Reform history

9. For licences issued before 19 August 2018, Member States shall comply with the requirements laid down in the second paragraph of point (a) of ARA.FCL.200 as amended by Commission Regulation (EU) 2018/1065 (¹) by 31 December 2022 at the latest.

#### Article 4a

##### Performance-based navigation instrument rating privileges

1. Pilots may only fly in accordance with performance-based navigation (‘PBN’) procedures after they have been granted PBN privileges as an endorsement to their instrument rating (‘IR’).

2. A pilot shall be granted PBN privileges where he or she fulfils all of the following requirements:

(a)the pilot has successfully completed a course of theoretical knowledge including PBN, in accordance with FCL.615 of Annex I (Part-FCL);

(b)the pilot has successfully completed flying training including PBN, in accordance with FCL.615 of Annex I (Part-FCL);

(c)the pilot has successfully completed either a skill test in accordance with Appendix 7 to Annex I (Part-FCL) or a skill test or a proficiency check in accordance with Appendix 9 of Annex I (Part-FCL).

3. The requirements of paragraph 2(a) and (b) shall be deemed to have been fulfilled where the competent authority considers that the competence acquired, either through training or from familiarity with PBN operations, is equivalent to the competence acquired through the courses referred to in paragraph 2(a) and (b) and the pilot demonstrates such competence to the satisfaction of the examiner at the proficiency check or skill test referred to in paragraph 2(c).

4. A record of the successful demonstration of competency in PBN shall, upon completion of the skill test or the proficiency check referred to in paragraph 2(c), be entered in the pilot's logbook or equivalent record and signed by the examiner who conducted the test or check.

5. IR pilots without PBN privileges may only fly on routes and approaches that do not require PBN privileges and no PBN items shall be required for the renewal of their IR, until 25 August 2020; after that date, PBN privileges shall be required for every IR.

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 (²), 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.

5. Pilot training organisations shall ensure that the IR training course they offer include training for PBN privileges compliant with the requirements of Annex I (Part-FCL) by 25 August 2020 at the latest.

2. The medical examinations or assessments of cabin crew members that were conducted in accordance with Council Regulation (EEC) No 3922/91 (³) 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:

‘Angular operation’ means an instrument approach operation in which the maximum tolerable error/deviation from the planned track is expressed in terms of deflection of the needles on the Course Deviation Indicator (CDI) or equivalent display in the cockpit.

‘Linear operation’ means an instrument approach operation in which the maximum tolerable error/deviation from the planned track is expressed in units of length, for instance nautical miles, for cross-track lateral deviation.

‘LNAV’ means Lateral Navigation.

‘LPV’ means Localiser Performance with Vertical Guidance.

‘Performance-Based Navigation (PBN)’ means area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace.

‘RNP APCH’ means a PBN specification used for instrument approach operations.

‘RNP APCH operation down to LNAV minima’ means a 2D instrument approach operation for which the lateral guidance is based on GNSS positioning.

‘RNP APCH operation down to LNAV/VNAV minima’ means a 3D instrument approach operation for which the lateral guidance is based on GNSS positioning and the vertical guidance is provided either by the Baro VNAV function or by the GNSS positioning including SBAS.

‘RNP APCH operation down to LPV minima’ means a 3D instrument approach operation for which both lateral and vertical guidance are based on GNSS positioning including SBAS.

‘RNP AR APCH’ means a navigation specification used for instrument approach operations requiring a specific approval.

‘Three-dimensional (3D) instrument approach operation’ means an instrument approach operation using both lateral and vertical navigation guidance.

‘Two-dimensional (2D) instrument approach operation’ means an instrument approach operation using lateral navigation guidance only.

‘VNAV’ means Vertical Navigation.

(e) A pilot intending to fly outside Union territory on an aircraft registered in a Member State other than the one that issued the flight crew licence shall carry, in print or in electronic format, the latest issue of the ICAO attachment, which includes a reference to the ICAO registration number of the agreement that recognises the automatic validation of licences, as well as the list of States which are party to this agreement.

