Training Manual

ATO
TRAINING MANUAL
EMB 135/145 TYPE RATING COURSE
EMB 135/145 TYPE RATING INSTRUCTOR COURSE
AlpAvia d.o.o.
Leskoškova 9e
1000 Ljubljana
REVISION 4
Approval Reference: SI.ATO.038

REVISION: DATE:
TABLE OF CONTENTS
04 01.12.2022
TABLE OF CONTENTS
0 GENERAL 5
0.1 INTRODUCTION 5
0.2 SYSTEM OF AMENDEMENT AND REVISION 6
1 EMB 135/145 TYPE RATING COURSE 10

1.1 THE AIM OF THE COURSE 10
1.2 PRE-ENTRY REQUIREMENTS 10
1.3 CREDITS FOR PREVIOUS EXPERIENCE 11
1.4 TRAINING DOCUMENTATION 11
1.5 COURSE ORGANISATION 12
1.6 TRAINING DEVICE TIME SHARING PER PHASE 14
1.7 DAILY TRAINING PLAN (EXAMPLE) 15
1.8 STRUCTURE OF THEORETICAL KNOWLEDGE COURSE 16
1.9 LOFT PHASE 19
1.10 PBN 21
1.11 UPRT 22
1.12 GO-AROUND EXERCISES 25
1.13 SKILL TEST PHASE 27
1.14 LANDING (FLIGHT) TRAINING 27
2 LANDING (FLIGHT) TRAINING 28

2.1 GENERAL 28
2.2 TRAINING OBJECTIVE 28
2.5 TRAINING PLAN 29
2.6 CARRIAGE OF PASSENGERS 30
2.7 CONDUCT OF LANDING TRAINING / TRAINING FLIGHTS 30
2.8 DOCUMENTATION 32
2.9 ZFTT SESSION (NOT APPROVED) 33
3 TRI COURSE 34
3.5 AREA OF SPECIAL EMPHASIS (TASE) AND MORE DEMANDING AEROPLANE SYSTEMS 36
3.7 TRAINING DEVICE TIME SHARING PER PHASE 40
3.8 DAILY TRAINING PLAN 41
NOTE: ASSESSMENT OF COMPETENCE CAN BE COMPLETED BEFORE SPECIFIC TRAINING ON A/C 41
3.9 INSTRUCTURE OF THEORETICAL KNOWLEDGE COURSE 42
3.10 FLIGHT TRAINING PHASE 42
4 TYPE RATING RENEWAL TRAINING 43
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4.6 TRAINING DEVICE TIME SHARING PHASE 45
5 TRI REVALIDATION AND RENEWAL 47

5.1 REFRESHER TRAINING FOR REVALIDATION - SEMINAR 47
5.2 REFRESHER TRAINING FOR RENEWAL 47
6 DIFFERENCE TRAINING 49
6.2 TRI REQUIREMENTS 49
7 SPECIAL AIRPORT TRAINING 53

7.2 TRI REQUIREMENTS 53
8 EITHER SEAT QUALIFICATION TRAINING 56

9 LVO/CAT II TRAINING 57
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9.9 FLIGHT (FFS) TRAINING PHASE 59
9.10 EMB 135/145 INITIAL CAT II COURSE RECORDS 60
10 RECURRENT TRAINING PROGRAMME 61

10.9 FLIGHT (FFS) TRAINING PHASE 64
11 PROGRESS CHECK GUIDELINES 71

11.1 OBJECTIVES 71
11.2 PROGRESS TEST 71
12 FORMS AND RECORDS 73

12.1 THEORETICAL KNOWLEDGE INSTRUCTION RECORD 73
12.2 FBS AND FFS RECORD 74
12.3 PROGRESS TEST RECORD 76
12.4 PROGRESS INCIDENT REPORT 77
12.5 ADDITIONAL TRAINING SESSIONS 79
12.6 LANDING (FLIGHT) TRAINING RECORDS 80
12.7 TRI COURSE RECORDS 82
12.8 FCL SKILL TEST FORMS 90
12.9 EMB 135/145 REFRESHER COURSE RECORDS 91
12.10 EMB135/145 DIFFERENCE TRAINING RECORD 92
12.11 SPECIAL AIRPORT TRAINING – LFLB 93
12.12 SPECIAL AIRPORT TRAINING – LOWI 94
12.13 ESQ QUALIFICATION TRAINING 95
13 APPENDIXES 96
13.1 APP I - EMB 135/145 TYPE RATING RECORD OF TRAINING 96
13.2 APP II - AMC1 – SUPLEMENT 9 CROSSREFERENCE 130
13.3 APP III – PILOT COMPETENCIES/CRM GUIDELINES 134
13.4 APP IV - EMB 135/145 TRI LESSON PLAN 144
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0 GENERAL
0.1 INTRODUCTION
This Training Manual complies with the requirements based on EASA-FCL and OSD EMB135/145
revision D 26 October 2018. The Training Manual is the support documentation for the instructors only.
For detailed references see OM – list of references.
The extract of Training Manual dedicated to trainees is called “Trainee’s booklet”, it contains the training
session preparation and syllabi, with the relevant support documents and forms and records to record
the progress of training.
Philosophy of The Courses
The courses are based on the following three principles:

• Systematic approach to instruction.
• Learning by doing.
• Training to proficiency.
Systematic Approach to Instruction
The task of training must be considered as a whole and an instruction system must be defined to achieve
the training objectives. These objectives are determined by a task analysis. Methods and means
necessary to implement the instruction system are chosen for their qualities and adaptability to the
objectives.
Learning by Doing
Practical systems training is progressively introduced with the implementation of the standard operating
procedures, crew concept and task sharing.
Training to Proficiency
At the end of the training program, each crew must be capable of carrying out his tasks safely and
efficiently, in accordance with the training objectives. Therefore, it is not possible to permit a trainee to
move up from one phase to the next until he has acquired the skills necessary to complete the objectives.
Note: Crew resource management and TEM is fully integrated in the courses.
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0.2 SYSTEM OF AMENDEMENT AND REVISION

Responsibility for The Issuance and Insertion of Amendments and Revisions
Responsible for the issue of this Training Manual and its revisions, that have to be approved by the Civil
Aviation Agency, is the Head of Training.
The free access to the content of this Training Manual must be ensured to each staff member. It is the
intention that each staff member has his own personnel revised copy.
Record of Amendments and Revisions
List Of Revisions
The holder of this Training Manual shall verify that all pages mentioned on the amendment have been
received and inserted.
Amendment/Revision
Date of Issue Date Filed Initials
N°
0 01 JAN 2019 01 JAN 2019 A.O.
1 01 SEP 2019 01 SEP 2019 A.O.
2 15 JAN 2020 15 JAN 2020 A.O.
3 10 DEC 2020 10 DEC 2020 A.O.
4 01 DEC 2022 01 DEC 2022 A.O.
5
6
7
8
9
10
Handwritten Revisions and Amendments
Insertion of previously non approved hand written changes is not permitted, except the safety related
issues that require immediate action.
Annotation of Pages and Their Effective Dates
Each page contains a header, a footer and document text. The header contains the title of the training
course page number and the date and number of the revision.
Page numbering is continuous starting with the table of contents on page number 1. The footer contains
the name of the manual.
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List of Effective Pages
Page # Rev # Eff. Date Page # Rev # Eff. Date

TABLE OF CONTENTS CHAPTER 3
2 4 01-Dec-22 34 3 10-Dec-20
3 4 01-Dec-22 35 3 10-Dec-20
4 4 01-Dec-22 36 3 10-Dec-20
37 3 10-Dec-20
38 4 01-Dec-22
CHAPTER 0 39 3 10-Dec-20
5 3 15-Jan-20 40 4 01-Dec-22
6 4 01-Dec-22 41 4 01-Dec-22
7 4 01-Dec-22 42 3 09-Dec-20
8 4 01-Dec-22
9 1 02-Sep-19 CHAPTER 4
42 2 01-Jan-19
43 2 01-Jan-19
CHAPTER 1 44 0 01-Jan-19
10 4 01-Dec-22 45 0 01-Jan-19
11 2 15-Jan-20 46 0 01-Jan-19
12 2 15-Jan-20 CHAPTER 5
13 2 15-Jan-20 47 3 10-Dec-20
14 0 01-Jan-19 48 3 11-Dec-20
15 0 01-Jan-19
16 0 01-Jan-19
18 0 01-Jan-19 49 1 01-Sep-19
19 0 01-Jan-19 50 1 01-Sep-19
20 0 01-Jan-19 51 1 01-Sep-19
21 0 01-Jan-19 52 1 01-Sep-19
22 0 01-Jan-19
23 0 01-Jan-19
25 2 15-Jan-20 53 1 01-Sep-19
26 2 15-Jan-20 54 1 01-Sep-19
27 3 10-Dec-20 55 1 01-Sep-19
CHAPTER 2
29 2 15-Jan-20 56 2 15-Jan-20
30 0 01-Jan-19
31 0 01-Jan-19 CHAPTER
9
32 0 01-Jan-19 57 4 01-Dec-22
33 0 01-Jan-19 58 4 01-Dec-22
59 4 01-Dec-22
60 4 01-Dec-22
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CHAPTER 10 CHAPTER 10
61 4 01-Dec-22 APP I 4 01-Dec-22
62 4 01-Dec-22 APP II 2 15-Jan-20
63 4 01-Dec-22 APP III 3 10-Dec-20
64 4 01-Dec-22 APP IV 4 01-Dec-22
CHAPTER 11
71 4 01-Dec-22
CHAPTER 12
72 2 15-Jan-20
73 2 15-Jan-20
74 0 01-Jan-19
75 0 01-Jan-19
76 0 01-Jan-19
77 0 01-Jan-19
78 0 01-Jan-19
79 2 15-Jan-20
80 4 01-Dec-22
81 0 01-Jan-19
82 3 10-Dec-20
83 3 10-Dec-20
84 4 01-Dec-22
85 0 01-Jan-19
86 0 01-Jan-19
87 0 01-Jan-19
88 0 01-Jan-19
89 0 01-Jan-19
90 0 01-Jan-19
91 0 01-Jan-19
92 1 01-Sep-19
93 1 01-Sep-19
94 1 01-Sep-19
95 1 01-Sep-19
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Annotation of Changes
Changes with respect to the last revision will be marked by a vertical line at the page margin.
Temporary Revisions
Temporary revisions, printed on yellow paper, may be issued to effect changes for a time period not
exceeding 6 months.
Description of The Distribution System for The Manual, Amendments and Revisions
New Training Manuals are handed to the respective person by the Head of Training. Amendments and
revisions will be distributed by the Head of Training either by e-mail, mail or personally.
Distribution List
Refer to Operations Manual paragraph 0.2.9 DISTRIBUTION LIST.
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EMB 135/145 TYPE RATING
04 01.12.2022
1 EMB 135/145 TYPE RATING COURSE
1.1 THE AIM OF THE COURSE

The aim of the EMB 135/145 Standard Type Rating Course is to train cockpit crews to:
• Operate the aeroplane within its limitations.
• Complete all manoeuvres smoothly and accurately.
• Exercise good judgement and airmanship.
• Apply aeronautical knowledge.
• Maintain control of the aeroplane at all times in such a manner that the successful outcome of a
procedure or manoeuvre is never in doubt.
• Understand and apply crew co-ordination and incapacitation procedures, if applicable.
• Communicate effectively with the other crew members, if applicable.
Completion of the syllabus in this Training Manual ensures compliance with Part-FCL. Training
exercises are addressed in a systematic order and repeated where needed. Instrument approaches will
be exercised down to CAT I (or CAT II if req.) minimums including 4 PBN approaches.
MCC training is not part of the EMB 135/145 Standard Type Rating Course.
1.2 PRE-ENTRY REQUIREMENTS

All trainees wishing to obtain a Part-FCL compliant type rating shall meet the pre-entry requirements as
specified below. The Head of Training checks whether the below pre-entry requirements are met.
Pre-Entry Requirements for issue of first type rating course:
• Have passed the ATPL theoretical knowledge examinations in accordance with Part-FCL.
• hold or have held a multi-engine IR(A)
• MCC certificate (Note 1).
• English level 4
• Flight time: - 70 hours as Pilot In Command on aeroplanes.
• have completed the training course specified in FCL.745.A. unless they comply with
any of the following:
- they completed, within the preceding 3 years, the training and checking in accordance
with points ORO.FC.220 and ORO.FC.230 of Annex III (Part-ORO) to Regulation (EU) No
965/2012;
- they have completed the training specified in point FCL.915(e)(1)(ii).
Note 1: Trainees shall:

• Hold a certificate of satisfactory completion of an MCC course in aeroplanes, or
• Hold a certificate of satisfactory completion of MCC in helicopters and have more than 100 hours of
flight experience as a pilot on multi-pilot helicopters, or
• Have at least 500 hours as a pilot on multi-pilot helicopters, or
• Have at least 500 hours as a pilot in multi-pilot operations on single-pilot multi-engine aeroplanes,
in commercial air transport in accordance with the applicable air operations requirements.
Pre-Entry Requirements for candidates who hold or has held TR(MPA) for another type:
• English level 4
ZFTT Pre-Entry Requirements (NOT APPROVED)
A pilot undertaking instruction at a ZFTT course shall have completed, on a multi-pilot turbo-jet
aeroplane certificated to the standards of CS-25 or equivalent airworthiness code or on a multi-pilot
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turbo-prop aeroplane having a maximum certified take off mass of not less that 10 tonnes or a certified
passenger seating configuration of more than 19 passengers, at least:
• if a FFS qualified to level CG, C or interim C is used guring the course, 1500 hrs flight time or 250
route sectors.
• if a FFS qualified to level DG or D is used guring the course, 500 hrs flight time or 100 route sectors.
1.3 CREDITS FOR PREVIOUS EXPERIENCE

Not applicable for Initial TR on EMB135/145.
1.4 TRAINING DOCUMENTATION

The following documentation is given to trainees and will be used throughout the course.
Training Documentation Content

