SKILL TEST AND PROFICIENCY CHECK Page 1

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GUIDELINES Issue 12 SEP 2014
FLIGHT CREW TRAINING PROGRAM

The information below is based on the JAR-FCL and French DGAC requirements.

01 - OBJECTIVES

Determine whether, by practical demonstration, the applicant has reached or maintained the required
level of knowledge and skill for the rating.
Improve the standards of instruction and training by feedback of those exercises and procedures,

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which are commonly failed.
Ensure that safety standards are maintained and where possible improved, throughout the aviation
industry by requiring the application of good judgment, discipline and the application of appropriate
behaviors and task sharing.

02 - REQUISITES

The skill test/proficiency check shall be performed in a multi-crew environment. If there is only one pilot to
be checked another pilot may function as second pilot.

Skill Test

The skill test for the type rating shall be carried out when all the training elements have been satisfactorily
completed. The SFI/TRI will have signed the relevant boxes of the JAR-FCL form 1.240 - if applicable for
the candidate - once a satisfactory standard has been achieved. The test will be conducted by a TRE who
has not been involved in the training.
Each applicable item in the appropriate skill test shall be satisfactorily completed within the six months
immediately preceding the date of receipt of the application for the rating.
For the AIRBUS TRTO, verify that the FFS phase section is properly completed by the SFI on the back
cover of the applicants folder

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Proficiency Check

The examiner must ensure that the applicant has completed at least 10 route sectors as pilot of the
relevant type or class of airplane, or one route sector with an examiner during the period of validity of the
rating. This route sector may be performed in the simulator during the test. (For the AIRBUS TRTO, the
recurrent checking scenarios comply with this requirement).
The training column of the JAR-FCL form 1.240 can be ignored.

03 - SCENARIOS

The skill test/proficiency check consists of a LOFT part followed by additional exercises.
The LOFT part is intended to simulate a commercial public transport flight. The LOFT will be flown in IMC
for departure and arrival. The applicant must be assessed as PF and PNF.
All items marked M on the JAR-FCL form 1.240 must be completed. For proficiency checks, the items
marked M Skill test only can be ignored.
Scenarios must be approved by the relevant authority.
For the Airbus TRTO, scenarios and flight documentation are available on the Intranet.

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04 - BRIEFING

The TRE shall brief the applicants. Briefing normally starts 1 hour before the session and lasts for about
15 minutes. Simplified flight documentation - CFP, weather, airport and airway charts - will be provided to
the applicants.

The briefing should cover:

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- How the session will be conducted

- Roles of PF, PNF and Examiner
- Brief review of the sequence of events
- Time for the applicants to ask any question they may have.

See appendix 3 for an example of briefing.

After the briefing, leave the crew to study the flight documentation and to compute performance data.
Allow time for a break of about 10 minutes before the session starts.

05 - CONDUCT OF THE SKILL TEST / PROFICIENCY CHECK

Start on time. Verify the technical status of the simulator; do not accept any defect that could affect the
performance of the applicants.
Entering the simulator, make sure the cockpit panels are set for a transit cockpit preparation.
Strictly follow the approved scenario.

If an item/maneuver to be checked is not satisfactory - see appendixes 1&2 for minimum standards -
apply one of the following options:

- Allow a second attempt.

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It is in the authority of the examiner to decide - according to the sequence of the program and the
situation - whether he allows this second attempt immediately or only after having completed the
1
program. Retraining of the item before the second attempt is allowed. Clearly inform the applicant
when the item is being trained and when the second attempt is being assessed.
A maximum of 5 items can be attempted twice. Failure in more than five items at the first attempt or
failure of any item at the second attempt implies that the test/check must be considered as FAILED.

- Stop the test/check.

The examiner may stop at any stage if it is considered that the applicants competency requires
further training and a complete retest or recheck. The test/check must be considered as
FAILED. The remaining time in the simulator may be used for remedial training.

Finish on time.
If the test/check is not completed in the allocated time or the test/check is interrupted for valid reasons,
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consider the PARTIAL PASS option.

1
The restriction imposed to the examiner not to take part in training does not apply to retraining
2
Applicable if:
- 5 items or less are not satisfactory at first attempt AND second attempt not completed AND no remedial required, or / and
- Any number of items not attempted at all due to insufficient time or session interrupted for valid reasons.
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06 - ASSESSMENT AND DEBRIEFING

Allow time for a short break after the simulator but before the debriefing. An applicant who presented
himself for a check cannot declare himself unfit after the check. The debriefing should normally last for no
more than 30 minutes.
The examiner should conduct a fair and unbiased debriefing of the applicant based on identifiable factual
items. The aim is to achieve a balance between friendliness and firmness.