Except as provided in FCL.825, operations under IFR on an aeroplane, helicopter, airship or powered-lift aircraft shall only be conducted by holders of:

(a)a PPL, CPL, MPL and ATPL, and

(b)except when undergoing skill tests, proficiency checks or when receiving dual instruction, an IR with privileges appropriate to the applicable airspace requirements and to the category of aircraft.

(a) The privileges of a holder of an IR are to fly aircraft under IFR, including PBN operations, with a minimum decision height of no less than 200 feet (60 m).

(a) Holders of a pilot licence shall not act in any capacity as pilots of an aircraft unless they have a valid and appropriate class or type rating, except in any of the following cases:

(i)for LAPL, SPL and BPL;

(ii)when undergoing skill tests, or proficiency checks for renewal of class or type ratings;

(iii)when receiving flight instruction;

(iv)when they hold a flight test rating issued in accordance with FCL.820.

(3)conduct flights without a type or class rating as defined in Subpart H, except that the flight test rating shall not be used for commercial air transport operations.

11.The training course shall include at least 12 take-offs and landings to ensure competency. Those take-offs and landings may be reduced to at least six, provided that prior to delivering the training, the ATO and the operator ensure that:

(a)a procedure is in place to assess the required level of competency of the student pilot; and

(b)a process is in place to ensure that corrective action is taken if in-training evaluation indicates the need to do so.

Those take-offs and landings shall be performed under the supervision of an instructor in an aeroplane for which the type rating shall be issued.

1.An applicant for an IR shall have received instruction on the same class or type of aircraft to be used in the test which shall be appropriately equipped for the training and testing purposes.

11.The following limits shall apply, corrected to make allowance for turbulent conditions and the handling qualities and performance of the aircraft used:

| Height | |

| --- | --- |

| Generally | ± 100 feet |

| Starting a go-around at decision height/altitude | + 50 feet/– 0 feet |

| Minimum descent height/MAP/altitude | + 50 feet/– 0 feet |

| Tracking | |

| On radio aids | ± 5° |

| For angular deviations | Half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS) |

| 2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ lateral deviations | cross-track error/deviation shall normally be limited to ± the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable. |

| 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV) | not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. |

| Heading | |

| all engines operating | ± 5° |

| with simulated engine failure | ± 10° |

| Speed | |

| all engines operating | ± 5 knots |

| with simulated engine failure | + 10 knots/– 5 knots, |

| SECTION 1 — PRE-FLIGHT OPERATIONS AND DEPARTURE | |

| --- | --- |

| Use of checklist, airmanship, anti-icing/de-icing procedures, etc., apply in all sections | |

| a | Use of flight manual (or equivalent) especially a/c performance calculation, mass and balance |

| b | Use of Air Traffic Services document, weather document |

| c | Preparation of ATC flight plan, IFR flight plan/log |

| d | Identification of the required navaids for departure, arrival and approach procedures |

| e | Pre-flight inspection |

| f | Weather Minima |

| g | Taxiing |

| h | PBN departure (if applicable): — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the departure chart. |

| i | Pre-take-off briefing, Take-off |

| j (^(°)) | Transition to instrument flight |

| k (^(°)) | Instrument departure procedures, including PBN departures, and altimeter setting |

| l (^(°)) | ATC liaison — compliance, R/T procedures |

| SECTION 2 — GENERAL HANDLING (^(°)) | |

| a | Control of the aeroplane by reference solely to instruments, including: level flight at various speeds, trim |

| b | Climbing and descending turns with sustained Rate 1 turn |

| c | Recoveries from unusual attitudes, including sustained 45° bank turns and steep descending turns |

| d (^*1) | Recovery from approach to stall in level flight, climbing/descending turns and in landing configuration — only applicable to aeroplanes |

| e | Limited panel: stabilised climb or descent, level turns at Rate 1 onto given headings, recovery from unusual attitudes — only applicable to aeroplanes |

| SECTION 3 — EN-ROUTE IFR PROCEDURES (^(°)) | |

| a | Tracking, including interception, e.g. NDB, VOR, or track between waypoints |

| b | Use of navigation system and radio aids |

| c | Level flight, control of heading, altitude and airspeed, power setting, trim technique |

| d | Altimeter settings |

| e | Timing and revision of ETAs (en-route hold, if required) |

| f | Monitoring of flight progress, flight log, fuel usage, systems' management |

