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Part D – Chapter 5 Revision 0 / Aug 2007
PLANNING

The “FFS Operator Proficiency Check”, combined with the “Instrument Flight Rules Operations
Competence Check”, is held by a Flight Examiner, shall be carried out every 6 months and is
developed in one period of 6 hours with the following planning:
− Briefing 1 h 30’
− FFS 4 hrs
− De-briefing 30’
The completion of an “Operator Proficiency Check is considered to satisfy the requirements of
an aircraft Type Rating Practical Test, provided this Proficiency Check includes all the
Manoeuvres and Procedures required for a Type Rating practical Test as reported in table 6 of
Statutory Instruments 2006 N° 54 – Regulation 184 (5)
Notes
1. 45 min. of the briefing time shall be used, every 3 years starting from 2007, to carry out
the “Emergency and Safety Equipment Recurrent Training and Checking”, using an
approved emergency Mock up (see planning and syllabus in Chapter 5 Section C. 9 of this
Manual)
2 The “Operator Proficiency Check” shall be carried out in a standard crew, which consists of
Commander and Co-pilot each at their respective places of CM1 and CM2.
3 The Examiner may slightly change the sequence of the mission, if needed due to problems
with simulator: in any case, all manoeuvres specified in the syllabus must be completed at
the end of the session.
As a general rule, should any Equipment and/or Training Device be totally or
partially unserviceable, the Examiner shall consider the lesson not completed
and the affected part of check be repeated within a period of 60 days (e.g. a loss
of Visual System during LVTO or CAT I Approach, or Motion System failure
during One Engine Out skill test, etc…).
4 At the discretion of the Examiner any manoeuvre or procedure of the Proficiency Check
may be repeated only once and, if he determines that the pilot’s performance is
unsatisfactory, the Examiner may terminate the Proficiency Check immediately.
5 Once a year,(when the pilot is attaining the Revalidation of the Type Rating), the Examiner
shall evaluate also the following manoeuvres:
• a Wind Shear Recovery
• a TCAS Scenario which requires a RA response.

The FFS session shall be divided in three main parts:

− LOS (Line Oriented Simulation)
− LVTO and CAT I Operation
− One Engine Out Skill Test
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Part D – Chapter 5 OBJECTIVES - SYLLABUS - ADMINISTRATION
Revision 0 / Aug 2007

¾ OBJECTIVES

The aim of the “FFS Operator Proficiency Check” is to verify the flight crew ability and
capacity regarding the following main topics:
− Preparation of a flight with complex problem solving.
− Analyze weather, NOTAMS, etc…
− Choose alternates airports and calculate the fuel necessary for the flight.
− Knowledge and application of operative directives and operations manual.
− Manual piloting with all engines and one engine out.
− Use of available automatisms.
− Control of airplane position and minimums altitudes.
− Execution of normal, abnormal and emergency procedures.
− Execution of LVTO and CAT I approach.
− Decisional and evaluative ability.
− Socials skills (CRM): research, criticism, conflict resolution, communication,
leadership.
− Reaction’s promptness.
− Open to suggestions (flexible thinking).
− Radio communication.
− Briefings.
− Crew coordination and integration.
¾ LINE ORIENTED SIMULATION (LOS)

The Examiner shall use a scenario, prepared by himself, that shall be presented to the crew
only at the beginning of the briefing time.
The documents that are aboard should be used and LOS should be applied during the
flight.
The scenario should be set in such a manner that it highlights not only the technical
capacity of the candidate, but also his ability to manage the flight: therefore particularly
difficult emergencies should be avoided alongside with difficult weather conditions, in such
a way that the flight is made as more realistic as possible.

¾ LVTO & CAT I APPROACHES

− Low Visibility Takeoff (150m)

− Engine failure at V1 – 20 KTS – Rejected Take off
Restore normal conditions and reposition simulator at take off point
− Low Visibility Takeoff (150m)
Reposition simulator on final just after lift off and set RVR 0 m
− F/D ILS Approach and Go around at DA
Reposition simulator on final and set CAT I Minima
− F/D ILS Approach
Loss of CAT I capability at1000 ft (system failure at instructor discretion)
− Go Around
Reposition simulator on final and set RVR and ceiling of CAT I
− Auto Coupled ILS Approach and Manual Land

