FCL.010 Definitions

ABBREVIATIONS

The following abbreviations apply to the Acceptable Means of Compliance and Guidance Material to Part-FCL:

A Aeroplane

AC Alternating Current

ACAS Airborne Collision Avoidance System

ADF Automatic Direction Finding

ADS Aeronautical Design Standard

AFCS Automatic Flight Control System

AFM Aircraft Flight Manual

AGL Above Ground Level

AIC Aeronautical Information Circular

AIP Aeronautical Information Publication

AIRAC Aeronautical Information Regulation and Control

AIS Aeronautical Information Services

AMC Acceptable Means of Compliance

AeMC Aero-medical Centre

AME Aero-medical Examiner

AoA Angle of Attack

AOH Aircraft Operating Handbook

AOM Aircraft Operating Manual

APU Auxiliary Power Unit

As Airship

ATC Air Traffic Control

ATIS Automatic Terminal Information Service

ATO Approved Training Organisation

ATP Airline Transport Pilot

ATPL Airline Transport Pilot Licence

ATS Air Traffic Service

AUM All Up Mass

AUPRTA Airplane Upset Prevention and Recovery Training Aid

B Balloon

BCAR British Civil Airworthiness Requirement

BEM Basic Empty Mass

BIR Basic instrument rating

BITD Basic Instrument Training Device

BPL Balloon Pilot Licence

CAS Calibrated Airspeed

CAT Clear Air Turbulence

CB-IR Competency-based training course for Instrument Rating

CDFA Constant-Descent Final Approach

CDI Course Deviation Indicator

CFI Chief Flight Instructor

CG Centre of Gravity

CP Co-pilot

CPL Commercial Pilot Licence

CRE Class Rating Examiner

CRI Class Rating Instructor

CRM Crew Resource Management

CS Certification Specification

CTKI Chief Theoretical Knowledge Instructor

DC Direct Current

DF Direction Finding

DME Distance Measuring Equipment

DPATO Defined Point After Take-Off

DPBL Defined Point Before Landing

DR Dead Reckoning navigation

DTO Declared Training Organisation

DVE Degraded Visual Environment

ECQB European Central Question Bank

EFIS Electronic Flight Instrument System

EOL Engine Off Landings

ERPM Engine Revolutions per Minute

ETA Estimated Time of Arrival

ETOPS Extended-range Twin-engine Operation Performance Standard

FAF Final Approach Fix

FAR Federal Aviation Regulations

FCL Flight Crew Licensing

FE Flight Examiner

F/E Flight Engineer

FEM Flight Examiner Manual

FFS Full-Flight Simulator

FI Flight Instructor

FIE Flight Instructor Examiner

FIS Flight Information Service

FMC Flight Management Computer

FMS Flight Management System

FNPT Flight and Navigation Procedures Trainer

FS Flight Simulator

FSTD Flight Simulation Training Device ft feet

FTD Flight Training Device

G Gravity forces

GLONASS Global Orbiting Navigation Satellite System

GM Guidance Material

GNSS Global Navigation Satellite Systems

GPL Gyroplane Pilot Licence

GPS Global Positioning System

H Helicopter

HF High Frequency

HOFCS High Order Flight Control System

HPA High-Performance Aeroplane hrs Hours

HUMS Health and Usage Monitoring System

HT Head of Training

IAS Indicated Airspeed

ICAO International Civil Aviation Organization

IGE In-Ground Effect

IFR Instrument Flight Rules

ILS Instrument Landing System

IMC Instrument Meteorological Conditions

IOS Instructor Operating Station

IR Instrument Rating

IRE Instrument Rating Examiner

IRI Instrument Rating Instructor

ISA International Standard Atmosphere

JAR Joint Aviation Requirements

kg Kilogram

LAPL Light Aircraft Pilot Licence

LDP Landing Decision Point

LMT Local Mean Time

LO Learning Objectives

LOC-I Loss of Control In-flight

LOFT Line-Orientated Flight Training

m Meter

MCC Multi-Crew Cooperation

MCCI Multi-Crew Cooperation Instructor

ME Multi-Engine

MEL Minimum Equipment List

MEP Multi-Engine Piston

MET Multi-Engine Turboprop

METAR Meteorological Aerodrome Report

MI Mountain Rating Instructor

MP Multi-Pilot

MPA Multi-Pilot Aeroplane

MPL Multi-crew Pilot Licence

MPH Multi-Pilot Helicopter

MTOM Maximum Take-Off Mass

NDB Non-Directional Beacon

NM Nautical Miles

NOTAM Notice To Airmen

NOTAR No Tail Rotor

OAT Outside Air Temperature

OBS Omni Bearing Selector

OEI One Engine Inoperative

OEM Original Equipment Manufacturer

OGE Out of Ground Effect

OML Operational Multi-pilot Limitation

OSL Operational Safety Pilot Limitation

OTD Other Training Devices

PAPI Precision Approach Path Indicator

PBN Performance-based Navigation

PF Pilot Flying

PIC Pilot-In-Command

PICUS Pilot-In-Command Under Supervision

PL Powered-lift

PNF Pilot Not Flying

POM Pilot Operating Manual

PPL Private Pilot Licence

QDM Magnetic Heading (aircraft to station)