| g | Ice protection procedures, simulated if necessary |

| h | ATC liaison — compliance, R/T procedures |

| SECTION 3a — ARRIVAL PROCEDURES | |

| a | Setting and checking of navigational aids, if applicable |

| b | Arrival procedures, altimeter checks |

| c | Altitude and speed constraints, if applicable |

| d | PBN arrival (if applicable): — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the arrival chart. |

| SECTION 4 (^(°)) — 3D OPERATIONS (⁽⁺⁺⁾) | |

| a | Setting and checking of navigational aids Check Vertical Path angle For RNP APCH: — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the approach chart. |

| b | Approach and landing briefing, including descent/approach/landing checks, including identification of facilities |

| c (⁽⁺⁾) | Holding procedure |

| d | Compliance with published approach procedure |

| e | Approach timing |

| f | Altitude, speed heading control (stabilised approach) |

| g (⁽⁺⁾) | Go-around action |

| h (⁽⁺⁾) | Missed approach procedure/landing |

| i | ATC liaison — compliance, R/T procedures |

| SECTION 5 (^(°)) — 2D OPERATIONS (⁽⁺⁺⁾) | |

| a | Setting and checking of navigational aids For RNP APCH: — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the approach chart. |

| b | Approach and landing briefing, including descent/approach/landing checks, including identification of facilities |

| c (⁽⁺⁾) | Holding procedure |

| d | Compliance with published approach procedure |

| e | Approach timing |

| f | Altitude/Distance to MAPT, speed, heading control (stabilised approach), Stop Down Fixes (SDF(s)), if applicable |

| g (⁽⁺⁾) | Go-around action |

| h (⁽⁺⁾) | Missed approach procedure/landing |

| i | ATC liaison — compliance, R/T procedures |

| SECTION 6 — FLIGHT WITH ONE ENGINE INOPERATIVE (multi-engine aeroplanes only) (^(°)) | |

| a | Simulated engine failure after take-off or on go-around |

| b | Approach, go-around and procedural missed approach with one engine inoperative |

| c | Approach and landing with one engine inoperative |

| d | ATC liaison — compliance, R/T procedures |

| (°)  Must be performed by sole reference to instruments. (^*1)May be performed in an FFS, FTD 2/3 or FNPT II. (⁺)  May be performed in either Section 5 or Section 6. (⁺⁺)  To establish or maintain PBN privileges one approach in either Section 4 or Section 5 shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD. | |

| SECTION 1 — DEPARTURE | |

| --- | --- |

| Use of checklist, airmanship, anti-icing/de-icing procedures, etc., apply in all sections | |

| a | Use of flight manual (or equivalent) especially aircraft performance calculation; mass and balance |

| b | Use of Air Traffic Services document, weather document |

| c | Preparation of ATC flight plan, IFR flight plan/log |

| d | Identification of the required navaids for departure, arrival and approach procedures |

| e | Pre-flight inspection |

| f | Weather minima |

| g | Taxiing/Air taxi in compliance with ATC or instructions of instructor |

| h | PBN departure (if applicable): — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the departure chart. |

| i | Pre-take-off briefing, procedures and checks |

| j | Transition to instrument flight |

| k | Instrument departure procedures, including PBN procedures |

| SECTION 2 — GENERAL HANDLING | |

| a | Control of the helicopter by reference solely to instruments, including: |

| b | Climbing and descending turns with sustained Rate 1 turn |

| c | Recoveries from unusual attitudes, including sustained 30° bank turns and steep descending turns |

| SECTION 3 — EN-ROUTE IFR PROCEDURES | |

| a | Tracking, including interception, e.g. NDB, VOR, RNAV |

| b | Use of radio aids |

| c | Level flight, control of heading, altitude and airspeed, power setting |

| d | Altimeter settings |

| e | Timing and revision of ETAs |

| f | Monitoring of flight progress, flight log, fuel usage, systems management |

| g | Ice protection procedures, simulated if necessary and if applicable |

| h | ATC liaison — compliance, R/T procedures |

| SECTION 3a — ARRIVAL PROCEDURES | |

| a | Setting and checking of navigational aids, if applicable |

| b | Arrival procedures, altimeter checks |

| c | Altitude and speed constraints, if applicable |

| d | PBN arrival (if applicable) — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the arrival chart. |