Trainee's Booklet (extract of Training Manual) Relevant crew course
Aircraft Operating Manual (AOM) and Aircraft
Relavant parts
Flight Manual (AFM)
QRH Procedures QRH checklist
Action Flows PF and PNF action flows if applicable
Jeppesen Charts Relavant Airports
CBT - AvSOFT Systems training
EMB SOP or other AOC SOP (as req) Standar operating procedures
AUPRTA REV 03 UPRT content
A practical guide for improving Flight Path
FSF
Monitoring
Trainee's Booklet
The Trainee’s booklet contains the training session preparation and syllabi, with the relevant support
documents and forms and records to record the progress of training. This volume will be a general guide
for trainee’s activities during the course and is useful from day one.
Aircraft Operating Manual (AOM)
Description Of The Aircraft Systems
This volume will be of use in the ground course phase (in classroom and self-study) to reinforce and
complement the classroom lessons. Once the ground course phase is successfully completed and upon
completion of training, AOM will become the prime source of information on aircraft systems.
Performance Information And Loading Data

This volume is of use during the performance course, and during Line Oriented Flight Training (LOFT)
exercises.
Operating Limitations, Procedures, Techniques And Supplementary Performance
The limitations will be introduced during the ground course phase. Standard Operating Procedures
(SOPs) will be introduced FBS 1 session onwards.
Flight Management System (FMS) Pilot’s Guide
FMS principles and procedures will be introduced during the ground course and from FBS 1 session
onwards. This volume provides in depth information about the FMS principles, procedures and interface.
As the course progresses, an increasing knowledge of the FMS is required and the volume will become
more useful.
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Quick Reference Handbook (QRH) procedures
Most emergency and abnormal procedures are presented electronically to the crew on the flight deck
on EICAS. EICAS and other procedures are included in QRH checklists. The QRH checklists are
required for the FBS and FFS sessions.
In flight performance, operational data and OEBs are also included.
PBN
PBN principles and procedures will be introduced during the ground course and from FBS 1 session
onwards. This volume provides in depth information about the PBN principles, procedures and interface.
As the course progresses, an increasing knowledge of the PBN is required and the volume will become
more useful.
1.5 COURSE ORGANISATION

The instruction concept utilised by the AlpAvia ATO uses a program divided into phases.
CBT Self-Study Phase
This phase of training enables the trainee to study the aircraft systems at home and at his own pace,
supported by a qualified instructor. The CBT is provided by Avsoft and delivered through a web-based
platform. It contains 24 aircraft systems modules and exams which is approximately 43 hours of
instruction. Trainees are given 10 days to complete the CBT. The CBT incorporates system knowledge
exams and trainee-instructor communication from within the course (via Skype or other means) and
therefore complies with AMC1 ORA.ATO.300. An instructor is available for support during all CBT
lessons. Trainee shall complete all modules including system progress test before starting Classroom
studies.
Classroom studies
Theoretical Knowledge instructions consist of instructor led aircraft systems course, instructor led aircraft
performance course and systems and performance test. Total time dedicated to this phase of training is
28 hours (total duration is 5 days OR 6 days if required).
The theory examination is a supervised, closed book written test containing 100 multiple choice
questions distributed appropriately across the main subjects of the syllabus. The pass mark is 75% in
each of the main subjects. The duration of the examination is 4 hours, including review.
An additional classroom training is required based on HT evaluation in case of:

• Applicant has failed to attempt at least one theoretical examination within the period of 18 month
• Applicant failed to pass one of the theoretical examination within four attempts or has failed to
pass all exams within either six sittings in the period of 18 months
Note: Progress to the flight simulator training is only granted provided theoretical knowledge instruction
has been successfully completed.
Fixed Base Simulator (FBS) And Full Flight Simulator (FFS) Training
The FBS and FFS is divided into 3 phases: handling phase, LOFT phase, and skill test phase. Eight
standalone days are dedicated to FBS and FFS training. The total time dedicated to FBS and FFS
training is 32 hours of simulator training (16 hours as PNF and 16 hours as PF) plus 4 hours of exam
flight (2 hors per pilot).
Note: Exercises dedicated to FBS sessions can also be performed on FFS, aeroplane or applicable
cockpit poster.
Handling Phase
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The FBS training allows the trainee to learn the normal and abnormal operations using task sharing and
crew coordination.
The FFS is mostly dedicated to aircraft handling in normal and abnormal operations. All exercises are
completed in a realistic environment allowing the crew to practice Standard Operating Procedures
previously learned. TRI/SFI run all sessions.
LOFT Phase
A LOFT session is defined to summarize all the exercises learned throughout the course and to give the
trainee experience in operating the aircraft in real time scenarii.
Skill Test Phase
According to the Part-FCL recommendations, the skill test syllabi have been designed in a commercial
air transport environment.
They consist of:
• First part: a real time sector with some specific events.
• Second part: additional part to deal with the remaining items to be performed by the trainee in
order to fully satisfy the Part-FCL requirements.
Landing (flight) Training Phase
Landing training will be done on one of aircraft listed in Alpavia aircraft list.
Aircraft landing training (flight):

• For trainees with more than 500 hours MP experience in aeroplanes of similar size and performance,
these should include at least 4 landings of which at least one should be a full stop landing.
• In all other cases the trainee should complete at least 6 landings.
Instructor Briefing
Within a reasonable time prior to conducting the FBS or FFS session, the instructor will brief the trainees.
The briefing duration is given in the table below:
Briefing/Debriefing Duration Per Session

Phase Briefing Debriefing
Handling FBS or FFS 01:00
00:30 or at instructor's
LOFT FFS 01:00
discretion
Skill Test FFS 01:00
Criteria for Proficiency
Evaluation During Theoretical Knowledge Instruction Phase
On completion of this phase, a written multiple choice examination will be completed. The minimum
level required, to be declared proficient, is 75%.
In case of unsatisfactory examination corrective action in additional classroom lectures will be
determined by the instructor in coordination with the Head of Training. The trainee will then undertake
the examination again.
FBS and FFS Notations

Refer to Training Manual, paragraph F FORMS AND RECORDS.
Progress testing:
Each candidate is evaluated during every segment of training, nevertheless progress check needs to
be done on FFS session 3, 6 and 7.
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1.6 TRAINING DEVICE TIME SHARING PER PHASE
Total working days: 18 days (excluding CBT self-study at home)
Training Device/Phase Time

A. CBT Self-Study Phase 10 days
CBT: Aircraft systems 43:15
Total: 43:15
B. Theoretical Knowledge Instructions Phase 5 days or 6 days
Instructor led aircraft systems course 36:30/43:30
Systems exam & debriefing 04:00
Total: 40:30/47:30
C. Handling Phase 7 days
Briefings & debriefings 10:00
GFS or FSB sessions 3 x 4 hours 12:00
FFS sessions: 7 x 4 hours 28:00
D. LOFT Phase 1 day
Briefing & debriefing 02:00
FFS session: 1 x 4 hours 04:00
E. Skill Test Phase 1 day
Briefing & debriefing 02:00
FFS session: 1 x 4 hours 04:00
Total FBS+FFS (C+D+E): 36:00
F. Landing Training Phase (Contracted with EU-OPS
1 day
Operator)
Walk around 01:00
Aircraft flight or FFS
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1.7 DAILY TRAINING PLAN (Example)
CBT Phase Day 1 Day 2 Day 3 Day 4
CBT: Aircraft Welcome briefing

systems, (00:20) Aircraft systems
Aircraft systems Aircraft systems
self-study (07:45)
(07:00) (08:00)
(43:15) Aircraft systems
(10 days) (07:25)
Day 5 Day 6 Day 7 Day 8 Day 9

Systems Exam
(01:00)
Aircraft systems Performance
GFS or FBS 1 GFS or FBS 2
(7:00) for Exam Day Off
(04:00) (04:00)
Inexperienced FC (01:00)
Normal and QRH
proc (6:00)
GFS or FBS 3 FFS 1 FFS 2 FFS 3 FFS 4

(04:00) (4:00) (4:00) (4:00) (4:00)
FFS 8
FFS 5 FFS 6 FFS 7
Day Off (LOFT)
(4:00) (4:00) (4:00)
(4:00)
Landing training
Walk around
(01:00)
FFS Skill test
(4:00) Aircraft flight
Above schematic overview can be changed for operational reasons.
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1.8 STRUCTURE OF THEORETICAL KNOWLEDGE COURSE

CBT Self-Study Phase
The modules presented in the table below are to be studied during the 10 days of CBT self-study phase.
Each module contains sub-chapters as:
• System presentation(s).
• Controls and indications.
• Exam.
as well as for some of them:
• Operation(s).
• Failure case.
CBT Module Time

Aircraft general 01:48
Exterior Lightning 00:31
Interior Lightning 00:55
EICAS 01:43
Electrical 02:47
Emergency Equipment 00:38
Fire Protection 01:13
Fuel 01:49
APU 01:27
Engines 04:05
Hydraulics 00:53
Landing gear 01:15
Brakes 00:44
Nose wheel steering 00:22
Flight controls 02:38
Pneumatics 01:18
Air conditioning 01:28
Pressurization 01:32
Ice and rain protection 01:59
Oxygen 01:19
Flight instruments 02:38
Communications 01:42
Navigation 05:11
Autoflight 03:09
Total: 43:15
Exams 03:00
Total With Exams: 46:15
Note: There is no time reference for CBT self-study since the goal is to complete all CBT modules before
day 1 of the training.
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Theoretical Knowledge Instruction Phase
The modules presented in the table below are presented to trainees during the instructor led aircraft
system and performance course.
Day 1: Modules Time

Wellcom briefing 00:20
Lightning 00:40
EICAS 01:00
Electrical 02:00
Fire protection 00:30
Fuel 01:00
APU 00:45
Total: 07:45
Day 2: Modules Time
Engines 01:30
Hydraulics 01:30
Landing Gear 00:30
Brakes and Nose wheel steering 00:15
Pneumatics 01:00
Total: 07:45
Day 3: Modules Time
Ice and Rain Protection 01:00
Oxygen 00:45
Flight Instruments 02:00
Communication 00:45
Navigation 01:00
Autoflight 01:30
Total: 07:00
Day 4: Modules Time
Mass and Balance 01:00
MEL 00:30
Limitations 01:00
Flight Planning / Performance 01:30
UPRT (classroom or CBT) 01:00
PBN (classroom or CBT) 01:00
Incident and acident review (CFIT, Runway incursions and
02:00
excursions, lost of control in flight, Type related occurences)
Total: 08:00
Day 5: Modules Time
Theoretical knowledge exam and review See below
Normal and QRH Procedures including CRM and TEM 06:00
Total: 06:00
Day 6: Modules (Inexperienced Cremembers) Time
FMS 3:00
EFIS selections and displays 1:00
Automated Flight Guidance and Control 1:00
TAWS 1:00
TCAS 1:00
Total: 7:00
Total Day 1+2+3+4+5: 36:30
Total Day 1+2+3+4+5+6: 43:30
Theoretical knowledge exam 02:00
Review: 02:00
Total: 04:00
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Note 1: Progress to the flight simulator training is only granted provided theoretical knowledge
instruction has been successfully completed.
Note 2:
The following items must receive special emphasis during theoretical and flight training in initial type
rating training for the Embraer EMB-135/145:
• Primary Flight Display (PFD), Multi-Function Display (MFD) including the use of the reversionary
modes, and Engine Indication and Crew Alerting System (EICAS): Pilots need to be able to
understand the multitude of information presented on these displays. Recognition of
reversionary modes and display failures and appropriate corrective action to be taken shall be
addressed. Furthermore, pilots must be trained in handling cascading EICAS messages. Proper
identification of the primary failure and thus the root cause of the failure conditions needs to be
trained.
• Radio Management System (RMS), including the Radio Management Units (RMU) and Tuning
Backup Control Head: An understanding of all normal functions as well as backup and
emergency functions of these systems is required.
• Automatic Flight Control System (AFCS): The Automatic Flight Control System, including
autopilot and flight director requires a thorough understanding of the different modes of
operation and of the proper selections needed to perform the task at hand. The PFD Mode
Annunciators are crucial tools in both predicting and controlling proper automation and
emphasis shall be put on its use. Standard Operating Procedures help in using the automation
consistently and appropriately during critical flight phases with a high workload.
• Full Authority Digital Electronic Control (FADEC) An operational understanding of the FADEC
and the engine thrust mode selection is required, including the proper selection and use of an
adequate take-off mode.
• System control panels using pushbuttons with integral light bars: Pilots must have an
understanding of the switch position and system configuration for both normal and abnormal
system operation. Pilots should be cognizant of switch normal or non-normal position as it
relates to light bar illumination and not on whether the switch is depressed or released. In
particular during non-normal operations, pilots must use information from switch positions and
synoptic pages to determine system status.
• Bleed Air Thermal Anti-Icing System. A thorough understanding of system operation, limitations
and procedures is needed.
• Fuel system configurations: Due to the increasing variety of fuel system configurations
throughout the EMB-135/145 fleet it is necessary that pilots develop a thorough understanding
of fuel system operations, limitations and normal/non-normal procedures.
• Flight controls: Disconnect mechanism, operation of the pitch and roll mechanical disconnect
feature (aileron and elevator disconnection handle) Recovery from pitch trim / flight controls
(aileron / rudder) runaway; recovery from jammed aileron / elevator / rudder;
• Manual flight with unreliable airspeed condition;
• Flight under electrical emergency condition;
• Flight with anti-icing inoperative in icing conditions;
• Integrated Standby System;
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Handling Phase
Lesson plans provide guidance for trainees and TRIs/SFIs for each handling phase session.
Refer to AlpAvia d.o.o. Standard Operating Procedures – EMB 135/145 Standard type rating course, for
handling phase lesson plans (see Note 2 abbove - chapter 1.7)
Special events training to improve basic crew understanding and confidence regarding
aircraft handling qualities, options and procedures as these relate to design characteristics and
limitations may include the following:
• recovery from unusual attitudes;
• manual flight with minimum use of automation, including flight under degraded levels of
automation;
• handling qualities and procedures during recovery from an upset condition (e.g. wake vortex
encounter, loss of control incident);
• high altitude high and low speed buffet margins and flight characteristics;
• wind shear and appropriate escape maneuvers;
• Controlled Flight Into Terrain (CFIT), TCAS, EGPWS (emphasis on avoidance and escape
maneuvers, altitude awareness, TCAS / EGPWS warnings, situational awareness and crew co-
ordination, as appropriate).
1.9 LOFT PHASE
Day 18: FFS 8 – LOFT
Session Objectives
• Conduct a complete flight in a realistic environment.