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Part D – Chapter 5 OBJECTIVES - SYLLABUS - ADMINISTRATION
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¾ ONE ENGINE OUT SKILL TEST

− Take off
Pre-set L (or R) Engine Seizure or Other Engine Failure at instructor discretion
− Engine Severe Damage (or other engine failure) after V1
− Inflight Engine Shut Down
− One Engine Out Operation
Radar vectoring to final ILS approach
− One Engine Out ILS Approach and Go Around
− One Engine Out Circling and Land
Notes
1. When a Flight Examiner, or a Flight Instructor is sustaining his own proficiency
check, he shall perform the above “One Engine Out Skill Test” from the right hand
seat.
2. The “One Engine Out Skill Test” shall be performed by both crew members as PF.
3. The aim of the check is to verify individual skills and abilities as well as crew skills
and abilities as team: it remains on Examiner’s responsibility to judge when an
unsatisfactory result of a check shall be limited to a single crew member or to a
complete crew.

¾ ADMINISTRATION

At the end of the mission the Examiner shall:

− debrief using the “Simulator Operator Proficiency Check” form
− fill in the “Simulator Operator Proficiency Check” form and send it to the fleet office
− fill in and sign the appropriate part of the “Pilot Log Book” of the trainee.
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LINE ORIENTED SIMULATION (LOS)
Part D – Chapter 5 Revision 0 / Aug 2007
OPERATIONAL REMARKS

The following points are common for all LOS scenarios and are only intended to be a reference
guide of how the check should be conducted.

GENERAL
− During the ground phase set a start up failure, consistent with the scenario, which
allows the prosecution of the flight sector.
− During flight do not set more than one significant damage (abnormal or emergency)
unless they are operationally connected.
− Prepare yourself for different operative solutions and, if necessary that one is used
specifically (for example to limit the flight sector in an established time), give clearances
or set operative situations that the crew is forced to follow.
− Do not present a scenario too complex that requires too much time to prepare the flight,
or that can create so different interpretations to result in a no ending discussion about
operative solutions.

BRIEFING
Make an introductory briefing to the crew before presenting the route folder: in this briefing
shall be treated, in concise and brief way, the following arguments.
• LOS philosophy - realistic simulation
The crew will be alerted on how the excercise will be presented: i.e. “it shall reproduce,
in the most realistic way as possible, a flight sector so that the crew could imagine to be
on board an aircraft and everything that happens is real and true”.
• Elements not existing in the simulator
It shall be said, before hand, what must not be sought or used by the crew because it is
not present (or out of service) in the simulator.
• Examiner
The crew should be told that the examiner will not intervene, unless as a person
connected to the flight and only when asked by the crew in a correct manner, just as
being in an aircraft.
• Use of the radio
Attention must be made in order to answer in function of the frequency and the
efficiency of the radio used by the crew

SLOT TIME
A slot time shall always be assigned during the briefing, so that the take off takes place about
40 minutes after the simulator session starting.

SIMULATOR EFFICIENCY REPORT

Before operative briefing, the simulator malfunctions not resolved but that consent the foreseen
scenario, will be introduced as HIL of the aircraft.

WEATHER CONDITIONS
The weather conditions must be run coherently to the scenario in order to make the simulation
as closest as possible to the reality.

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LINE ORIENTED SIMULATION (LOS)
OPERATIONAL REMARKS Revision 0 / Aug 2007

(continued)

SIMULATOR VISUAL
Verifying continually and systematically the correct function of the visual is required to carry out
in time the necessary maintenance action.
In case the model is lost, conclude the flight sector when reaching the minima of the type of
approach made.

SIMULATOR PREPARATION
Prepare the simulator by entering the departure data and verify the position of the switches in
the cockpit so that they are coherent with an aircraft in transit and crew change.

LIST OF DOCUMENTS FOR THE SCENARIO

It is suggested to verify that all documents needed for the scenario are available comparing
them with the list below.

− Scenario description and necessary data (taking into account the list of available
airports charts): prepared by the Examiner
− Flight plan (2 copies): from the flight operations office
− List of simulator anomalies: from computerized device
− QTB page (blank, to be filled in after controlling the simulator anomalies): supplied
by the Examiner
− Meteo (Bulletins - Significant Weather Charts): from flight operations office
− NOTAMS: from flight operations office
− Load Sheet and Balance Chart (to be filled during briefing): prepared by the
Examiner