| SECTION 4 — 3D OPERATIONS (⁽⁺⁾) | |

| a | Setting and checking of navigational aids Check Vertical Path angle For RNP APCH: (a) Check that the correct procedure has been loaded in the navigation system; and (b) Cross-check between the navigation system display and the approach chart. |

| b | Approach and landing briefing, including descent/approach/landing checks |

| c (^*1) | Holding procedure |

| d | Compliance with published approach procedure |

| e | Approach timing |

| f | Altitude, speed, heading control (stabilised approach) |

| g (^*1) | Go-around action |

| h (^*1) | Missed approach procedure/landing |

| i | ATC liaison — compliance, R/T procedures |

| SECTION 5 — 2D OPERATIONS (⁽⁺⁾) | |

| a | Setting and checking of navigational aids For RNP APCH: — Check that the correct procedure has been loaded in the navigation system; and — Cross-check between the navigation system display and the approach chart. |

| b | Approach and landing briefing, including descent/approach/landing checks and identification of facilities |

| c (^*1) | Holding procedure |

| d | Compliance with published approach procedure |

| e | Approach timing |

| f | Altitude, speed, heading control (stabilised approach) |

| g (^*1) | Go-around action |

| h (^*1) | Missed approach procedure (^*1)/landing |

| i | ATC liaison — compliance, R/T procedures |

| SECTION 6 — ABNORMAL AND EMERGENCY PROCEDURES | |

| This section may be combined with sections 1 through 5. The test shall have regard to control of the helicopter, identification of the failed engine, immediate actions (touch drills), follow-up actions and checks and flying accuracy, in the following situations: | |

| a | Simulated engine failure after take-off and on/during approach (^*2) (at a safe altitude unless carried out in an FFS or FNPT II/III, FTD 2,3) |

| b | Failure of stability augmentation devices/hydraulic system (if applicable) |

| c | Limited panel |

| d | Autorotation and recovery to a pre-set altitude |

| e | 3D operations manually without flight director (^*3) 3D operations manually with flight director (^*3) |

| (⁺)  To establish or maintain PBN privileges one approach in either Section 4 or Section 5 shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD (^*1)To be performed in Section 4 or Section 5. (^*2)Multi-engine helicopter only. (^*3)Only one item to be tested. | |

| (^*1)  Provided that within the preceding 12 months the applicant has flown at least three IFR departures and approaches exercising PBN privileges, including one RNP APCH approach on an SP class or type of aeroplane in SP operations, or, for multi-engine, other than HP complex aeroplanes, the applicant has passed section 6 of the skill test for SP, other than HP complex aeroplanes flown solely by reference to instruments in SP operations. | |

| (^*1)  Provided that within the preceding 12 months at least three IFR departures and approaches exercising PBN privileges, including one RNP APCH approach (could be a Point in Space (PinS) approach), have been performed on a SP type of helicopter in SP operations. | |

| 4. | The following limits shall apply corrected to make allowance for turbulent conditions and the handling qualities and performance of the aeroplane used: Height Generally ± 100 feet Starting a go-around at decision height + 50 feet/– 0 feet Minimum descent height/altitude + 50 feet/– 0 feet Tracking on radio aids ± 5° For ‘angular’ deviations half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS). 2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ deviations Cross track error/deviation shall normally be limited to ± the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable. 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV) not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. Heading all engines operating ± 5° with simulated engine failure ± 10° Speed all engines operating ± 5 knots with simulated engine failure + 10 knots/– 5 knots |

| --- | --- |

| Height | |

| Generally | ± 100 feet |

| Starting a go-around at decision height | + 50 feet/– 0 feet |

| Minimum descent height/altitude | + 50 feet/– 0 feet |

| Tracking | |

| on radio aids | ± 5° |

| For ‘angular’ deviations | half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS). |

| 2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ deviations | Cross track error/deviation shall normally be limited to ± the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 time the RNP value are allowable. |

| 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV) | not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. |