• Build up the trainees’ confidence, so that they can safely operate the aircraft in a demanding
environment.
• Learn how to deal with high workload situations by practicing efficient workload management. This
requires good CRM and in particular:
- Strict adherence to SOP's, task sharing and callouts for normal and abnormal conditions.
- Optimal use of automation.
- Anticipation, prioritization.
- Good organization (use of cockpit tables...).
Scenarios
Scenarios should produce a busy environment but should never overload the crew. A high workload
environment can be induced by external factors – difficult airports, mountainous area, poor weather or
by technical failures. The LOFT scenario should not be designed as a captaincy check – emphasis
should rather be placed on practicing QRH procedures and on the management of workload – see
objectives above.
City pairs should be chosen in order to have a flight time of about 40 minutes. Scenarios should include
“simplified” flight documentation consisting of flight plans and summarized weather and notams.
Airports/Airways charts should also be provided. If the trainees are not familiar with the airports used in
the scenario, these charts will be given to the trainees at least one day before the LOFT to give them
time to study the specific airports.
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Briefing
The briefing consists of a quick review of:

• The objectives.
• The way the session will be conducted.
• The proficiency criteria. The instructor should insist that the LOFT is not a check.
• How to deal with abnormal situations. Fly, Navigate, Communicate, Manage.
• The possible ways to manage workload; use of automation, task sharing, buying time by reducing
speed, holding.
• How and when to communicate with ATC, cabin crew, passengers.
• The aspects to consider when assessing different options. Safety, comfort and economy.
To preserve the realism of the session, the content of the scenario should not be explained. The
instructor will provide the flight documentation during the briefing. He will also ensure that the trainees
have the relevant airport/airways charts. After the briefing, the crew will be left to study the
documentation and to take the operational decisions required, fuel load, etc. Allow for a 10 min break
before the start of the session.
The take-off time for the flight is considered to be 30 minutes after the simulator session starts. If the
session is performed with a nonstandard crew of 2 inexperienced FO's, the instructor should provide
some assistance for the preparation of the flight. Departures, arrivals and approach procedures should
also be reviewed in order to reduce the workload in the simulator.
How to conduct the session?
The instructor will create an environment that is as realistic as possible.

• Avoid repositioning, freeze, and speedup.
• Headsets and shoulder harnesses will be used as for a real flight.
• The instructor will normally only interface with the crew as ATC controller, mechanic, purser.
• Take note of the points to be debriefed. However, if a situation is not handled correctly, the instructor
should intervene to avoid cumulative effects with the following events. The crew should not be left
to face an excessive workload.
Simulator time left at the end of the LOFT sectors should be used to repeat unsatisfactory manoeuvres
(TCAS, windshear...) or to practice handling in view of the skill test.
Debriefing
Debriefing is an essential part of the LOFT session.

• Allow a short break before starting the debriefing.
• Start by facilitating a discussion with the trainees.
- Ask oriented questions in order to have the crew to analyse and to find out the root causes of
their difficulties or errors. Especially on some CRM aspects (see Note).
- During facilitation, key points are:
- LISTEN to the trainees, REMAIN OBJECTIVE and NON-JUDGMENTAL.
• Then, announce if objectives are met or not.
• Thereafter, perform a quick chronological review of the events in order to debrief the technical
aspects.
If available, the debriefing station should be used to illustrate the important points of the debriefing.
Inserting events markers during the session will help to avoid playing back uninteresting sequences.
Debriefing should not last more than 30 minutes.
Note: CRM items:

- Communication.
- Leadership and team work.
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- Workload management.
- Situation awareness.
- Problem solving and decision making.
Proficiency Criteria
• The crew must demonstrate its capacity to:

- Operate the aircraft safely and efficiently in a high workload environment – safety should
never be compromised.
- Deal with emergency / abnormal situations.
- Maintain an efficient CRM in difficult situations.
• Each pilot must demonstrate a good knowledge of the following points:
- SOP's.
- Task sharing.
- Callouts.
- Aircraft systems and performances.
- Rules of the air and ATC phraseology.
Since LOFT is the last session before the skill test, the instructor must assess the ability of each
pilot to complete the skill test successfully.
1.10 PBN
PBN is integrated in initial type rating course in accordance with EASA Commission regulation
(EU) 2016/539 and is divided in two parts, theoretical and practical.
Theoretical part
Theoretical part shall include following item and is covered during theoretical part of the course
using CBT or Classroom:
- RNAV systems operating principles;

- System limitations, if applicable, and their impact on the considered PBN operations:
- its certified PBN capacity,
- ARINC 424 path terminator (e.g. : radius to fix segment),
- the various supported features (holding pattern, parallel offset routes, …).
- Verification of the validity of the navigation database;
- How to enter data in the RNAV system and how to cancel it or modify it;
- RNAV system integration in the cockpit:
- connection to the Automatisms if applicable (flight director, autopilot),
- flight mode annunciator,
- interaction with other avionic systems.
- Identification of different navigation sensors (DME, VOR, IRU, GNSS) used by the RNAV
system;
- Information and symbol display;
- Accuracy of course deviation indicator and its management depending on flight phase;
- Procedure for entering a flight plan;
- Procedure for checking the consistency of the selected procedure;
- Flight plan modification, treatment of discontinuities, treatment of changes (runway, arrival,
destination aerodrome, alternate aerodrome…);
- Warning, information or error messages generated by the system;
- Selecting and following a route, anticipating a turn, identification of the main waypoints;
- Management of holding pattern in automated or manual mode;
- ‘Direct To’ function;
- Different RNAV route/procedure interception mode;
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- Treatment by the system of transition from RNAV towards conventional approaches (ILS, VOR…);
- Selecting different RNP APCH: (LNAV, LPV, LNAV/VNAV if applicable) ;
Identification by the RNAV system of PBN procedures (SID RNAV, STAR RNAV, LNAV, LNAV/VNAV,
LPV) and how they are announced.
Practical part
Practical part consists of minimum 4 PBN approaches including 2 approaches with malfunction of
aeroplane RNAV system (RAIM prediction lost, RAIM msg, wrong data,..) followed by a contingency
procedure.
Each PBN approach must be noted in comments part of Trainee booklet.
1.11 UPRT
“Aeroplane upset prevention and recovery training” (UPRT) means training consisting of:
• aeroplane upset prevention training: a combination of theoretical knowledge and flying training
with the aim of providing flight crew with the required competencies to prevent aeroplane upsets;
• aeroplane upset recovery training: a combination of theoretical knowledge and flying training
with the aim of providing flight crew with the required competencies to recover from aeroplane
upsets.’;
Below tables clearly identifies required elements for theoretical and practical training of UPRT.
Theoretical training can be accomplished as classroom study or CBT.
Table 1: Elements and respective components of upset prevention training
FSTD
Elements and components Pre-flight training
briefing
A. Aerodynamics
1. General aerodynamic characteristics •
2. Aeroplane certification and limitations •
3. Aerodynamics (high and low altitudes) • •
4. Aeroplane performance (high and low altitudes) • •
5. Angle of attack (AOA) and stall awareness • •
6. Aeroplane stability • •
7. Stick pusher and stick shaker (as applicable) • •
8. Mach effects (if applicable to the aeroplane type) • •
9. Aeroplane stability • •
10. Control surface fundamentals • •
11. Use of trims • •
12. Icing and contamination effects • •
13. Propeller slipstream (as applicable) • •
B. Causes of and contributing factors to upsets
1. Environmental •
2. Pilot-induced •
3. Mechanical (aeroplane systems) •
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C. Safety review of accidents and incidents relating to aeroplane upsets

1. Safety review of accidents and incidents relating to
aeroplane upsets •
D. g-load awareness and management
1. Positive/negative/increasing/decreasing g-loads • •
2. Lateral g awareness (sideslip) • •
3. g-load management • •
E. Energy management
1. • Kinetic energy vs potential energy vs chemical energy • •
• (power)
F. Flight path management
1. • Relationship between pitch, power and performance • •
•
2. Performance and effects of differing power plants (if
applicable) • •
3. Manual and automation inputs for guidance and control • •
4. Type-specific characteristics • •
5. Management of go-arounds from various stages during
the approach • •
6. Automation management • •
7. Proper use of rudder • •
G. Recognition
1. •
Type-specific examples of physiological, visual and
•
instrument clues during developing and developed • •
2. upsets
Pitch/power/roll/yaw • •
3. Effective scanning (effective monitoring) • •
4. Type-specific stall protection systems and cues • •
5. Criteria for identifying stalls and upsets • •
H. System malfunction
(including immediate handling and subsequent operational considerations, as
applicable)
1. Flight control defects • •
2. Engine failure (partial or full) • •
3. Instrument failures • •
4. Loss of reliable airspeed • •
5. Automation failures • •
6. Stall protection system failures including icing alerting
systems • •
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Table 2: Exercises for upset recovery training

Pre – flight FSTD
briefing training
A Recovery from developed upsets
1 Timely and appropriate intervention • •
2 Recovery from stall events, in the following configuration; • •
• Take-off configuration
• Clean configuration low altitude
• Clean configuration near maximum operating altitude
• Landing configuration during the approach phase
3 Recovery from nose high at various bank angles • •

4 Recovery from nose low at various bank angles • •
2 Slow flight (including flight at critically low airspeed) • •
3 Consolidated summary of aeroplane recovery techniques • •
Table 3: Exercises for upset recovery training – high altitude

Flight path management during unreliable airspeed indication and
other failures at high altitude Pre-flight FSTD
briefing training
Basic flight physics principles concerning flight at high altitude, with a

1 particular emphasis on the relative proximity of the critical Mach number • •
and the stall, pitch behaviour, and an understanding of the reduced stall
angle of attack when compared with low-altitude flight.
Interaction of the automation (autopilot, flight director, autothrottle/ auto-
2 thrust) and the consequences of failures inducing disconnection of the • •
automation.
Consequences of an unreliable airspeed indication and other failures at
3 high altitude and the need for the flight crew to promptly identify the • •
failure and react with appropriate (minimal) control inputs to keep the
aircraft in a safe envelope.
Degradation of fly-by-wire (FBW) flight control laws/modes and its
4 consequence on aircraft stability and flight envelope protections, n/a n/a
including stall warnings.
Practical training, using appropriate simulators, on manual handling at
5 high altitude in normal and non-normal flight control laws/modes, with • •
particular emphasis on pre-stall buffet, the reduced stall angle of attack
when compared with low-altitude flight and the effect of pitch inputs on
the aircraft trajectory and energy state.
The requirement to promptly and accurately apply the stall recovery
6 procedure, as provided by the aircraft manufacturer, at the first • •
indication of an impending stall. Differences between high-altitude and
low-altitude stalls must be addressed.
Procedures for taking over and transferring manual control of the
7 aircraft, especially for FBW aeroplanes with independent side-sticks • •
Task sharing and crew coordination in high workload/stress conditions
8 with appropriate call-out and acknowledgement to confirm changes to • •
the aircraft flight control law/mode.
NOTE: Placards for upset recovery procedures are distributed to each candidate before starting the
initial or renewal of type rating
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PERSONNEL PROVIDING FSTD UPSET PREVENTION AND RECOVERY TRAINING (UPRT)

Head of Training shall ensure that personnel providing FSTD UPRT have the specific competence to
deliver such training. Personnel providing FSTD UPRT may need additional theoretical and practical
training to ensure such instructors have and maintain complete knowledge and understanding of the
UPRT operating environment, and skill sets. This will be ensured through additional standardization and
training, based on Head of Training evaluation of the instructor’s training needs.
Standardization and training should ensure that personnel providing FSTD UPRT:
1) are able to demonstrate the correct upset recovery techniques for the specific aeroplane type;
2) understand the importance of applying type-specific Original Equipment Manufacturers
procedures for recovery maneuvers;
3) are able to distinguish between the applicable SOPs and the Manufactures recommendations;
4) understand the capabilities and limitations of the FSTD used for UPRT;
5) are aware of the potential of negative transfer of training that may exist when training outside
the capabilities of the FSTD;
6) understand and are able to use the IOS of the FSTD in the context of effective UPRT delivery;
7) understand and are able to use the FSTD instructor tools available for providing accurate
feedback on flight crew performance;
8) understand the importance of adhering to the FSTD UPRT scenarios that have been
validated by the training programme developer; and
9) understand the missing critical human factor aspects due to the limitations of the FSTD
and convey this to the flight crew receiving the training.
1.12 GO-AROUND EXERCISES
Go-around with all engines operating from various stages during an instrument approach
The objective of the go-around exercises is to expose the student pilot to the physiological effects
caused by a go-around. The instructor should ensure that student pilots understand the objective of the
exercises and provide students with appropriate coping strategies, including TEM. Due consideration
should be given to environmental conditions when evaluating the demonstration of task proficiency and
related criteria.
A go-around may be commenced at any time during an approach, including before the aeroplane is in
the landing configuration. Historically, most go-around training has been conducted when the aeroplane
is in the landing configuration prior to commencing the go-around. Students must be prepared to adapt
the go-around manoeuvre if the go-around is commenced prior to the point where the aeroplane is fully
configured for landing. Situation awareness in relation to flap and gear configuration, aeroplane speed
and missed approach altitude is important.
Unanticipated go-arounds may startle the students (e.g. unexpected ATC constraints, automation
malfunction, adverse weather, etc.). Students may find themselves faced with a situation where they
have to perform a large number of critical actions under a high workload (e.g. setting thrust, landing gear
retraction, flight path management). The instructor should explain that there is also a possibility of
disorientation during a go-around because of the somatogravic effect produced by large longitudinal
acceleration felt by the inner-ear as the aeroplane speed increases. This effect cannot be reproduced
in an FSTD.
It is vital that the correct pitch attitude is selected and maintained, while the aeroplane is kept in trim as
it accelerates. On some aeroplane types with under-slung engines the pitch response with all engines
functioning may be amplified due to the relatively low gross weight towards the end of a flight and the
high thrust available from modern aeroplane engines. It is particularly important that trim changes are
anticipated on such aeroplanes.
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Go-around training contains different take-off and approach stall situations that also involve surprise and
startle effects that are included in FFS sessions and include:
o a go-around from the non-landing configuration;

o a go-around at low gross weight using maximum go-around thrust;
o a go-around from the outer marker or equivalent point;
o a go-around below 500 ft using, as applicable/permitted, reduced go-around thrust;
o a go-around initiated above the published missed approach altitude; and
o a normal go-around from the landing configuration using reduced go-around thrust (if
available / type-specific).
Training for type rating incorporates topics such as flight path management (manual and automatic),
application of procedures, startle factors, communication, workload management and situation
awareness. The objective of this training is to highlight:
o differences to procedures when the aircraft is in the non-landing configuration;