QDR Magnetic Heading (station to aircraft)

QFE Atmospheric pressure at aerodrome elevation

QNH Altimeter sub-scale setting to obtain elevation when on the ground

RAIM Receiver Autonomous Integrity Monitoring

RNAV Radio Navigation

RPM Revolutions per Minute

RRPM Rotor Revolutions per Minute

R/T Radio-telephony

S Sailplane

SATCOM Satellite Communication

SE Single-Engine

SEP in the context of aeroplanes: Single-Engine Single-Pilot aeroplane, as defined in Article 2(8c) SEP in the context of helicopters: Single-Engine Piston

SET Single-Engine Turboprop

SFE Synthetic Flight Examiner

SFI Synthetic Flight Instructor

SID Standard Instrument Departure

SIGMET Significant Meteorological Weather

SLPC Single Lever Power Control

SOP Standard Operating Procedure

SP Single-Pilot

SPA Single-Pilot Aeroplane

SPH Single-Pilot Helicopter

SPIC Student PIC

SPL Sailplane Pilot Licence

SSR Secondary Surveillance Radar

STI Synthetic Training Instructor

TAF (Terminal Area Forecasts) Aerodrome Forecast

TAS True Airspeed

TAWS Terrain Awareness Warning System

TCH Type Certificate Holder

TDP Take-off Decision Point

TEM Threat and Error Management

TK Theoretical Knowledge

TMG Touring Motor Glider

TORA Take-Off Run Available

TODA Take-Off Distance Available

TR Type Rating

TRE Type Rating Examiner

TRI Type Rating Instructor

UPRT Upset Prevention and Recovery Training

UTC Universal Time Coordinated

V Velocity

VASI Visual Approach Slope Indicator

VFR Visual Flight Rules

VHF Very High Frequency

VMC Visual Meteorological Conditions

VOLMET Meteorological Information for Aircraft in-Flight

VOR VHF Omni-directional Radio Range

ZFTT Zero Flight Time Training

ZFM Zero Fuel Mass

Lateral and vertical navigation guidance refers to the guidance provided either by:

(a)a ground-based radio navigation aid; or

(b)computer-generated navigation data from ground-based, space-based, self-contained navigation aids or a combination of these.

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) DEFINITIONS

In the context of UPRT, the following abbreviations apply to the Acceptable Means of Compliance and Guidance Material to Part-FCL:

‘Advanced UPRT’ refers to the advanced UPRT course in accordance with point FCL.745.A.

‘Aeroplane upset’ refers to an undesired aircraft state characterised by unintentional divergences from parameters normally experienced during operations. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions.

‘Angle of Attack (AoA)’ refers to the angle between the oncoming air, or relative wind, and a defined reference line on the aeroplane or wing.

‘Approach-to-stall’ refers to flight conditions bordered by the stall warning and stall.

‘Basic UPRT’ refers to the UPRT elements and exercises integrated into training courses for the issue of a CPL, MPL or Phases 1 to 3 of the integrated ATP course.

‘Developed upset’ refers to a condition meeting the definition of an aeroplane upset.

‘Developing upset’ refers to any time the aeroplane begins to unintentionally diverge from the intended flight path or airspeed.

‘Energy state’ refers to how much of each kind of energy (kinetic, potential or chemical) the aeroplane has available at any given time.

‘First indication of a stall’ refers to the initial aural, tactile or visual sign of a stall event which can be either naturally or synthetically induced.

‘Flight crew resilience’ refers to the ability of a flight crew member to recognise, absorb and adapt to disruptions.

‘Fidelity level’ refers to the level of realism assigned to each of the defined FSTD features.

‘Flight path’ refers to the trajectory or path of the aeroplane travelling through the air over a given space of time.

‘Flight path management’ refers to active manipulation, using either the aeroplane’s automation or manual handling, to command the aeroplane’s flight controls in order to direct the aeroplane along a desired trajectory.