The examiner should not start the debriefing by asking the applicant any questions unless they

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directly affect the result.

State overall result

PASS

- If the result is a pass then use facilitative techniques to get the crew to analyze why the flight
went so well, in order to promote positive procedures or to analyze any areas of improvement.

FAIL

- Debrief reasons for failure in order of severity with short, clear, factual statements not open to
dispute - do not discuss any minor criticisms at this stage.
- State retraining /retest requirements. Further training may be required after a failed test/check.
Failure to achieve a valid pass in all items over two attempts shall require further training as
determined by the examiner. There is no theoretical limit to the number of skill tests/proficiency
checks that may be attempted.
- State effect on privileges (only for Proficiency check)
- Comment on the whole flight, good and bad. Use this as an opportunity for training input.
Include analysis of trends and CRM assessment. Facilitative techniques are positively

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encouraged in this area of the debriefing.

2
PARTIAL PASS

- Debrief PASSED and FAILED items - if any - as explained above.

07 - PAPERWORK

PASS

- Fill in the JAR-FCL form 1.240 - or national equivalent as PASSED.

For the AIRBUS TRTO, use the JAR-FCL references provided with the scenario
- For Skill Test, Section 6 is not normally completed.
- For Proficiency Check, if the check is performed within the 3 months preceding the expiry date of the
rating then the applicable documents may be filled in with an extension of validity of one year from the
old expiry date. Examiners are reminded that, whilst other JAR-FCL compliant states will accept tests
and checks carried out by examiners of other authorities, they may not allow National (JAA) licenses
to be signed by them. The examiner should confirm with the applicable National Authority the
appropriate administrative requirements.

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PARTIAL PASS.

- JAR-FCL form 1.240 - or national equivalent - will not be completed (the test/check is neither PASS
nor FAIL)
- If the same examiner is available to conduct the continuation session:
The examiner will build a scenario that comprises the items not yet satisfactorily tested/ checked. The
continuation session may include retraining if necessary.
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- If the same examiner is not available:

Another examiner is to be scheduled and the applicants will have to be tested/checked on the full
scenario again (requirement of the French DGAC).

FAIL

- Fill in the JAR-FCL form 1.240 - or national equivalent as FAILED.

Additionally, for the AIRBUS TRTO, fill in:

The grade sheet

The applicants folder back page
If the test is failed, the Progress Incident Report and the request for remedial.
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Appendix 1 - FLIGHT TEST TOLERANCE

The applicant shall demonstrate the ability to:

(a) Operate the airplane within its limitations;

(b) Complete all maneuvers with smoothness and accuracy;
(c) Exercise good judgment and airmanship;

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(d) Apply aeronautical knowledge;
(e) Maintain control of the airplane at all times in such a manner that the successful outcome of a
procedure or maneuver is never in doubt;
(f) Understand and apply crew co-ordination and incapacitation procedures, if applicable ; and
(g) Communicate effectively with the other crewmembers, if applicable.

The following limits are for general guidance. The examiner shall make allowance for turbulent conditions and
the handling qualities and performance of the type of airplane used.

Height

- Generally +/- 100 feet

- Starting a go-around at decision height/ Minimum descent height/ altitude: + 50 feet/-0 feet
- Minimum descent height/ altitude + 50 feet/-0 feet

Tracking

- On radio aids +/- 5

- Precision approach half scale deflection, azimuth and glide path

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Heading

- All engines operating +/- 5

- With simulated engine failure +/- 10

Speed

- All engines operating +/- 5 knots

- With simulated engine failure +10 knots/ -5 knots

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Appendix 2 - DETAILED TESTING STANDARD

Item 1.4 - Use of Check List, Radio and Navigation Equipment Check

Checks and cockpit procedures shall be carried out in compliance with the authorized checklist for the airplane
used in the test. Performance data for take-off, approach and landing shall be calculated by the applicant in
compliance with the data provided, either using paper tabulated performance or LPC. Decision altitude and
minimum descent altitude and missed approach point shall be determined by the applicant.
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Item 1.6 - Pre-Flight Checks

Completes any pre-departure checks. Obtains a clearance.