o differences in handling characteristics at low gross weights and high thrust settings;
o the threat associated with go-arounds close to the published missed approach altitudes;
o startle and surprise associated with an unplanned go-around (ATC, blocked runway,
etc.);
o the importance of effective communication between flight crew;
o the requirement to be aware of the aircraft energy state during a go-around; and
o the importance of engaging the autopilot or flight director in the correct modes during a
go-around.
Go-around training should not be limited to addressing the somatogravic effects caused by a go-around.
Training should also cover topics such as flight path management (manual and automatic), application
of procedures, startle factor, communication, workload management and situation awareness. Flight
path management training addresses:
o the handling differences of a lighter than normal aircraft which may differ to handling
experienced during take-off when the aircraft is much heavier;
o the different reaction of the aeroplane (pitch and vertical speed) comparing a go-around
performed with reduced G/A thrust (if the function is available) and a go-around
performed with full G/A thrust (a different weight).
The importance of correct selection of TO/GA modes by the PF should also be emphasised (pushing
TO/GA, selected the correct thrust lever detent, etc.)
The importance of the PM role in the go-around manoeuvre should also be highlighted. The PM usually
has higher workload as they need to reconfigure the aircraft, engage FMA modes, communicate with
ATC and monitor the actions of the PF. This excessive workload for the PM may lead him or her to
prioritise actions to the detriment of monitoring activities. The phenomenon of attentional tunnelling may
also need to be addressed. This happens when one pilot, or both, focus exclusively on a problem at the
expense of general monitoring of the flight parameters.
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1.13 SKILL TEST PHASE
Aim of skill test phase is to achive level of proficiency according to Appendix 9 to the Part FCL
and is not part of ATO.
1.14 LANDING (FLIGHT) TRAINING
Refer to Training Manual, 2.0 LANDING TRAINING
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2 LANDING (FLIGHT) TRAINING
2.1 GENERAL
AlpAvia ATO has a specific approved arrangement for landing training on the Embraer
EMB135/145 with the EU-OPS operator. Since the AlpAvia ATO is unable to have direct
supervision over aircraft landing training that is required to be carried out on an aircraft conducted
by a third party (EU-OPS operator), their operating policy including planning, sop and procedures
will be used taking into account procedures from this manual.
The applicant shall pass the skill test within a period of 6 months after commencement of the type
rating course and within a period of 6 month preceding the application for the issue of type rating.
This time limit includes landing training phase of type rating.
2.2 TRAINING OBJECTIVE
Aircraft landing training objective is intended to confirm the "transfer of knowledge" from the FFS
to the aircraft. Additionally, it gives the trainee the opportunity to experience for the first time the
real aircraft behavior in basic manoeuvres such as landing, flare, etc.
When applying for the landing training phase of type rating course for EMB135/145, the candidate shall:
• Complete theoretical knowledge and FSTD part of training course at ATO;

• Successfully passed the skill test for the type rating EMB135/145 within the period of 6 months
after start of type rating course
• Hold a valid medical certificate issued in accordance with Part-MED.
• Hold a pilot licence issued in accordance with Part-FCL (min. PPL(A)).
Before enrolment of the candidate, the prerequisites and related documents shall be assessed by Head
of Training in order to determine the training syllabus for the applicant depending on previous experience
in similar types of aeroplanes.
Instructor Briefing
The instructor will brief the trainee prior to conducting the aircraft landing training and will also
ensure that the trainee has reviewed the walkaround. The briefing duration is given in the table
below:

Phase Briefing Debriefing
Aircraft Flight 01:30 00:30 or at instructor's discretion
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2.5 TRAINING PLAN
One day of training is dedicated to landing (flight) training.
Landing Training
Walk around
(01:00)
Aircraft flight
PREFLIGHT TASKS AND GROUND OPERATIONS (APP. 9(J) – SECTION 1)
• Performance calculation
• pre-flight tasks including performance calculations documentation, mass & balance, weather
briefing and NOTAMs)
• external inspection / walkaround (pre-flight and external inspection of aeroplane)
• cockpit inspection
• use of checklist prior to starting engines, starting procedures, radio and navigation equipment
check, selection and setting of navigation and communication frequencies
• engine run-up
• taxiing in compliance with ATC instructions or instructions of instructor
• take-off procedure including Before take-off checks
TRAFFIC PATTERNS
Conduct of normal traffic patterns, including take-offs and landings in VMC, whereas number of traffic
patterns depends on experience of candidate (student pilot):
• 4 traffic patterns for candidates with experience on similar types of aeroplanes (assessed and
determined by Head of Training)
• 6 traffic patterns in all other cases (for example, candidates for initial acquisition of type rating)
At least on traffic pattern shall include full stop landing, all others are conducted as touch-and-
goes.
• During the training, at least one traffic pattern shall include a go-around with all engines
operating.
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2.6 CARRIAGE OF PASSENGERS
Refer to OM A.9 CARRIAGE OF PASSENGERS
2.7 CONDUCT OF LANDING TRAINING / TRAINING FLIGHTS
Seating Policy
Trainees will occupy their respective operating seats under the supervision of their instructor until cockpit
preparation is complete. The instructor will then occupy the appropriate non-flying pilot's seat. Normally,
Captain trainees will occupy the left seat, First Officer trainees the right seat. However, if a First Officer
is being type-rated and the licensing authorities require it, the First Officer trainee will be trained in the
left seat. The observers' seat will be occupied by the non-flying trainee Pilot.
Flight Training Policy
As a general rule, all the items in the training syllabus should be completed and repeated, if necessary,
until proficiency is achieved.
Unauthorized Manoeuvres
No unauthorized manoeuvre which might jeopardize the safety of flight will be allowed. In addition, no
demonstrations of the flight envelope protection systems will be intentionally carried out.
Simulated Engine Failure (If Applicable)
No simulated engine shutdown is allowed for training purposes. Engine failure will be simulated by
setting the thrust lever to the idle stop (having first checked the correct functioning of the other engine).
Engine failure on take-off or touch and go should only be simulated after the gear has been selected up
and, during go around, only after a steady
climb attitude has been achieved. Touch and go after a simulated one engine out landing should only
be made in exceptional circumstances, a full stop landing should normally be performed.
Checklists
Full checklists will be performed
Accelerate / Stop
No acceleration / stop training will be conducted in the aircraft. The decision to reject a take-off
during a landing training flight is made exclusively by the instructor who will immediately take over
control of the aircraft. A briefing in this regard will be made prior to flight and reinforced during the
take-off briefing.
Touch and Go
Touch and go are used to reduce the amount of training time wasted in taxying the aircraft back to
the holding point and awaiting take-off clearance. In order to maintain a high level of safety they
must be conducted in a properly disciplined manner.
The following technique is to be used:
Prior to EVERY touch and go, the instructor will confirm with the trainee that:
• Brakes will not be used.
• Reverser will not be used.
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The trainee will :

• Land the nosewheel after main gear touchdown (which also allows pitch trim reset).
• Track the runway centerline using rudder pedal inputs only.
The instructor will:

• Check spoilers.
• Check reversers
The trainee will:

• Advance the thrust levers approximately 2" (5 cm) forward (to prevent engines reducing to
ground idle).

• Move the flap handle to position for take-off.
• Reset the rudder trim if necessary.
• Monitor the forward movement of the pitch trim.
• Place one hand behind the thrust levers ensuring they are advanced approximately 2" (5 cm).
• Call “GO” when aircraft is in the correct configuration.
The trainee will:

• Advance the thrust levers to the TOGA detent.
• Maintain the runway centerline.

• Monitor engine acceleration.
• Check FMA annunciation (when appropriate).
• Check TOGA thrust obtained and call "THRUST SET".
• Call "ROTATE".
• Maintain his hand behind the thrust levers to ensure no inadvertent reduction of power or no
unwanted stop.
The trainee will:

• Rotate the aircraft to the required pitch attitude if no FD is available.

• Following gear retraction, the instructor will call for CLB thrust.
• The trainee will move the thrust levers to the CLB detent
• At acceleration altitude or ALT*, whichever occurs first, flaps are retracted.
• Approach may be conducted at this stage.
Emergencies
If the instructor wishes to abandon the touch and go he will call "STOP" simultaneously taking
control of the aircraft and bring it to a halt using maximum braking and reverse. Once the aircraft
has stopped he will call for any appropriate Abnormal actions. The decision to discontinue a touch
and go after the application of TOGA must only be taken if the instructor is certain that the aircraft
cannot safely fly.
Remember there is no V1 on a touch and go. Note that the take-off configuration warning may
sound if the application of TOGA is made while the flaps or pitch trim are resetting but still outside
of the take-off range.
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Radio Communications / External Lockout

The instructor is responsible for all radio communications and maintaining a visual lookout for
conflicting air traffic. The trainees should be encouraged to back up the instructor in this regard
and to immediately inform him of any potential conflict.
Next Exercise
The instructor will inform the trainee of the next exercise to be performed during the downwind leg,
and he will confirm the trainees' understanding of this exercise. During each approach, the
instructor will remind the trainee whether a full stop, a touch and go, or a go around will be
performed.
Instructor Take-Over
In Flight
If take-over becomes necessary during the flight, instructor will clearly call "I HAVE CONTROL".
The trainee will acknowledge by calling "YOU HAVE CONTROL", and release of controls.
Instructor will keep controls until the aircraft is under full control and it is safe to return control to
the trainee. However, there may be cases where it is necessary to apply back pressure without
warning in case of a very late flare. It must be emphasized that a take-over is a very rare occurrence
and that if a take-over is necessary the trainee should not regard this as a negative development
but the normal take-over method.
On Ground
Should a take-over be necessary, the instructor will immediately call out "I HAVE CONTROL", and
if necessary, be prepared to use differential braking to regain control or bring the aircraft to a stop.
Fuel Management
TRI/TRE decides for amount of fuel taken on board for training flight.
Cockpit Preparation And Engine Start
The trainee crew will occupy the left and right seat for cockpit preparation with the instructor
supervising from the jump-seat. Just prior to engine start the instructor will occupy either the right
or the left seat.
Taxi
TRI will perform taxi.
2.8 DOCUMENTATION
The following documentation will be provided, as appropriate, prior to the commencement of the flight.
In particular, the weather folder, notams, ATC flight plan, overflight clearances and computerized flight
plan (where necessary), will be provided by operations by the time the crew report for briefing.
Aircraft Documentation
• Contract.
• Certificate of insurance.
• Airworthiness certificate.
• Certificate of registration.
• Radio station licence.
• AFM / AOM /Normal and QRH Checklist / MEL.
• Airline maintenance log (if needed).
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Training Documentation
• Weight and balance.
• RTOW.
• Jeppesen documentation.
• NOTAMS / weather folder.
• Flight log and briefing book.
• Maintenance log.
• Flight syllabus.
• Take off data cards (if needed).
• ATC flight plan.
Personal Documents
• Flight crew licence.
• Individual licence validation or copy indicating that the instructor is duly authorized by the relevant
Authorities to conduct the flight training.
• Passport
• Medical
Flight Logs and Trainees Files

• The daily flight log must be filled in.
• The trainee syllabus must be filled in, signed by the instructor AND the trainee.
• The type rating certificate and certificate of Course completion must be signed by the instructor:
originals to be given to the trainee.
Refer to Training Manual, paragraph F FORMS AND RECORDS
2.9 ZFTT SESSION (NOT APPROVED)

During the specific simulator session before line flying under supervision (LIFUS),
consideration should be given to varying conditions:
• runway surface conditions;
• runway length;
• flap setting;
• power setting;
• crosswind and turbulence conditions; and
• maximum take-off mass (MTOM) and maximum landing mass (MLM).
For records Refer to Training Manual, paragraph F FORMS AND RECORDS
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3 TRI COURSE

The aim of the TRI(A) training course is to gain thorough knowledge and understanding on fundamental
principles of teaching and learning, instructional techniques methods.
The course focuses on the candidate instructor’s maturity and judgment including their understanding of adults,
behavioural attitudes, and variable levels of learning ability. It emphasis also on the role of the individual, human
factors in the man–machine environment. Threat and Error Management (TEM), Crew Resource Management
(CRM) including the appropriate use of behavioural markers are integrated throughout.
During the training, the candidate instructor will get aware of their own attitude towards the importance of flight
safety. The candidate instructor learns how to identify common errors and how to correct them properly, which
should be emphasised at all times.
Type Rating Instructor Privileges
The privileges of a TRI are to instruct for:

a) The revalidation and renewal of EIR or an IR, provided the TRI holds a valid IR.
b) the issue of a TRI or SFI certificate, provided that the holder meets all of the following conditions:
(1) it has at least 50 hours of instructional experience as a TRI or SFI in accordance with this Regulation or
Commission Regulation (EU) No 965/2012;
(2) it has conducted the flight instruction syllabus of the relevant part of the TRI training course according to
point FCL.930.TRI(a)(3) to the satisfaction of the head of training of an ATO;
c) In the case of the TRI for multi-pilot aeroplanes:

1) The issue, revalidation and renewal of type ratings for:
• multi-pilot aeroplanes,
• single-pilot high performance complex aeroplanes when the applicant seeks privileges to operate in
multi-pilot operations;
2) MCC training.
3) The MPL course on the basic, intermediate and advanced phases, provided that, for the basic
phase, they hold or have held an FI(A) or IRI(A) certificate.
The restriction to FSTD shall be removed if TRIs have completed a specific training se follow:.
1) LIFUS, provided that the TRI training course has included the training specified in point
FCL.930.TRI(a)(4)(i);
2) landing training, provided that the TRI training course has included the training specified in point FCL.930.
TRI(a)(4)(ii)
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Type Rating Instructor Multi Pilot Aeroplanes
Prior to undertaking the TRI course an applicant for a TRI certificate shall:
• An applicant for an instructor certificate shall be at least 18 years of age.
• Hold or have held a CPL, MPL or ATPL in the appropriate aircraft category.
• Completed at least 1500 hours flight time as a pilot of multi-pilot aeroplanes.
• Have completed, within the 12 months preceding the date of application, 30 route sectors, including
take-offs and landings, as PIC or co-pilot on the applicable aeroplane type, of which 15 sectors may
be completed in an FFS representing that type.
Additionally, for candidates intended to complete any of the specific LIFUS and landing training, be entitled
to act as PIC on the relevant aeroplane type.

