3.1. Full training program
Each flight crew member must be trained to carry out his/her duties appropriate to the particular airborne system as well as be instructed on the coordination required with other crew members. Maximum use should be made of flight simulators capable of performing the specified manoeuvers, and which can appropriately represent the limiting visual conditions related to the applicable minima.
EASA requirements are detailed in Appendix 1 to EU-OPS 1.450 (c & f). The main outlines of this document are ex- plained here below:
Training must be divided into phases covering normal operations with no aeroplane or equipment failure but including all weather conditions which may be encountered and detailed scenarios of aeroplane and equipment failures which could affect Category II or III operations.
The initial simulator training program for Low Visibility Operations must include the following items (1 to 7) and the fol- lowing exercises (8 to 19):
1. checks of satisfactory functioning of equipment, both on the ground and in flight; 2. effect on minima caused by changes in the status of ground installations;
3. monitoring of automatic flight control systems and autoland status annunciators with emphasis on the ac- tion to be taken in the event of failures of such systems;
4. actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control systems;
5. the effect of known unserviceabilities and use of minimum equipment lists; 6. operating limitations resulting from airworthiness certification;
7. guidance on the visual cues required at DH together with information on maximum deviation allowed from glidepath or localizer;
8. approach using the appropriate flight guidance, autopilots and control systems installed in the aeroplane, to the appropriate decision height and to include transition to visual flight and landing;
9. approach with all engines operating using the appropriate flight guidance systems, autopilots, and control systems installed in the aeroplane down to the appropriate decision height followed by missed approach; all without external visual reference;
10. where appropriate, approaches utilising automatic flight systems to provide automatic flare, landing and rollout; 11. normal operation of the applicable system both with and without acquisition of visual cues at decision height; 12. approaches with engine failure at various stages on the approach;
13. approaches with critical equipment failures (e.g. electrical systems, auto flight systems, ground and/or airborne ILS/MLS systems and status monitors);
14. approaches where failures of auto flight equipment at low level require either;
– reversion to manual flight to control flare, landing and roll out or missed approach; or
– reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below decision height including those which may result in a touchdown on the runway;
15. failures of the systems which will result in excessive localizer and/or glide slope deviation, both above and below decision height, in the minimum visual conditions authorized for the operation.
16. failures and procedures specific to aeroplane type or variant. 17. practice in handling faults which require a reversion to higher minima.
18. handling of the aeroplane when, during a fail passive Category III approach, the fault causes the autopilot to disconnect at or below decision height when the last reported RVR is 300 m or less.
19. incapacitation procedures appropriate to Low Visibility Take-Offs and Category II and III operations. 20. take-offs with RVRs of 400 m and below: systems failures and engine failure resulting in continued as well
as rejected take-offs.
F - Flight crew training and qualification
p. 7321. take-offs in RVRs below 150 m:
– normal take-off in minimum authorised RVR conditions;
– take-off in minimum authorised RVR conditions with an engine failure between V1 and V2, and
– take-off in minimum authorised RVR conditions with an engine failure before V1 resulting in a rejected take-off.
Example of LVO syllabus for initial training on classic instruments ATR
LVONb LVO EXERCISES REMARKS
Partial time
Total time 1 LVTO - radar vectoring
Full CAT II briefing
CAT II approach / freeze at DH / landing
RVR 125m
RVR 300m, ceiling 120ft
Simulator freeze at 100ft / 50ft – view of visual references in day, dusk and night condition
0h25 0h25
2 Repositioning base leg CAT II approach - landing
RVR 300m; ceiling 120ft 0h10 0h35
3 LVTO - radar vectoring
Full CAT II briefing CAT II approach
No visual reference – Go around
RVR 125m
RVR 300m, ceiling 120ft RVR 300m, ceiling 50ft Engine failure at go around
0h25 0h55
4 Engine restart in down wind CAT II approach
F/O decision / Go around
RVR 300m, ceiling 120ft
Captain incapacitation at 1300ft Research of diverting airport
0h15 1h10
5 Radar vectoring to base leg CAT II approach
Captain decision
Go around with STBY horizon
RVR 300m, ceiling 120ft At 500ft: Drift roll EADI
0h15 1h25
6 Radar vectoring to base leg CAT II approach
Go around
RVR 300m, ceiling 120ft auto-pilot failure at 400 ft
0h15 1h40
7 Repositioning to base leg CAT II approach
Reversion to CAT I - Landing
Flaps jam 15° at 2000ft RVR 550m ceiling 220ft
0h10 1h55
8 LVTO
Aborted take off
RVR 125m
Engine failure before V1
0h05 2h00
BREAK 0h05 2h05
9 LVTO
FO’s decision – carrying on T/O
RVR 125m
Captain incapacitation at 90kts
0h05 2h10
10 Radar vectoring CAT II approach
Excess deviation - Go around
RVR 300m, ceiling 120ft LOC deviation at 200ft
0h15 2h25
11 Radar vectoring to base leg Procedure and C/L CAT I approach- landing
RVR 400m, RA failure at 2000ft RVR 550m ceiling 220m Reversion to CAT I 0h20 2h45 12 LVTO
Radar vectoring to base leg CAT II approach - Go around
RVR 125m – ceiling 120m Engine failure between V1&V2 Engine restart- RVR 300m “CAT 2 invalid” at 800ft
0h20 3h05
13 Radar vectoring to base leg CAT II approach
Captain decision – go around
RVR 300m, ceiling 120ft ADC failure at 500ft
15 3h20
F - Flight crew training and qualification
p. 74F.
Flight crew training and qualification
14 Repositioning 10Nm CAT II approach
Captain decision – go around
RVR 300m, ceiling 120ft Loss of ADU at 1500ft
10 3h30
15 Repositioning 10Nm final CAT II approach
Captain decision – go around
RVR 300m, ceiling 120ft Loss STBY horizon at 1200ft
10 3h40
16 Radar vectoring CAT II approach
Captain decision: app. Continued Captain decision : landing
RVR 300m, ceiling 120ft FO’s EADI failure at 1200ft Engine fire at 400ft
20 4h00
Example of LVO syllabus for initial training on ATR -600
For later revision.
3.2. Training for flight crew members with Category II or
Category III experience
The flight simulator course may be abbreviated for flight crew members who gained Category II/III experience with: – another European Community Operator through a similar type of operation (auto coupled/auto-land or Category
II with manual land) on the same type and variant of aeroplane or
– the operator but on a different type or variant of aeroplane.
The abbreviated flight simulator course consists of a minimum of six approaches and/or landings in a flight simulator. With the approval of the Authority the operator may reduce this number of approaches/landings.
More details on conditions allowing abbreviating the flight simulator course are given in Appendix 1 to EU-OPS 1.450 (a&d).
3.3. Training for flight crew members flying on classic
instruments ATR and on ATR -600
For later revision.
3.4. Flight crew qualification
Following completion of ground and simulator training, flight crew members must demonstrate their competency to the appropriate authorities. Each pilot undergoes a check before conducting Category II/III operations and/or Low Visibility Take-Off with RVR below 150m. This check may be replaced by successful completion of the flight simulator training prescribed here above.