‘FSTD validation envelope’ refers to the envelope consisting of the following three subdivisions:

(a)Flight test validated region

This is the region of the flight envelope which has been validated with flight test data, typically by comparing the performance of the FSTD against the flight test data through tests incorporated in the qualification test guide (QTG) and other flight test data utilised to further extend the model beyond the minimum requirements. Within this region, there is high confidence that the simulator responds similarly to the aircraft. Note that this region is not strictly limited to what has been tested in the QTG; as long as the aerodynamics mathematical model has been conformed to the flight test results, that portion of the mathematical model can be considered to be within the flight test validated region.

(b)Wind tunnel and/or analytical region

This is the region of the flight envelope for which the FSTD has not been compared to flight test data, but for which there has been wind tunnel testing or the use of other reliable predictive methods (typically by the aircraft manufacturer) to define the aerodynamic model. Any extensions to the aerodynamic model that have been evaluated in accordance with the definition of an exemplar stall model (as described in the stall manoeuvre evaluation section) must be clearly indicated. Within this region, there is moderate confidence that the simulator will respond similarly to the aircraft.

(c)Extrapolated region

This is the region extrapolated beyond the flight test validated and wind tunnel/analytical regions. The extrapolation may be a linear extrapolation, a holding of the last value before the extrapolation began, or some other set of values. Whether this extrapolated data is provided by the aircraft or simulator manufacturer, it is a ‘best guess’ only. Within this region, there is low confidence that the simulator will respond similarly to the aircraft. Brief excursions into this region may still retain a moderate confidence level in FSTD fidelity; however, the instructor should be aware that the FSTD’s response may deviate from that of the actual aircraft.

‘Load factor’ refers to the ratio of a specified load to the weight of the aeroplane, the former being expressed in terms of aerodynamic forces, propulsive forces or ground reactions.

‘Loss of Control In-flight (LOC-I)’ refers to a categorisation of an accident or incident resulting from a deviation from the intended flight path.

‘Manoeuvre-based training’ refers to training that focuses on a single event or manoeuvre in isolation.

‘Negative training’ refers to training which unintentionally introduces incorrect information or invalid concepts, which could actually decrease rather than increase safety.

‘Negative transfer of training’ refers to the application (and ‘transfer’) of what was learned in a training environment (i.e. a classroom, an FSTD) to normal practice, i.e. it describes the degree to which what was learned in training is applied to actual, normal practices. In this context, negative transfer of training refers to the inappropriate generalisation of knowledge and skills to a situation or setting in normal practice that does not equal the training situation or setting.

‘Original Equipment Manufacturer (OEM)’ refers to the original equipment manufacturer of an aircraft or associated parts or equipment or of parts or equipment installed on the basis of a supplemental type certificate (STC).

‘Post-stall regime’ refers to flight conditions at an AoA greater than the critical AoA.

‘Scenario-based training’ refers to training that incorporates manoeuvres into real-world experiences to cultivate practical flying skills in an operational environment.

‘Stall’ refers to loss of lift caused by exceeding the aeroplane’s critical AoA.

Note: A stalled condition can exist at any attitude and airspeed, and may be recognised by continuous stall warning activation accompanied by at least one of the following:

(a)buffeting, which could be heavy at times;

(b)lack of pitch authority and/or roll control; and

(c)inability to arrest the descent rate.

Note: It is possible that in certain conditions the stall warning may not be activated.

‘Stall event’ refers to an occurrence whereby the aeroplane experiences conditions associated with an approach-to-stall or a stall.

‘Stall (event) recovery procedure’ refers to the manufacturer-approved aeroplane-specific stall recovery procedures, such as those contained in the flight crew operations manual (FCOM). If an OEM-approved recovery procedure does not exist, the aeroplane-specific stall recovery procedure developed by the ATO, based on the stall recovery template, may be used.

‘Stall warning’ refers to a natural or synthetic indication provided when approaching a stall that may include one or more of the following indications:

(a)aerodynamic buffeting (some aeroplanes will buffet more than others);

(b)reduced roll stability and aileron effectiveness;

(c)visual or aural cues and warnings;

(d)reduced elevator (pitch) authority;

(e)inability to maintain altitude or arrest rate of descent; and

(f)stick shaker activation (if installed).

Note: A stall warning indicates an immediate need to reduce the AoA.

‘Startle’ refers to the initial, short-term, involuntary physiological and cognitive reactions to an unexpected event that commence the normal human stress response.

‘Stick pusher’ refers to any device that automatically applies a nose-down movement and pitch force to an aeroplane’s control columns to attempt to decrease the aeroplane’s AoA. Device activation may occur before or after aerodynamic stall, depending on the aeroplane type.

Note: A stick pusher is not installed on all aeroplane types.