Pilots holding or having held one of the following ratings can be credited for the TRI(A) Course Part One
‘Teaching and Learning': FI(A), CRI(A), IRI(A), FI(H), TRI(H), IRI(H), SFI(H) or they complete the course in
any other EASA ATO.
An applicant for TRI certificate who hold an SFI certificate for the relevant type shall be fully credited towards
this training requirements for the issue of a TRI certificated to flight instruction in simulators
To extend privileges of TRIs to further types, TRIs shall have:
(1) completed within the 12 months preceding the application, at least 15 route sectors, including
take-offs and landings on the applicable aircraft type, of which of maximum of 7 sectors may be
completed in an FSTD;
(2) completed the relevant parts of the technical training and the flight instruction parts of the
applicable TRI course;
(3) passed the relevant sections of the assessment of competence in accordance with point FCL.935
in order to demonstrate to an FIE or a TRE qualified their ability to instruct a pilot to the level
required for the issue of a type rating, including pre-flight, post-flight and theoretical knowledge
instruction.
The privileges of TRIs shall be extended to further variants if TRIs have completed the relevant parts of the
technical training and flight instruction parts of the applicable TRI course.
The following documentation is given to trainees and will be used throughout the course.
Training Documentation Content

Trainee's Booklet (extract of Training Manual) Relevant crew course
Aircraft Operating Manual (AOM) and Aircraft Flight Manual (AFM) Relavant parts
QRH Procedures QRH checklist
Action Flows PF and PNF action flows if applicable
Jeppesen Charts Relavant Airports
AUPRTA rev 3 UPRT procedures
Alpavia Instructor Manuel TRI/E guidance
OSD Rev D Training gidance
CBT - AvSOFT Systems training if applicable
SOP – Embraer or Any other EASA SOP Standar operating procedures
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3.5 Area of special emphasis (TASE) and more demanding aeroplane systems
The syllabus is tailored appropriate to the concerned aeroplane type, using theoretical knowledge and
exercises considered more demanding for the student instructor.
More demanding aeroplane systems are:
• Primary Flight Display (PFD), Multi-Function Display (MFD) including the use of the reversionary
modes, and Engine Indication and Crew Alerting System (EICAS):.
• Radio Management System (RMS)
• Automatic Flight Control System (AFCS)
• Full Authority Digital Electronic Control (FADEC)
• System control panels using pushbuttons with integral light bars
• Bleed Air Thermal Anti-Icing System
• Fuel system configurations
• Flight controls: Disconnect mechanism, operation of the pitch and roll mechanical disconnect feature
(aileron and elevator disconnection handle)
Training areas of special emphasis are:

• Recovery from pitch trim / flight controls (aileron / rudder) runaway; recovery from jammed aileron /
elevator / rudder;
The instruction concept utilised by the AlpAvia ATO uses a program divided into phases.
Teaching and Learning Phase
The objective is to develop the ability to train aviation based knowledge and skills and attitudes, including human
factors. The successful instructor trainee will have completed the first module of training towards achievement of
a TRI certificate.
By the end of the phase instructor trainees will be able to:

• Prepare resources.
• Create a climate conducive to learning.
• Present knowledge.
• Integrate Threat and Error Management (TEM) and crew resource management.
• Manage time to achieve training objectives.
• Facilitate learning.
• Assess trainee performance (Standards, Behavoiural markers,...)
• Monitor and review progress.
• Evaluate training sessions.
• Report outcome.
The teaching and learning phase shall comprise at least 25 hours of theoretical knowledge instructions. Applicants
holding or having held an instructor certificate shall be fully credited towards the requirement of teaching and
learning phase.
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Technical Training Phase
The technical training phase shall comprise at least 10 hours of technical training, including revision of technical
knowledge, the preparation of lesson plans and the development of classroom/simulator instructional skills.
Technical training phase is integrated with the flight training phase as follows:
Method Hours
Refresher on teaching and learning - 0:45
Teaching and learning process Classroom 0:45

Training philosophies theory
Techniques of applied instructions including limitations During all practical

Student evaluation and testing exercises
Training administration
Revision of technical knowledge - 1:30
Study and refresh of technical knowledge of aeroplane systems, performance, mass and balance Classroom Personal
theory need
Review and call-up of the more demanding aeroplane systems and components Pre- / 1:30 (3 x
Postflight 30’)
briefing
Preparation of lesson and session plans - 6:15
Training programme development: Classroom 2:15

• The structure and content of a lesson plan theory
• The structure and content of a session plan
• The organization’s syllabus, lesson and session plan including template
• Methods and strategies to develop a lesson and session plan
• The development of learning objectives
• Time management and allocation of time to single units and exercises
• Sequence of unit to achieve the learning objective
• Allocation of instructional methods
• Teaching and learning material, teaching aids and means of demonstration
• Means to measure the learning progress
• The development of FSTD exercises, scenarios, environments and demonstrations / practice
drills
• Development of an individual lesson plan selecting one of the more demanding aeroplane Groupwork 4:00
systems or components or Self-
• Development of an individual session plan selecting one of the more demanding simulator study
training sessions
Development of class and briefing room instructional skills - 1:30
• Deliver example lecture / lesson based on the theoretical knowledge syllabus of the type Classroom / 1:30
rating, selected by the course instructor Pre- /
• Review of teaching skills including exchange of experience and feedback, capabilities and Postflight
knowledge transfer, use of teaching material and means of demonstrations briefing
Total: 10:00
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Flight Training Phase
The Flight Training Phase flight instruction ensures that the candidate instructor is able and gaining
experience to teach air exercises, covering both, normal and abnormal operations, safely and efficiently as
specified in the aeroplane type rating training course syllabus.
As intended for the student instructor’s qualification, the course may include additional specific training for
conducting:
• line flying under supervision (LIFUS); and / or
• flying training / base training.
Consequently the Flight Training Phase may be combined as follows:
Sequence Subject
E1.1 Introduction into the FSTD
Instruction from different stations – normal / abnormal and emergency
E1.2
procedures
Instruction from different stations – Upset Prevention and Recovery
E1.3
Training (UPRT)
AoC Assessment of competence on the FFS TRI(MPA)/r
E2.1
Line Flying under Supervision (LIFUS) FSTD

E2.2 One rute sector in Aeroplane
or and Specific training
(as applicable) TRI(MPA) LIFUS
E3.1
Landing training on FSTD
Landing training in Aeroplane
AoC Assesment of competence on the FFS TRI(MPA)

Note: Aeroplane training can be conducted after the AoC
For clarity and ease of reference, the following terminology will be used in the TRI course documentation, and
during the conduct of the course:
• TRI/E – TRI instructor (course tutor).
• TRI TRAINEE – TRI under training.
• Type rating trainee – type rating course trainees.
• TRI EXAMINER – examiner for the FFS 4: Assessment of Competence Session.
TRI may instruct in parallel two TRI candidate instructors under the following scenarios:
• one candidate is sitting at the controls (supported by a suitable pilot), while the second candidate
is sitting at the IOS; this scenario may be used for demonstration of flight manoeuvres or engine
out exercises; or
• both candidates receive instruction (general introduction and handling) at the IOS.
In this way, both candidates can independently develop specific competencies.
Additional TRI candidate instructors may be present as observers during such an instruction given in
parallel, with no credit of hours for their TRI training.
Assessment of Competence
In accordance with FCL.935 an applicant for an instructor certificate shall pass an assessment of competence in
the appropriate aircraft category to demonstrate to an examiner qualified in accordance with Subpart K the ability
to instruct a trainee pilot to the level required for the issue of the relevant licence, rating EMB135/145 or certificate.
This assessment shall include:
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• The demonstration of the competencies described in FCL.920, during pre-flight, post-flight and theoretical
knowledge instruction.
• Oral theoretical examinations on the ground, pre-flight and post-flight briefings and in-flight
demonstrations in the appropriate aircraft class, type or FSTD.
• Exercises adequate to evaluate the instructor’s competencies.
• The assessment shall be performed on the same class or type of aircraft or FSTD used for the flight
instruction.
The assessment of competence for a TRI for MPA and PL shall be conducted in an FFS. If no FFS is available or
accessible, an aircraft shall be used.
For unrestricted TRI certificate the TRI TRAINEE shall conduct AoC on an aeroplane with an examiner to
demonstrate the ability to instruct trainees to the level required for the issue of the relevant licence, rating EMB
135/145 or certificate. The assessment of competence certificate shall be issued by AlpAvia ATO upon successful
completion of the examination.
Note: All abnormal and emergency procedures are performed in the FFS only.
Instructor Briefing
Within a reasonable time prior to conducting the FFS or aeroplane session, the instructor will brief the trainees.
The briefing duration is given in the table below:

Session (Note) Briefing Debriefing
EXERCISE 1 01:30 00:30 or at instructor's discretion
SPECIFIC TRAINING LIFUS 01:30 00:30 or at instructor's discretion
SPECIFIC TRAINING LANDING TR 01:30 00:30 or at instructor's discretion
Criteria for Proficiency
Evaluation Teaching And Learning Phase And Technical Training
There is no theory examination for the teaching and learning phase and technical training phase of the TRI course.
Flight Training Phase FFS Notations
Refer to Training Manual, paragraph F FORMS AND RECORDS
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3.7 TRAINING DEVICE TIME SHARING PER PHASE
Total working days: 10 days (excluding assessment of competence)
Training Device/Phase Time

A. Teaching and Learning 3 days
Teaching and learning 25:00
Total: 25:00
B. Technical Training Phase 2 days
Technical knowledge review 05:00
Preparation of lesson plans and development of instructional skills 05:00
Total: 10:00
C. Flight Training Phase 4 days
Briefings & debriefings 08:00
E 1: Familiarisation with IOS 02:00
E 2: Instruction from different stations – normal / abnormal and emergency 02:00
procedures
E3: Instruction from different stations – Upset Prevention and Recovery Training 02:00
(UPRT)
E4:Conducting one training session under supervision 04:00
Total FFS hours: 10:00
D. Additional specific training
E 5: Specific training for ( LIFUS and/or landing training) – if required 02:00 each
E 5.1: Specific training for LIFUS 1 leg on AC

E 5.2: Specific training for Landing training 3 traffic patterns on AC
E. Assessment of Competence
E 6: TRI TRAINEEs acting as TRI for AoC 03:00
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3.8 DAILY TRAINING PLAN
Welcome briefing (00:20)

Teaching & learningTeaching & learningTechnical Training Technical Training
Teaching&learning
(09:00) (08:00) (05:00) (05:00)
(08:00)
Training Training Training Training

Day off
EXERCISE 1 EXERCISE 2 EXERCISE 3 EXERCISE 4
(02:00) (02:00) (02:00) (04:00)
Day 11 Specific training FFS

Assessment of Assessment of
Competence Specific training for: competence
FFS 4 -LIFUS FFS 4
(03:00) -Landing training (3 hour)
If no specific training If specific training
planed completed
Note: Assessment of competence can be completed before specific training on A/C
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3.9 INSTRUCTURE OF THEORETICAL KNOWLEDGE COURSE

Teaching and Learning Phase
The modules presented in the table below are presented to the TRI TRAINEEs during the instructor led teaching
and learning course.
Day 1: Modules Time

Learning processes and styles 01:30
Training experiences 00:30
Elements of effective training 01:00
Communication 02:00
Exploring training tecniques 01:30
Questioning techniques 01:30
Total: 08:00
Day 2: Modules Time
Understanding behavior 01:30
Managing behaviours 01:00
Training preparation 01:30
Body language 01:00
Training exercises 01:00
Receiving and giving criticism 01:00
Report writing 01:00
Exercises 01:00
Total: 09:00
Day 3: Modules Time
Briefing techniques 02:30
Understanding human factors 01:00
Crew resource management 01:30
Exercises 02:00
Closure 01:00
Total: 08:00
Total Day 1+2+3: 25:00
Note: There is no teaching and learning theory examination.
Applicants holding or having held an instructor certificate shall be fully credited towards the requirement of
teaching and learning phase.
Technical Training Phase
Refer to Training Manual, paragraph Technical training and Istructor Phase
3.10 FLIGHT TRAINING PHASE

Refer to AlpAvia d.o.o. Standars operating procedures for TRI rating course, for flight training phase lesson plans
and skill test guidelines.
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4 TYPE RATING RENEWAL TRAINING

The aim of the EMB135/145 Type Rating renewal training is to provide candidates with the required
training and check necessary for the renewal of the EMB135/145 type rating.
The course has been designed to provide all necessary training (theoretical knowledge and synthetic
flight instruction) for the renewal of the EMB135/145 type rating.
In order to successfully complete this course, the candidate must successfully complete all written
exams and prescribed practical evaluations.