| Heading | |

| all engines operating | ± 5° |

| with simulated engine failure | ± 10° |

| Speed | |

| all engines operating | ± 5 knots |

| with simulated engine failure | + 10 knots/– 5 knots |

| 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 the relevant requirements of Part-ARA and Part-ORA; (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*  3D operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure (autopilot may be used to the final approach segment vertical path intercept) P—–> ——> M 3B.5*  2D operations to MDH/A 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 (h)To establish or maintain PBN privileges one approach shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD. | | | | | |

| | | | | | | |

| 3B.4*  3D operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure (autopilot may be used to the final approach segment vertical path intercept) | | P—–> | ——> | | M | |

| 3B.5*  2D operations to MDH/A | | 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*  3D operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure 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 1 000 feet above aerodrome level 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 feet 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*  2D operations 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* during a 3D operation 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* with visual reference established when reaching DA/H following an instrument approach operation 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*   CAT II/III 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. *Note:* According to the AFM, RNP APCH procedures may require the use of autopilot or Flight director. The procedure to be flown manually shall be chosen taking into account such limitations (for example, choose an ILS for 3.9.3.1 in case of such AFM limitation). (j)To establish or maintain PBN privileges one approach shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD. | | | | | | |

| | | | | | | | |

| 3.9.3*  3D operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure | | | | | | | |

| | | | | | | | |

| | | | | | | | |

| 3.9.3.4*  manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 feet above aerodrome level 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 feet 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*  2D operations down to the MDH/A | | | P*—> | —–> | | M | |

| | | | | | | | |

| | | | | | | | |

| 4.1  Go-around with all engines operating* during a 3D operation on reaching decision height | | | P*—> | —–> | | | |

| | | | | | | | |

| | | | | | | | |

| 5.1  Normal landings* with visual reference established when reaching DA/H following an instrument approach operation | | | P | | | | |

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| 6.2*   CAT II/III 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 | |

| *Note:* CAT II/III operations shall be accomplished in accordance with the applicable air operations requirements. *Note:* According to the AFM, RNP APCH procedures may require the use of autopilot or Flight director. The procedure to be flown manually shall be chosen taking into account such limitations (for example, choose an ILS for 3.9.3.1 in case of such AFM limitation). | | | | | | | |

| 4. | The following limits shall apply, corrected to make allowance for turbulent conditions and the handling qualities and performance of the helicopter used. (a) IFR flight limits. Height Generally ± 100 feet Starting a go-around at decision height/altitude + 50 feet/– 0 feet Minimum descent height/altitude + 50 feet/– 0 feet Tracking On radio aids ± 5° 3D ‘angular’ deviations half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS). 2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ deviation: cross track error/deviation shall normally be limited to ± the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 times the RNP value are allowable. 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV): not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. Heading Normal operations ± 5° Abnormal operations/emergencies ± 10° Speed Generally ± 10 knots With simulated engine failure + 10 knots/– 5 knots (b) VFR flight limitsHeight: Generally ± 100 feet Heading: Normal operations ± 5° Abnormal operations/emergencies ± 10° Speed: Generally ± 10 knots With simulated engine failure + 10 knots/– 5 knots Ground drift: T.O. hover I.G.E. ± 3 feet Landing ± 2 feet (with 0 feet rearward or lateral flight) |

| --- | --- |

| (a) | IFR flight limits. Height Generally ± 100 feet Starting a go-around at decision height/altitude + 50 feet/– 0 feet Minimum descent height/altitude + 50 feet/– 0 feet Tracking On radio aids ± 5° 3D ‘angular’ deviations half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS). 2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ deviation: cross track error/deviation shall normally be limited to ± the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 times the RNP value are allowable. 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV): not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. Heading Normal operations ± 5° Abnormal operations/emergencies ± 10° Speed Generally ± 10 knots With simulated engine failure + 10 knots/– 5 knots |

| Height | |

| Generally | ± 100 feet |

| Starting a go-around at decision height/altitude | + 50 feet/– 0 feet |

| Minimum descent height/altitude | + 50 feet/– 0 feet |

| Tracking | |

| On radio aids | ± 5° |

| 3D ‘angular’ deviations | half scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS). |