‘Stick shaker’ refers to a device that automatically vibrates the control column to warn the pilot of an approaching stall.

Note: A stick shaker is not installed on all aeroplane types.

‘Stress (response)’ refers to the response to a threatening event that includes physiological, psychological and cognitive effects. These effects may range from positive to negative and can either enhance or decrease performance.

‘Surprise’ refers to the emotionally based recognition of a difference in what was expected and what is actual.

‘Train-to-proficiency’ refers to approved training designed to achieve end-state performance objectives, providing sufficient assurances that the trained individual is capable of consistently carrying out specific tasks safely and effectively.

Note: In the context of this definition, ‘train-to-proficiency’ can be replaced by ‘training-to-proficiency’.

‘Type-specific UPRT’ refers to UPRT elements and exercises integrated into training courses for the issue of a class or type rating pursuant to Part-FCL or during recurrent or refresher training for a specific aeroplane class or type.

‘Undesired aircraft state’ refers to flight-crew-induced aircraft position or speed deviation, misapplication of controls, or incorrect systems configuration, associated with a reduction in margins of safety.

Note (1): Undesired states can be managed effectively, restoring margins of safety, or flight crew response(s) can induce an additional error, incident or accident.

Note (2): All countermeasures are necessary flight crew actions. However, some countermeasures to threats, errors and undesired aircraft states that flight crew employ are built upon ‘hard’/systemic-based resources provided by the aviation system.

‘Unsafe situation’ refers to a situation which has led to an unacceptable reduction in safety margin.

‘Unusual attitude’ refers to an aircraft in flight intentionally exceeding the parameters normally experienced in line operations or training, as applicable.

‘Incipient spin’ refers to a transient flight condition in the post-stall regime where an initial, uncommanded roll in excess of 45° has resulted from yaw asymmetry during a stall and which, if recovery action is not taken, will lead rapidly to a developing spin. Prompt recovery during this incipient spin stage will normally result in an overall heading change, from pre-stall conditions, of not more than 180°.

‘Developing spin’ refers to a flight condition in the post-stall regime where the aeroplane exhibits abnormal, but varying, rates of yaw and roll, together with changing pitch attitude, following an incipient spin but before the establishment of a developed spin. A developing spin follows an unrecovered incipient spin and will usually persist, in the absence of any recovery action, until a developed spin ensues.

‘Developed spin’ refers to a flight condition in the post-stall regime where the aeroplane has achieved approximately constant pitch attitude, yaw rate and roll rate on a descending flight path. In transition from a stall with significant, persistent yaw, with no recovery action, to attaining a developed spin, the aeroplane is likely to have rolled through at least 540°.

‘FSTD training envelope’ refers to the high and moderate confidence regions of the FSTD validation envelope.

DEFINITIONS IN GM3 FCL.010 RELATED TO THE POST-STALL REGIME

The definitions for ‘incipient spin’, developing spin’ and ‘developed spin’ in GM3 FCL.010 relate to the post-stall regime in aeroplanes that might typically be used in the context of the advanced UPRT in accordance with point FCL.745.A. The definitions are not intended for application to commercial air transport operations.

AVAILABLE AND ACCESSIBLE FSTDs

(a)To determine the availability of an FSTD, the following additional criteria should be taken into account. The FSTD should be:

(1)certified by a competent authority within the scope of the Basic Regulation;

(2)approved by the competent authority for use within the scope of the Basic Regulation;

(3)representative of the operator’s or applicant’s aircraft class or type, and serviceable; and

(4)representative of the configuration of the operator’s or applicant’s aircraft.

(b)To determine the accessibility of an FSTD, the following additional criteria should be taken into account. The FSTD should be:

(1)accessible to the instructor or examiner of the applicant;

(2)accessible for use within the scope of the candidate’s/operator’s training and checking activities; and

(3)accessible to allow normal programming and prevent excessive scheduling disruptions within the operator’s crew roster patterns.

(c)‘irrespective of any time considerations’ means that the FSTD may be used at any time during day or night.

(d)If an FSTD is not available or accessible, mitigating measures to ensure the required level of safety should be agreed with the competent authority before testing or checking the applicant in an aircraft.

(a)For the purpose of crediting of a pilot’s prior experience, ‘multi-pilot operation’ can be understood to include State aircraft operations (such as military or search & rescue) where two pilots are required by the applicable national regulations, the relevant operations manual or an equivalent document.

(b)Operations under Annex VII (Part-NCO) to Regulation (EU) No 965/2012 are not under the ‘multi-pilot operation’ category, except for operations at an ATO for the purpose of providing training in multi-pilot operations, in accordance with the training manual of the ATO.