In order to be admitted to the course, candidates must:
Hold an EMB135/145 Type rating which has been expired
• hold a valid Class 1 medical certificate;
• hold at least English Proficiency level 4

The objective of the refresher training is for the applicant to reach the level of proficiency necessary to
safely operate the relevant type or class of aircraft. The amount of refresher training needed should be
determined on a case-by-case basis by the ATO, taking into account the following factors:
• the experience of the applicant;

• the amount of time elapsed since the privileges of the rating were last used;
• the complexity of the aircraft;
• whether the applicant has a current rating on another aircraft type or class; and
• where considered necessary, the performance of the applicant during a simulated proficiency
check for the rating in an FSTD or an aircraft of the relevant type or class.
It should be expected that the amount of training needed to reach the desired level of proficiency will
increase analogously to the time elapsed since the privileges of the rating were last used.
After having determined the needs of the applicant an individual training programme based on the initial
training for the rating will be developed, focusing on the aspects where the applicant has shown the
greatest needs.
Refresher training for EMB135/145 type rating in any case (as standard item) includes theoretical
knowledge instruction, as necessary, such as for type-specific system failures in complex aircraft. The
performance of the applicant should be reviewed during the training and additional instruction should be
provided to the applicant, where necessary, to reach the standard required for the proficiency check.
After successful completion of the training, the ATO will issue the applicant with a training completion
certificate, describing the evaluation of the factors listed in (a), the training received, and a statement
that the training has been successfully completed. The training completion certificate should be
presented to the examiner prior to the proficiency check. Following the successful renewal of the rating,
the training completion certificate or the other document specified by the competent authority and the
examiner report form should be submitted to the competent authority.
Taking into account the factors listed above, the Head of Training, may decide that the applicant already
possesses the required level of proficiency and that no refresher training is necessary. In such a case,
the certificate contain a respective statement including sufficient reasoning.
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An individual personnel file shall be kept in the AlpAvia’ training archive for each candidate
undertaking the EMB135/145 type rating refresher course. This file shall contain the following:
a) Trainee information sheet
b) copy of flight crew license and medical certificate
c) EMB135/145 Type Rating Refresher Attendance/Training Record
d) Performance, Flight Planning and Load and Balance Theoretical Knowledge Exam
e) Airplane Systems Theoretical Knowledge Exam
f) Certificate of Completion
It is the responsibility of each individual Ground and/or Type Rating Instructor to complete the
appropriate sections of EMB135/145 Type Rating Refresher Attendance/Training Record upon
completion of each specific element of training/checking. This record contains all training details, dates,
registrations, synthetic flight/aircraft flight times, instructors’ names and instructor evaluations and
comments of performance and progress where required. Students shall sign each record thereby
acknowledging the debrief and receipt of evaluations and comments.
It is the responsibility of the Head of Training to check student records prior to them being archived in
the personnel file. The records shall be checked as follows:
a. candidate information sheet - prior to the start of training
b. flight crew license - prior to the start of training
c. medical certificate - prior to the start of training
d. EMB135/145 Type Rating Refresher
Attendance/Training Record - at the completion of training
e. Proficiency Check Record - at the completion of the proficiency
check
f. Certificate of Completion - at completion of the course
Each entry in the student’s logbook during the course of synthetic flight instruction shall include:
a) the date (day, month and year)
b) departure and arrival information (training airports including the times of departure and arrival)
c) aircraft details (make, model and variant and the simulator/aircraft registration)
d) total multi-pilot time
e) total time of flight
f) name of the pilot in command
g) the total number of take-offs and landings
h) operational condition time (day, night, IFR)
i) pilot function time (pilot-in-command or co-pilot and dual)
j) synthetic training session details (date, type and total time of session)
k) remarks and endorsements (name of the lesson completed, signature of the Type Rating
Instructor and his license details)
After finishing the refresher course candidate will get ATO certificate of competition of refresher
course. Candidates that do not need refresher course will also get ATO certificate of competition of
refresher course.

The EMB135/145 type rating refresher course consists of 2 distinct training parts leading to the
renewal of the EMB135/145 type rating upon successful completion of the prescribed proficiency
check at the end of the training:
1. Theoretical training (self-study) consisting of:
a. airplane structure and equipment, normal operation of systems and malfunctions
including the electronic flight instrument system and flight management system
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b. airplane limitations
c. performance, flight planning and monitoring
d. load, balance and servicing
e. emergency procedures
2. Synthetic flight training consisting of:
a. normal procedures
b. abnormal and emergency procedures
c. line oriented flight (LOFT) training
4.6 TRAINING DEVICE TIME SHARING PHASE

CBT Phase Day 1 Day 2 Day 3 Day 4
CBT: Aircraft Systems Exam

systems, (01:00)
FFS 1 FFS 2 FFS 3
self-study Performance
(4:00) (4:00) (4:00)
(43:15) Exam
(10 days) (01:00)
FFS Proficiency
check
(4:00)
Note: This is just an example of time sharing. Actual one varies individually and is noted in trainee
acceptance record.
CBT Module Time

Exterior Lightning 00:31
Interior Lightning 00:55
EICAS 01:43
Electrical 02:47
Fire Protection 01:13
Fuel 01:49
APU 01:27
Engines 04:05
Hydraulics 00:53
Landing gear 01:15
Brakes 00:44
Nose wheel steering 00:22
Pneumatics 01:18
Ice and rain protection 01:59
Oxygen 01:19
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Flight instruments 02:38

Communications 01:42
Navigation 05:11
Autoflight 03:09
Total: 43:15
Exams 03:00
Total With Exams: 46:15
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5 TRI REVALIDATION AND RENEWAL
5.1 REFRESHER TRAINING FOR REVALIDATION - SEMINAR

The refresher training for revalidation of the TRI and SFI certificates is provided as a seminar. The
seminar should consist of 6 hours of learning and may be held in the form of either one or more of the
following: e-learning, two-way online meetings, face-to-face seminars.
The content of the refresher seminar for revalidation should be selected from the following items:
(1) relevant changes to national or EU regulations;
(2) the role of the instructor;
(3) teaching and learning styles;
(4) observational skills;
(5) instructional techniques;
(6) briefing and debriefing skills;
(7) TEM;
(8) human performance and limitations;
(9) flight safety, prevention of incidents and accidents, including those specific to the ATO;
(10) significant changes in the content of the relevant part of the aviation system;
(11) legal aspects and enforcement procedures;
(12) developments in competency-based instruction;
(13) report writing; and
(14) any additional topics proposed by the competent authority or ATO.
5.2 REFRESHER TRAINING FOR RENEWAL

Head of Training will determine on a case-by-case basis the amount of refresher training needed,
through an assessment of the candidate, taking into account the factors specified in Ch 5.2.3
Once the needs of the applicant are determined, the ATO will develop an individual training
programme that should be based on the content of the TRI training course and focus on the aspects
where the applicant has the greatest needs.
After successful completion of the refresher training, the ATO should:

• issue the applicant with a refresher completion certificate which describes the content of the
training
• as well as a statement that the training was successfully completed
5.2.1 THE AIM OF THE COURSE

The aim of the EMB135/145 TRI renewal training is to provide candidates with the required training and
check necessary for the renewal of the TRI EMB135/145.
The course has been designed to provide all necessary training (theoretical knowledge and synthetic
flight instruction) for the renewal of the TRI EMB135/145 rating.
5.2.2 PRE-ENTRY REQUIREMENTS

In order to be admitted to the course, candidates must:
Hold an valid EMB135/145 Type rating and TRI EMB135/145 rating which has been expired
5.2.3 CREDITS FOR PREVIOUS EXPERIENCE

The amount of refresher training needed is determined on a case-by-case basis, through an
assessment of the candidate, taking into account the following factors:
(i) the experience of the applicant;
(ii) the amount of time elapsed since the expiry of the TRI or SFI certificate; and
(iii) the technical elements of the TRI or SFI training course, as determined by the assessment of the
candidate;
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5.2.4 TRAINING DOCUMENTATION

undertaking the TRI EMB135/145 refresher course. This file shall contain the following:
g) Trainee information sheet
h) copy of flight crew license and medical certificate
i) TRI EMB135/145 Refresher Attendance/Training Record
j) Certificate of Completion
It is the responsibility of each individual Ground and/or Type Rating Instructor to complete the
appropriate sections of TRI EMB135/145 Refresher Attendance/Training Record upon completion of
each specific element of training/checking. This record contains all training details, dates, registrations,
synthetic flight/aircraft flight times, instructors’ names and instructor evaluations and comments of
performance and progress where required. Students shall sign each record thereby acknowledging the
debrief and receipt of evaluations and comments.
It is the responsibility of the Head of Training to check student records prior to them being archived in
the personnel file. The records shall be checked as follows:
a. candidate information sheet - prior to the start of training
b. flight crew license - prior to the start of training
c. medical certificate - prior to the start of training
d. TRI EMB135/145 Refresher
Attendance/Training Record - at the completion of training
f. Certificate of Completion - at completion of the course
After finishing the refresher course candidate will get ATO certificate of competition of refresher
course.
5.2.5 COURSE ORGANISATION

TheTRI EMB135/145 refresher course consists of 2 distinct training parts leading to the renewal of the
TRI EMB135/145 rating upon successful completion of the prescribed Asessment of Competence at
the end of the training:
1. Theoretical training (self-study) consisting of part of TRI course technical training as
determined by Head of training
2. Synthetic flight training consist of pat of TRI course as determined by Head of Training
5.2.6 TRAINING DEVICE TIME SHARING PHASE

As determined my refresher programme on individual basis.
5.2.7 DAILY TRAINING PLAN

N/A
5.2.8 STRUCTURE OF THEORETICAL KNOWLEDGE COURSE

N/A
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01 01.09.2019
6 DIFFERENCE TRAINING
The chapter herein describes the requirements to transform FCM rated on Embraer 135/145, from any
variant to another one.
Base aircraft: EMB-145 means the EMB-145(STD), EMB-145MP, EMB-145EP, EMB-145ER, EMB-
145EU, EMB-145LU, EMB-145MK and EMB-145LR throughout this chapter.
Difference aircraft: EMB-135 means the EMB-135ER, EMB-135LR, and EMB-135BJ throughout this
chapter.
The EMB-135BJ is marketed under the Legacy 600 and Legacy 650 names.
6.2 TRI REQUIREMENTS

TRI conducting difference training needs to have recent experience on EMB Legacy 650 in last two
years and has a prove of completed difference training.

Beeing rated on EMB135/145 or passed a Skill Test for EMB135/145 type rating in AlpAvia ATO.

Credits are given to FCM having experience on Honeywell FMS 6.1 and on.

undertaking the EMB135/145 difference training course. This file shall contain the following:
b) Copy of flight crew license and medical certificate
c) EMB135/145 Difference Attendance/Training Record
d) Certificate of Completion
e) After a completion of training an entry to trainee logbook shall be made as follows;
I certify that _____name_____, ____licence No____ has completed a difference training for
EMB135BJ Legacy 650 in accordance with AlpAvia ATO - SI.ATO.038 programme.
Name and signature of TRI

The EMB135/145 difference course consists of 2 training parts;
a) Theoretical (Self training)
b) Practical (Aircraft)
TRAINING MANUAL 49
© AlpAvia
REVISION: DATE:
DIFFERENCE TRAINING
01 01.09.2019
TRAINING
ITEM / SYSTEM TYPE DURATION REFERENCE

AFM
Dimensions Self-training 0:10
AOM
Cabin Self-training 0:10
AFM
Cargo Self-training 0:10
AFM
Limitations Self-training 0:20
AFM/AOM
Performance Self-training 0:30
AFM
Take-off Self-training 0:10
AFM/AOM
21 Air Cond & Press Self-training 0:10
AOM
25 Equipment & Furnishing Self-training 0:30
AFM/AOM
28 Fuel Self-training 0:20
AFM/AOM
30 Ice and Rain Protection Self-training 0:10
FANS 1/A Self-training 0:10 AFM/AOM
AFM/AOM
RNP0.3 Self-training 0:20
AFM/AOM
0:20
34 Navigation
LPV Self-training
Charts & Maps Aircraft AOM

0:30
AFM/AOM
Baro-VNAV Aircraft flight 0:20
AFM/AOM
ADSB-OUT Self-training 0:10
FMZ2010 FMS Aircraft FMS MANUAL

0:40
AFM/AOM
35 Oxygen Self-training 0:10
AFM/AOM
52 Doors Self-training 0:10
70 Power Plant Self-training AFM/AOM

0:20
TOTAL TIME Self-training 5:00 HR

Aircraft 1:30 HR
TRAINING MANUAL 50
© AlpAvia
REVISION: DATE:
DIFFERENCE TRAINING
01 01.09.2019

N/A

TNG
ITEM REMARKS LEVEL
The EMB-135 is a 3.54m shorter version of the EMB-145.
Dimensions A
The EMB-135BJ is equipped with winglets, increasing the wingspan
with 0.96m.
EMB-145 max passenger capacity: 50EMB-135ER/LR max passenger
Cabin capacity: 37 A
EMB-135BJ max passenger capacity: 15
EMB-145 and EMB-135ER/LR cargo compartment volume: 11.5m3
Cargo EMB-135BJ cargo compartment volume: 8.5m3 A
Weight and center of gravity
Limitations A
limitations change V speeds
and MMO change for the EMB-
135BJ
Performance Different performance charts and graphs A
Different take-off thrust modes are available. Same take-off
Take-off technique and pitch attitude for a given flap setting. A
21 Air Cond & EMB-135BJ has additional temperature controls in the main cabin
Press and the maximum differential pressure is 8.1psi A
25
Equipment & EMB-135BJ has a corporate interior configuration A
Furnishing
28 Fuel EMB-135BJ has additional fuel tanks and a modified fuel system* A
30 Ice and
Rain EMB-135BJ has a clear ice detection System A
Protection
EMB-135BJ has FANS 1/A A
34 EMB-135BJ has RNP0.3 (Optional Item) B
Navigation EMB-135BJ has LPV (Optional Item) B
EMB-135BJ has Charts & Maps (Optional Item) C
EMB-135BJ has Baro-VNAV (Optional Item) D
EMB-135BJ has ADSB-OUT (Optional Item) A
Dual FMZ2010 FMS, version 6.1 or later (EMB-135BJ)* D
35 Oxygen EMB-135BJ passenger oxygen system has one or two 77 ft3 cylinders A
Different main entry doors are available. EMB-135BJ does not have
52 Doors the service door and the left overwing exit hatch A
70 Power Engines with different thrust ratings and different take-off modes
Plant are available for the various models.* A
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© AlpAvia
REVISION: DATE:
DIFFERENCE TRAINING
01 01.09.2019
Level A and B training level

Level A and B training are performed by self-study. Students are provided a copy of AOM.
Level C and D training level

Level C and D training are performed in the plane on ground with AC supply and in flight where
necessary (i.e. for Baro-VNAV) or in an FSTD. All required documents are provided to the student.
Training is performed by a qualified TRI.
Note: Training may also be performed by an appropriately qualified LTC (who has experience with the
equipment listed in above and has been evaluated by the head of training and on the ATO list of
instructors).
TRAINING MANUAL 52
© AlpAvia
REVISION: DATE:
SPECIAL AIRPORTS
TRAINING 01 01.09.2019
7 SPECIAL AIRPORT TRAINING

The aim of the course is to familiarize pilots with airports category C.
7.2 TRI REQUIREMENTS

TRI conducting special airport training needs to have a valid training completed on airports conducting
training.

Beeing rated on EMB135/145 or passed a theoretical part of type rating in AlpAvia ATO.