| 2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ deviation: | cross track error/deviation shall normally be limited to ± the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of 1 times the RNP value are allowable. |

| 3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using BaroVNAV): | not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. |

| Heading | |

| Normal operations | ± 5° |

| Abnormal operations/emergencies | ± 10° |

| Speed | |

| Generally | ± 10 knots |

| With simulated engine failure | + 10 knots/– 5 knots |

| (b) | VFR flight limitsHeight: Generally ± 100 feet Heading: Normal operations ± 5° Abnormal operations/emergencies ± 10° Speed: Generally ± 10 knots With simulated engine failure + 10 knots/– 5 knots Ground drift: T.O. hover I.G.E. ± 3 feet Landing ± 2 feet (with 0 feet rearward or lateral flight) |

| Generally | ± 100 feet |

| Normal operations | ± 5° |

| Abnormal operations/emergencies | ± 10° |

| Generally | ± 10 knots |

| With simulated engine failure | + 10 knots/– 5 knots |

| T.O. hover I.G.E. | ± 3 feet |

| Landing | ± 2 feet (with 0 feet rearward or lateral flight) |

| 12. | Applicants for the revalidation or renewal of the multi-pilot helicopter type rating proficiency check shall take only sections 1 to 4 and, if applicable, section 6. SINGLE/MULTI-PILOT HELICOPTERS PRACTICAL TRAINING SKILL TEST OR PROFICIENCY CHECK Manoeuvres/Procedures Instructor initials when training completed Chkd in Examiner initials when test completed FTD FFS H FFS H SECTION 1 —  Pre-flight preparations and checks 1.1  Helicopter exterior visual inspection; location of each item and purpose of inspection P M (if performed in the helicopter) 1.2  Cockpit inspection P —> M 1.3  Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies P —> —> M 1.4  Taxiing/air taxiing in compliance with air traffic control instructions or with instructions of an instructor P —> M 1.5  Pre-take-off procedures and checks P —> —> M SECTION 2 —  Flight manoeuvres and procedures 2.1  Take-offs (various profiles) P —> M 2.2  Sloping ground or crosswind take-offs & landings P —> 2.3  Take-off at maximum take-off mass (actual or simulated maximum take-off mass) P —> —> 2.4  Take-off with simulated engine failure shortly before reaching TDP or DPATO P —> M 2.4.1  Take-off with simulated engine failure shortly after reaching TDP or DPATO P —> M 2.5  Climbing and descending turns to specified headings P —> —> M 2.5.1  Turns with 30° bank, 180° to 360° left and right, by sole reference to instruments P —> —> M 2.6  Autorotative descent P —> —> M 2.6.1  Autorotative landing (SEH only) or power recovery P —> M 2.7  Landings, various profiles P —> M 2.7.1  Go-around or landing following simulated engine failure before LDP or DPBL P —> M 2.7.2  Landing following simulated engine failure after LDP or DPBL 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: M A mandatory minimum of three items shall be selected from this section 3.1  Engine P —> —> 3.2  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 P —> —> 3.9  Autopilot/Flight director P —> —> 3.10  Stability augmentation devices P —> —> 3.11  Weather radar, radio altimeter, transponder P —> —> 3.12  Area Navigation System P —> —> 3.13  Landing gear system P —–> —–> 3.14  Auxiliary power unit P —> —> 3.15  Radio, navigation equipment, instruments flight management system P —> —> SECTION 4 —  Abnormal and emergency procedures 4. Abnormal and emergency procedures M A mandatory minimum of three items shall be selected from this section 4.1  Fire drills (including evacuation if applicable) P —> —> 4.2  Smoke control and removal P —> —> 4.3  Engine failures, shutdown and restart at a safe height P —> —> 4.4  Fuel dumping (simulated) P —> —> 4.5  Tail rotor control failure (if applicable) P —> —> 4.5.1  Tail rotor loss (if applicable) P —> Helicopter may not be used for this exercise 4.6  Incapacitation of crew member — MPH only P —> —> 4.7  Transmission malfunctions P —> —> 4.8  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  3D operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure P* —>* —>* 5.4.1  Manually, without flight director Note: According to the AFM, RNP APCH procedures may require the use of autopilot or Flight director. The procedure to be flown manually shall be chosen taken into account such limitations (example choose an ILS for 5.4.1 in case of such AFM limitation). P* —>* —>* M* 5.4.2  Manually, with Flight Director P* —>* —>* M* 5.4.3  With coupled autopilot P* —>* —>* 5.4.4  Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 feet above aerodrome level until touchdown or until completion of the missed approach procedure P* —>* —>* M* 5.5  2D operations 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 P* —>* —>* M* 5.8  Recovery from unusual attitudes P* —>* —>* M* SECTION 6 —  Use of optional equipment 6. Use of optional equipment P —> —> | | | | | |