Item 2.5 - Take-Off with Engine Failures

The engine failure may be combined with the departure (see 3.9.1). Remember that you are acting as ATC and
therefore you would not know that the crew has suffered an engine failure unless they give out a PANPAN /
MAYDAY. It is up to the crew to liaise with you. It is solely the crews responsibility to reduce airspeed, ask to
hold, or extend the final, should they wish more time to carry out the check lists etc. A question often asked is
how much swing is acceptable on an engine failure. There are no published tolerances. The examiner should
use his judgment about momentary swings contained and corrected, versus prolonged significant lateral
trajectory excursions.

Item 2.5.4 - Rejected Take-Off

The rejected take-off should be taken to its full conclusion. E.g. would the aircraft taxi onto stand ?
Was brake cooling, evacuation or a further take-off considered ? Etc.
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Item 3.4.10 & 3.6.9 EGPWS/TCAS

TCAS RAs should be given with as much realism as possible, perhaps with a missed frequency change. The
Airbus procedure must be followed in full, with FDs selected off as necessary and the command followed
rapidly and accurately without unnecessary altitude gain or loss.

Item 3.9.1 - Departure and Arrival Procedures

This may be combined with an abnormal or emergency procedure.

Full use of automation is permitted. Some interpretation of departure and/or arrival plates should be included. As
much as possible, use published SIDs - avoid radar vectors departures.

Climb/descent transitions between flight levels and altitudes using correct altimeter-setting procedures.
Flight management is demonstrated with fuel and system checks, including anti-ice procedures when
necessary.

The applicant should comply with arrival and joining procedures.

If the arrival procedure contains a hold, this can be assessed.

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Item 3.9.3.1 - Precision Approach flown manually without Flight Director

A/THR may be used.

Item 3.9.3.4 - Manual Precision Approach with one engine inoperative

The approach is flown manually with one engine inoperative down to the published minimum. A/THR and FDs
may be used

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Item 3.9.4 - Non Precision Approach

The NPA should be flown with the autopilot.

Item 4.3 - Go-around from Instrument Approach

The instrument approach is flown with one engine inoperative. Complete a safe go-around from the published
minimum. The one engine inoperative go-around must be flown manually for long enough to enable the
applicants competence to be assessed.

Item 5.5 - Landing with one Engine inoperative

The landing must be carried out manually. Directional control must be maintained and brakes and other
retardation devices used to achieve a safe roll out and deceleration.
The applicant must complete a safe landing from a stable approach on the required glide path.

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Appendix 3 - SUGGESTED BRIEFING

- The skill test comprises 2 main parts. It starts as a line oriented flight in which some specific events
have been inserted. Follow the departure clearance and deal with any problems or emergencies as
they occur using the procedures and techniques learnt during the training course. Take all
appropriate decisions.

- You should use Airbus standard procedures or your own company procedures if approved by the
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relevant authorities - In Airbus TRTO see airline specifics.

- You are responsible for liaison with ATC, safe operation and navigation of the aircraft.

- Make sure that you correctly understand ATC instructions.

- The second part comprises the remaining items in order to meet the Authorities requirements. It will
be necessary for me to initialize the simulator in order to carry out the exercises. I will keep you
advised when I have control of the simulator and when I return control to you.

- Mandatory Items to be covered are:

Preflight checks; Use of checklists; EF between V1 and V2; RTO; SID STAR; ILS manual raw data;
OEI ILS; NPA to MDA; OEI GA; Landing with critical engine inoperative; 3 abnormal system
problems; 3 abnormal and emergency procedures

- You may communicate to each other in your mother language to facilitate procedures, but keep me
informed about what you are doing and remember you must speak English to ATC.

- Treat this session as if it was a normal commercial flight. Do not waste time but do not allow
yourselves to be rushed. You must tell ATC what you require.

- Make good use of the published documentation for en-route and terminal areas. Set and observe the
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appropriate minima.

- Make full use of the aircraft equipment and all resources at your disposal including the automation.
However for the purpose of the skill test I will indicate during the second part, which level of
automation you are authorized to use for instance it is required you demonstrate your ability to fly
manually one engine out approach.

- Remember the importance of task sharing and good crew coordination. You are assessed as PF and
PNF.

- Use headsets. Consider me as ATC, ground engineer and cabin crew.

- The weather or aircraft parameters might vary for some sequences. I will advise you of the changes.
- For departure, use the data given on the provided forms.

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