % of the total duration of the course.

(2)the aircraft validation data defined by the data as approved under Part-21, if applicable; and

(⁸) OJ L 294, 13.11.2007, p. 3.

(⁹) OJ L 295, 14.11.2007, p. 7.