| | | | | | | |

| 5.4  3D operations to DH/A of 200 feet (60 m) or to higher minima if required by the approach procedure | P* | —>* | —>* | | | |

| 5.4.1  Manually, without flight director Note: According to the AFM, RNP APCH procedures may require the use of autopilot or Flight director. The procedure to be flown manually shall be chosen taken into account such limitations (example choose an ILS for 5.4.1 in case of such AFM limitation). | P* | —>* | —>* | | M* | |

| 5.4.2  Manually, with Flight Director | P* | —>* | —>* | | M* | |

| | | | | | | |

| | | | | | | |

| 5.4.4  Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 feet above aerodrome level until touchdown or until completion of the missed approach procedure | P* | —>* | —>* | | M* | |

| 5.5  2D operations down to the minimum descent altitude MDA/H | P* | —>* | —>* | | M* | |

| | | | | | | |

3a.‘ARO.RAMP’ means the Subpart RAMP of Annex II to the Regulation on Air Operations;

3b.‘Automatically validated’ means the acceptance, without formalities, by an ICAO contracting State listed in the ICAO attachment of a flight crew licence issued by a State in accordance with Annex I to the Chicago Convention;

12.‘ICAO attachment’ means an attachment to an automatically validated flight crew licence issued in accordance with Annex 1 to the Chicago Convention, which is mentioned under item XIII of the flight crew licence;

(a)Without prejudice to Directive 2003/42/EC of the European Parliament and of the Council (⁴) the competent authority shall implement a system to appropriately collect, analyse and disseminate safety information.

(a)Issue of licences and ratings. The competent authority shall issue a flight crew licence and associated ratings, using the form established in Appendix I to this Part.

If a pilot intends to fly outside Union territory on an aircraft registered in a Member State other than the Member State that issued the flight crew licence, the competent authority shall:

(1)add the following remark on the flight crew licence under item XIII: ‘This licence is automatically validated as per the ICAO attachment to this licence’; and

(2)make the ICAO attachment available to the pilot in print or electronic format.

(XIII)remarks: i.e. special endorsements relating to limitations and endorsements for privileges, including endorsements of language proficiency, remarks on the automatic validation of the licence, and ratings for Annex II aircraft, when used for commercial air transportation; and

(a)The organisation shall report to the competent authority, and to any other organisation required by the State of the operator to be informed, any accident, serious incident and occurrence as defined in Regulation (EU) No 996/2010 of the European Parliament and of the Council (⁵) and Directive 2003/42/EC of the European Parliament and of the Council (⁶).

(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 and any occurrence that would highlight inaccurate, incomplete or ambiguous information contained in the operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 (⁷) 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 use an adequate fleet of training aircraft or FSTDs appropriately equipped for the training courses provided.

(¹) Commission Regulation (EU) 2018/1065 of 27 July 2018 amending Regulation (EU) No 1178/2011 as regards the automatic validation of Union flight crew licences and take-off and landing training (OJ L 192, 30.7.2018, p. 31).

(²) OJ L 243, 27.9.2003, p. 6.

(³) OJ L 373, 31.12.1991, p. 4.

(⁴) OJ L 167, 4.7.2003, p. 23.

(⁵) OJ L 295, 12.11.2010, p. 35.

(⁶) OJ L 167, 4.7.2003, p. 23.

(⁷) OJ L 224, 21.8.2012, p. 1.

(⁸) OJ L 294, 13.11.2007, p. 3.

(⁹) OJ L 295, 14.11.2007, p. 7.