Credits are given to pilots being previously trained on special airports.

undertaking a special airports training course. This file shall contain the following:
c) Special airport Attendance/Training Record
e) After a completion of training an entry to trainee logbook shall be made;
I certify that _____trainee name_____, ____licence No____ has completed a special airport
training for__apt icao code___in accordance with AlpAvia ATO - SI.ATO.038 programme.
Name and signature of TRI
TRAINING MANUAL 53
© AlpAvia
REVISION: DATE:
SPECIAL AIRPORTS
TRAINING 01 01.09.2019

Chambery – LFLB
INIT REC
BRIEFING 1H 15MIN
Reminder to OM-C X X
Generic environment and mountains X
Radio aids and ATC X
Taxi (narrow and closed taxiway) X
Take-off limitations X
Special departure procedures X X
RNAV departure runway 18 and minimum gradient X X
260 / 80 departure runway 18 X X
Left turn direct downwind departure runway 18 (danger of narrow X X
valley)
Frequent holding at IAF X
Short distance and steep descent from IAF to FAF X
ILS 18 high G/S angle X
Aircraft specific (speed, configuration, mass, limitations…) X
Minima in accordance with GA gradient X
Single engine go-around procedures 80/260 X X
VPT runway 36, description of visual reference (highway, hill, toll…) X X
PAPI and runway length X
Landing limitations (contamination / tail wind) X X
INIT REC
ITEM SIMULATOR TRAINING 2H 1H
Initial position: Parking with engine running
All training is performed with CAVOK weather to visualize obstacles Aircraft is with heavy
weight
(Fuel frozen)
1 Taxi X
2 Take-off runway 18 X X
3 ILS runway 18 followed by VPT for runway 36 X X
4 Go-around (initiated by the crew or the instructor) X X
6 Landing runway 36 X
7 Take-off runway 18 with engine failure followed by special X X
departure
Quick engine restart
8 ILS runway 18 X
Perform additional exercises at discretion
TRAINING MANUAL 54
© AlpAvia
REVISION: DATE:
SPECIAL AIRPORTS
TRAINING 01 01.09.2019
Innsbruck – LOWI
INIT 1H REC 15MIN

BRIEFING
Reminder to OM-C X X
Generic environment and mountains X
Radio aids and ATC X
Take-off limitations X
Special departure procedures X X
Runway 26 visual departure X X
Temperature compensation by ATC X X
LOC/DME EAST X X
LOC/DME WEST X
Difference between the missed approached and the balked landing X X
Use of special departure for balked landing X
Circling for runway 08 X X
Unavailability of:
X X
• Special LOC DME EAST: No special approval
• LOC R runway 26: No special approval
• RNAV (RNP): No RNP AR approval
INIT 2H REC 1H
ITEM SIMULATOR TRAINING
All training is performed with CAVOK weather to visualize obstacles Aircraft is with heavy weight
(Fuel frozen)
1 Taxi X
2 Take-off runway 26 visual initial departure X X
3 LOC DME EAST followed by a missed approach from minima X X
4 LOC DME EAST followed by circle-to-land runway 08 X X
5 Landing runway 08 X X
departure
7 LOC DME EAST followed by balked landing runway 26 X
8 LOC DME WEST followed by Circle-to-land runway 26 X
-END OF TRAINING -

N/A

N/A

N/A
TRAINING MANUAL 55
© AlpAvia
REVISION: DATE:
ESQ
01 01.01.2019
8 EITHER SEAT QUALIFICATION TRAINING

Commanders whose duties require them to operate in either pilot seat and carry out the duties of a co-
pilot, or commanders required to conduct training or checking duties, shall complete additional training
and checking as specified in the training manual. The check may be conducted together with the
operator proficiency check prescribed.

Beeing rated on EMB135/145 or passed a theoretical part of type rating in AlpAvia ATO.

N/A

undertaking a special airports training course. This file shall contain the following:
c) ESQ Training and Checking Record

The additional training and checking shall include at least the following:
• an engine failure during take-off;
• a one-engine-inoperative approach and go-around;
and
• a one-engine-inoperative landing.
• a rejected take-off and evacuation (initial training only)
• an emergency descent (initial training only)
• high altitude stall (initial training only)

N/A

N/A

N/A
TRAINING MANUAL 56
© AlpAvia
REVISION: DATE:
LVO CAT II
04 01.12.2022
9 LVO/CAT II TRAINING

The aim of the course is to train the pilots for LVO/CAT II operations.
Reference: FCL.605 IR — Privileges

The privileges of a holder of an IR are to fly aircraft under IFR with a minimum
decision height of 200 feet (60 m).
In the case of a multi-engine IR, these privileges may be extended to decision
heights lower than 200 feet (60 m) when the applicant has undergone specific
training at an ATO and has passed section 6 of the skill test prescribed in Appendix 9
to this Part in multi-pilot aircraft.
Reference: SPA.LVO.100 Low visibility operations

The operator shall only conduct the following low visibility operations (LVO) when
approved by the competent authority:
low visibility take-off (LVTO) operation;
lower than standard category I (LTS CAT I) operation;
standard category II (CAT II) operation;
other than standard category II (OTS CAT II) operation;
standard category III (CAT III) operation;
approach operation utilizing enhanced vision systems (EVS) for which an operational
credit is applied to reduce the runway visual range (RVR) minima by no more than
one third of the published RVR.

Beeing rated on EMB135/145 or after FFS-7 of initial Type Rating with Alpavia ATO.

NIL

An individual personnel file shall be kept in the AlpAvia’ training archive for each
candidate undertaking CAT II training. This file shall contain the following:
f) Copy of flight crew license and medical certificate
g) CBT certificate and test
h) Certificate of Completion
i) Record of training

Training is divided in three subparts;
1. CBT – general LVO/CAT II knowledge
2. Type specific knowledge – long briefing
3. FSTD
TRAINING MANUAL 57
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REVISION: DATE:
LVO CAT II
04 01.12.2022

This table is a general guidance
TYPE OF TRAINING MINIMUM HOURS

INITIAL CAT II 4 hours per multi pilot crew
CHECK
LPC/OPC Combined with OPC/LPC

N/A

Theoretical part of LVO/CAT II training is divided into two phases:
1. CBT phase with a test at the end
2. Classroom review of type related procedures – long briefing
CBT phase is divided into following sections;

1. Introduction
2. The Planning phase
3. Flight Deck Preparation
4. Taxi and Take Off
5. Cruise
6. Approach
7. Landing
8. Training & Qualifications
Long briefing shall cover;

Reference to OM-A or equivalent;
• Planning minima
• Operating minima for LVTO
• Operating minima for CAT II
• General procedures for Take-off
• CAT II approach
• Consequences of ground equipment failures
• NOTAM relevance
Reference to OM-B or equivalent;

• Auto flight limitations
• Briefing, tasks sharing
• Automation logic CAT II-green
• Failure call-out and go-around
• Decision to land
• Failure management
• MEL
• Remind of minimal equipment
• Check-list and QRH
• FCM incapacitation
TRAINING MANUAL 58
© AlpAvia
REVISION: DATE:
LVO CAT II
04 01.12.2022
9.9 FLIGHT (FFS) TRAINING PHASE

During initial training, pilots must perform at least 6 approaches (session lasting 2
hours per pilot). First part is dedicated to normal operations, second to abnormal
operations. All approaches are performed on the same runway.
Initial Flight Simulator Training will include as a minimum the satisfactory completion
of manoeuvres:
• Low Visibility Taxy & Take-off (LVTO)
• Rejected Take-off
• LVTO & Engine Failure After Take-off
• 6 CAT II ILS approaches
• Abnormal procedures requiring reversion to higher minima
• Abnormal procedures requiring reversion to Missed Approach Procedure
• Ground based elements of Approach unserviceable
• MEL dispatch issue affecting Low Visibility Operations
• Incapacitation exercise
• Missed Approach Procedures due to weather
• Wind effect on the approach
TRAINING MANUAL 59
© AlpAvia
REVISION: DATE:
LVO CAT II
04 01.12.2022
9.10 EMB 135/145 INITIAL CAT II COURSE RECORDS

Trainee Name: Licence Number:
Classroom Training Completed

CBT training Trainee
Date Instructor Signature
Signature

Classroom – Long Briefing Training Trainee
Signature
Date Mark Score (minimum 75%)

Theoretical Knowledge Exam
Passed / Failed %
Remarks
Trainee TRI/SFI Name

Session Date Syllaby
Signature And Signature
1. Low Visibility Taxy & Take-off (LVTO)

2. Rejected Take-off
3. LVTO & Engine Failure After Take-off
4. 6 CAT II ILS approaches
5. Abnormal procedures requiring reversion to
higher minima
6. Abnormal procedures requiring reversion to
Missed Approach Procedure
7. Ground based elements of Approach
unserviceable
FFS 8. MEL dispatch issue affecting Low Visibility
Operations
9. Incapacitation exercise
10. Missed Approach Procedures due to weather
11. Wind efect on approach
Satisfactory o
Unsatisfactory o
May need extra training o
No of CAT II APP______
Remarks
Date: Sim Registration:

Time: _____:_____ H - ______:______H
TRI/E Name: TRI/E Signature:
TRAINING MANUAL 60
© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022
10 RECURRENT TRAINING PROGRAMME

The aim of the course is to provide phase training required for operators on EMB135/145l

Beeing rated on EMB135/145.

NIL

undertaking recurrent training. This file shall contain the following:
j) Copy of flight crew license and medical certificate
k) CBT certificate and test (if required by operator)
l) Certificate of Completion (if required by operator)
m) Record of training (if required by operator)

To make sure all training elements are covered, the training program is divided over 3 years.
Calendar year Name

2020 Year 1
2021 Year 2
2022 Year 3
2023 Year 1
2024 Year 2…..

This table is a general guidance
TYPE OF RECURRENT TRAINING MINIMUM HOURS

LOFT 4 hours per multi pilot crew
UPRT - Note1 1 hour per pilot flying
TRAINING
Special airports - Note2 1 hour for commander pilot flying

ESQ Combined with OPC
LVO/CAT II Combined with OPC
OPC 4 hours per multi-pilot crew
CHECK
LPC Note 3 Combined with OPC
Note 1and 2: UPRT and special airport training or elements may be integrated into the LOFT training
session.
Note 3: Recurrent training elements may also be integrated into the OPC session provided sufficient
time is available to cover all OPC mandatory items.
TRAINING MANUAL 61
© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022

N/A

Theoretical part of recurrent training is divided into two phases:
3. CBT phase with system review and test after each chapter
4. Self-study or classroom review of normal and abnormal procedures with a final test
Computer based training 3-year intervals are as per table below;
YEAR 1 (2020, 2023,...)

Emergency Equipment
APU
Hydraulics
Landing gear
Brakes
Nose wheel steering
Flight controls
YEAR 2 (2021,2024,...)
Aircraft general
Electrical
Fire Protection
Fuel
Engines
Flight instruments
Communications
Navigation
Autoflight
YEAR 3 (2022,2025,...)
Exterior Lightning
Interior Lightning
EICAS
Pneumatics
Air conditioning
Pressurization
Ice and rain protection
Oxygen
TRAINING MANUAL 62
© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022
Review of normal and abnormal procedures should follow program as per table below;
3.4 Normal and abnormal operations of following systems: 3 YEAR PROGRAM
3.4.0 Engine (if necessary propeller) YEAR 2
3.4.1 Pressurisation and air-conditioning Year 3
3.4.2 Pitot/static system YEAR 2
3.4.3 Fuel system YEAR 2
3.4.4 Electrical system YEAR 2

3.4.5 Hydraulic system Year 1
3.4.6 Flight control and Trim system Year 1
3.4.7 Anti-icing/de-icing system, Glare shield heating Year 3
3.4.8 Autopilot/Flight director YEAR 2
Stall warning devices or stall avoidance devices, and stability augmentation
3.4.9 Year 3
devices
YEAR 2
3.4.10 Ground proximity warning system, weather radar, radio altimeter, transponder
Year 3
3.4.11 Radios, navigation equipment, instruments, FMS YEAR 2
3.4.12 Landing gear and brake Year 1
3.4.13 Slat and flap system Year 1
3.4.14 Auxiliary power unit Year 1
3.5 Intentionally left blank

3.6 Abnormal and emergency procedures
Fire drills e.g. engine, APU, cabin, cargo compartment, flight deck, wing and
3.6.1 YEAR 2
electrical fires including evacuation
3.6.2 Smoke control and removal Year 3
3.6.3 Engine failures, shutdown and restart at a safe height Year 3
3.6.4 Fuel dumping (simulated) N/A
3.6.5 Wind shear at take-off/landing Year 1
3.6.6 Simulated cabin pressure failure/emergency descent Year 3
3.6.7 Incapacitation of flight crew member YEAR 2

Other emergency procedures as outlined in the appropriate Aeroplane Flight
3.6.8 All
Manual (AFM)
3.6.9 TCAS event All
TRAINING MANUAL 63
© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022
10.9 FLIGHT (FFS) TRAINING PHASE
Recurrent training and checking program is prepared in accordance with following table:
SECTION 1: FLIGHT PREPARATION YEAR
1.1 Performance calculation ALL
Aeroplane external visual inspection; location of each item and purpose of

1.2 N/A
inspection
1.3 Cockpit inspection ALL
Use of checklist prior to starting engines, starting procedures, radio and

1.4 navigation equipment check, selection and setting of navigation and ALL
communication frequencies
1.5 Taxiing in compliance with air traffic control or instructions of instructor ALL
1.6 Before take-off checks ALL
SECTION 2: TAKE-OFFS
2.1 Normal take-offs with different flap settings, including expedited take-off YEAR 3
Instrument take-off; transition to instrument flight is required during rotation or

2.2* ALL
immediately after becoming airborne
2.3 Crosswind take-off ALL
Take-off at maximum take-off mass (actual or simulated maximum take-off

2.4 YEAR 2
mass)
2.5 Take-offs with simulated engine failure:
2.5.1* - shortly after reaching V2 YEAR 2
(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)
2.5.2* - between V1 and V2 ALL
2.6 Rejected take-off at a reasonable speed before reaching V1 ALL
Manual flight with and without flight directors (no autopilot, no

3.1 ALL
autothrust/autothrottle, and at different control laws, where applicable)
At different speeds (including slow flight) and altitudes within the FSTD training
3.1.1 ALL
envelope
3.1.2 Steep turns using 45° bank, 180° to 360° left and right YEAR 1
3.1.3 Turns with and without spoilers YEAR 1
Procedural instrument flying and manoeuvring including instrument departure YEAR 2

3.1.4
and arrival, and visual approach YEAR 3
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© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022
Tuck under and Mach buffets after reaching the critical Mach number, and
3.2
other specific flight characteristics of the aeroplane (e.g. Dutch Roll)
3.3 Normal operation of systems and controls engineer’s panel N/A
3.4 Normal and abnormal operations of following systems:

3.4.0 Engine (if necessary propeller) YEAR 2
3.4.1 Pressurisation and air-conditioning YEAR 3
3.4.2 Pitot/static system YEAR 2
3.4.3 Fuel system YEAR 2
3.4.4 Electrical system YEAR 2

3.4.5 Hydraulic system YEAR 1
3.4.6 Flight control and Trim system YEAR 1

3.4.7 Anti-icing/de-icing system, Glare shield heating YEAR 3
3.4.8 Autopilot/Flight director YEAR 2

3.4.9 YEAR 3
devices
YEAR 2
3.4.10 Ground proximity warning system, weather radar, radio altimeter, transponder
YEAR 3
3.4.11 Radios, navigation equipment, instruments, FMS YEAR 2

3.4.12 Landing gear and brake YEAR 1
3.4.13 Slat and flap system YEAR 1
3.4.14 Auxiliary power unit YEAR 1

3.6.1 YEAR 2
3.6.2 Smoke control and removal YEAR 3
3.6.3 Engine failures, shutdown and restart at a safe height YEAR 3
3.6.5 Wind shear at take-off/landing YEAR 1
3.6.6 Simulated cabin pressure failure/emergency descent YEAR 3
3.6.7 Incapacitation of flight crew member ALL

3.6.8 ALL
Manual (AFM)
3.6.9 TCAS event ALL
3.7 Upset recovery training

Recovery from stall events in:
– take-off configuration;
3.7.1 – clean configuration at low altitude; ALL
– clean configuration near maximum operating altitude; and
– landing configuration.
The following upset exercises:

YEAR 2
3.7.2 – recovery from nose-high at various bank angles; and
YEAR 3
– recovery from nose-low at various bank angles
TRAINING MANUAL 65
© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022
3.8 Instrument flight procedures ALL

3.8.1* Adherence to departure and arrival routes and ATC instructions ALL
3.8.2* Holding procedures ALL
3D operations to DH/A of 200 feet (60 m) or to higher minima if required by

3.8.3* ALL
the approach procedure
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
3.8.3.1 in case of such AFM limitation).
3.8.3.1* Manually, without flight director YEAR 2

3.8.3.2* Manually, with flight director YEAR 3
3.8.3.3* With autopilot YEAR 1
Manually, with one engine simulated inoperative; engine failure has to be

simulated during final approach before passing 1000 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 goaround shall be initiated in
3.8.3.4* conjunction with the nonprecision approach as described in 3.8.4. The go- ALL
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 3.8.3.4.

simulated during final approach after passing the outer marker (OM) within a
distance of not more than 4 NM 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
3.8.3.5* ensuing go-around shall be initiated in conjunction with the non-precision ALL
approach as described in 3.8.4. The go-around shall be initiated when
reaching the published OCH/A; however, not later than reaching an MDH/A of
500 ft above the 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 3.8.3.4.
3.8.4* 2D operations down to the MDH/A ALL
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
3.8.5 YEAR 1
(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.
3.8.6 Visual approaches YEAR 3
SECTION 4: MISSED APPROACH PROCEDURES
Go-around with all engines operating* during a 3D operation on reaching YEAR 2

4.1
decision height YEAR 3
Go-around with all engines operating* from various stages during an YEAR 2
4.2
instrument approach YEAR 3
TRAINING MANUAL 66
© AlpAvia
REVISION: DATE:
RECURRENT TRAINING
04 01.12.2022
4.3 Other missed approach procedures YEAR 3

Manual go-around with the critical engine simulated inoperative after an
4.4* ALL
instrument approach on reaching DH, MDH or MAPt
Rejected landing with all engines operating:

– from various heights below DH/MDH;
– after touchdown (baulked landing)
4.5 YEAR 1
In aeroplanes which are not certificated as transport category aeroplanes
(JAR/FAR 25) or as commuter category aeroplanes (SFAR 23), the rejected
landing with all engines operating shall be initiated below MDH/A or after
touchdown.
SECTION 5: LANDINGS
Normal landings* with visual reference established when reaching DA/H

5.1 ALL
following an instrument approach operation
5.2 Landing with simulated jammed horizontal stabiliser in any out-of-trim position YEAR 1
5.3 Crosswind landings (a/c, if practicable) ALL
Traffic pattern and landing without extended or with partly extended flaps and
5.4 YEAR 1
slats
5.5 Landing with critical engine simulated inoperative ALL
Landing with two engines inoperative:

- aeroplanes with 3 engines: the centre engine and 1 outboard engine as far
5.6 N/A
as practicable according to data of the AFM;
- aeroplanes with 4 engines: 2 engines at one side
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 60m (200ft) shall be used.
6.1* Rejected take-off at minimum authorised RVR ALL (IF REQ)
CAT II/III approaches:

in simulated instrument flight conditions down to the applicable DH, using
6.2* flight guidance system. Standard procedures of crew coordination (task ALL (IF REQ)
sharing, call out procedures, mutual surveillance, information exchange
and support) shall be observed
Go around:
after approaches as indicated in 6.2 on reaching DH. The training shall
6.3* also include a go-around due to (simulated) insufficient RVR, wind shear, ALL (IF REQ)
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
Landing(s):
6.4* with visual reference established at DH following an instrument approach. ALL (IF REQ)
Depending on the specific flight guidance system, an automatic landing
shall be performed
TRAINING MANUAL 67
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UPRT
FSTD
Elements and components Pre-flight training
briefing
A. Aerodynamics
1. General aerodynamic characteristics ALL
2. Aeroplane certification and limitations ALL
3. Aerodynamics (high and low altitudes) ALL ALL
4. Aeroplane performance (high and low altitudes) ALL ALL
5. Angle of attack (AOA) and stall awareness ALL ALL
6. Aeroplane stability YEAR 1 YEAR 1
YEAR 2 YEAR 2
7. Stick pusher and stick shaker (as applicable) YEAR 2 YEAR 2
8. Mach effects (if applicable to the aeroplane type) YEAR 1 YEAR 1
9. Aeroplane stability YEAR 1 YEAR 1
YEAR 2 YEAR 2
10. Control surface fundamentals YEAR 1 YEAR 1
YEAR 3 YEAR 3
11. Use of trims YEAR 3 YEAR 3
12. Icing and contamination effects YEAR 2 YEAR 2
YEAR 3 YEAR 3
13. Propeller slipstream (as applicable) YEAR 3 YEAR 3
B. Causes of and contributing factors to upsets
1. Environmental ALL
2. Pilot-induced ALL
3. Mechanical (aeroplane systems) YEAR 1
YEAT 3
C. Safety review of accidents and incidents relating to aeroplane upsets
1. Safety review of accidents and incidents relating to
aeroplane upsets ALL
D. g-load awareness and management
1. Positive/negative/increasing/decreasing g-loads ALL ALL
2. Lateral g awareness (sideslip) YEAR 2 YEAR 2
YEAR 3 YEAR 3
3. g-load management ALL ALL
E. Energy management
1. • Kinetic energy vs potential energy vs chemical energy ALL ALL
• (power)
F. Flight path management
1. • Relationship between pitch, power and performance ALL ALL
•
2. Performance and effects of differing power plants (if YEAR 1 YEAR 1
applicable) YEAR 3 YEAR 3
3. Manual and automation inputs for guidance and control ALL ALL
4. Type-specific characteristics YEAR 2 YEAR 2
YEAR 3 YEAR 3
5. Management of go-arounds from various stages during YEAR 2 YEAR 2
the approach YEAR 3 YEAR 3
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6. Automation management ALL ALL

7. Proper use of rudder YEAR 1 YEAR 1
YEAR 3 YEAR 3
G. Recognition
1. •
Type-specific examples of physiological, visual and
•
instrument clues during developing and developed ALL ALL
2. upsets
Pitch/power/roll/yaw ALL ALL
3. Effective scanning (effective monitoring) ALL ALL
4. Type-specific stall protection systems and cues ALL ALL
5. Criteria for identifying stalls and upsets ALL ALL
H. System malfunction
(including immediate handling and subsequent operational considerations, as
applicable)
1. Flight control defects YEAR 1 YEAR 1
YEAR 3 YEAR 3
2. Engine failure (partial or full) ALL ALL
3. Instrument failures YEAR 3 YEAR 3
4. Loss of reliable airspeed ALL ALL
5. Automation failures YEAR 3 YEAR 3
6. Stall protection system failures including icing alerting
systems ALL ALL
Pre – flight FSTD

briefing training
A Recovery from developed upsets
1 Timely and appropriate intervention ALL ALL
2 Recovery from stall events, in the following configuration; ALL ALL
• Take-off configuration
• Clean configuration low altitude
• Clean configuration near maximum operating altitude
• Landing configuration during the approach phase
3 Recovery from nose high at various bank angles YEAR 2 YEAR 2

YEAR 3 YEAR 3
4 Recovery from nose low at various bank angles YEAR 2 YEAR 2
YEAR 3 YEAR 3
3 Consolidated summary of aeroplane recovery techniques YEAR 3 •
Flight path management during unreliable airspeed indication and

other failures at high altitude Pre-flight FSTD
briefing training
Basic flight physics principles concerning flight at high altitude, with a

1 particular emphasis on the relative proximity of the critical Mach number YEAR 1 YEAR 1
and the stall, pitch behaviour, and an understanding of the reduced stall
angle of attack when compared with low-altitude flight.
TRAINING MANUAL 69
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RECURRENT TRAINING
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Interaction of the automation (autopilot, flight director, autothrottle/ auto-

2 thrust) and the consequences of failures inducing disconnection of the YEAR 1 YEAR 1
automation.
Consequences of an unreliable airspeed indication and other failures at
3 high altitude and the need for the flight crew to promptly identify the YEAR 1 YEAR 1
failure and react with appropriate (minimal) control inputs to keep the
aircraft in a safe envelope.
Degradation of fly-by-wire (FBW) flight control laws/modes and its
4 consequence on aircraft stability and flight envelope protections, N/A N/A
including stall warnings.
Practical training, using appropriate simulators, on manual handling at
5 high altitude in normal and non-normal flight control laws/modes, with YEAR 1
particular emphasis on pre-stall buffet, the reduced stall angle of attack
when compared with low-altitude flight and the effect of pitch inputs on
the aircraft trajectory and energy state.
The requirement to promptly and accurately apply the stall recovery
6 procedure, as provided by the aircraft manufacturer, at the first YEAR 1 YEAR 1
indication of an impending stall. Differences between high-altitude and
low-altitude stalls must be addressed.
Procedures for taking over and transferring manual control of the
7 aircraft, especially for FBW aeroplanes with independent side-sticks ALL ALL
Task sharing and crew coordination in high workload/stress conditions
8 with appropriate call-out and acknowledgement to confirm changes to ALL ALL
the aircraft flight control law/mode.
TRAINING MANUAL 70
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PROGRESS CHECK GUIDELINES
03 10.12.2020
11 PROGRESS CHECK GUIDELINES

The information in this chapter is based on Part-FCL requirements and is for INSTRUCTOR ONLY.
The applicant shall pass the skill test within a period of 6 months after commencement of the type rating
course and within a period of 6 month preceding the application for the issue of type rating.
11.1 OBJECTIVES
• Determine whether, by practical demonstration, the applicant has reached or maintained the required
level of knowledge for the rating.
• Improve the standards of instruction and training by feedback of those exercises and procedures, 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
behaviours and task sharing.
11.2 PROGRESS TEST
A. THEORETICAL INSTRUCTION
Students must receive the indicated grades so as to progress to the next module of
training/checking:
a. performance, flight planning and load and balance – 75%
b. airplane systems, UPRT and PBN – 75%
c. emergency equipment – 75%
B. SYNTHETIC FLIGHT INSTRUCTION

Each synthetic flight instruction lesson shall be assessed by the Type Rating Instructor involved.
Performance, progress and other factors such as attitude and manner are items to be evaluated.
The evaluation shall be supplemented with the instructor’s written comments.
The evaluation shall be brought to the attention of the student.
At the end of each module of synthetic flight training of the EMB135/145 Type Rating Course or the
end of the EMB135/145 Type Rating Refresher Course, the student shall be assessed on his overall
progress within the given module/course through the “progress report”. An essential element of the
overall assessment is the recommendation for continuation of training (progress to the next module
of training or proficiency check – NO unsatisfactory elements) or the recommendation for termination
of training.
The following criteria shall be used by the Type Rating Instructor for the “progress report”
assessment:
NO – Not Observed Not observed – not possible to assess

AS – Above Standard The pilot’s performance in this competency was
exemplary with an outstanding effect on safety. The pilot
always demonstrated all of the relevant performance
indicators in this competency to an exemplary standard.
ST – Standard The pilot’s performance in this competency was effective
with a significant contribution to safety. The pilot
consistently demonstrated most of the relevant
performance indicators in this competency to a good
standard
SI – Should Improve The pilot’s performance in this competency was
satisfactory with a slightly positive effect on safety. The
pilot demonstrated most of the relevant performance
indicators in this competency to at least a satisfactory
standard
TRAINING MANUAL 71
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PROGRESS CHECK GUIDELINES
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US – Unsatisfactory The pilot’s performance in this competency was

unsatisfactory with a negative effect on safety. The pilot
did not demonstrate the majority of the relevant
performance indicators.
Successful completion of synthetic flight training within the Type Rating Course shall be noted with a
recommendation for the type rating skill test by the Type Rating Instructor administering the LOFT
training.
Successful completion of synthetic flight training within the EMB135/145 Type Rating Refresher
Course shall be noted with a recommendation for the proficiency check by the Type Rating
Instructor administering the refresher training.
All training shortfalls leading to the unsuccessful completion of a given module of training shall be
reported to the Head of Training. A second Type Rating Instructor nominated by the Head of
Training shall perform the required additional training which may consist of a maximum of 1/3 of the
normal training time for the module in question. The student must receive a positive
recommendation at the end of the additional training prior to progressing to the next stage of
training. Failure to do so will result in termination of training. The reasons for the additional training
and the results thereof shall be recorded in the EMB135/145 Type Rating Attendance/Training
Record.
TRAINING MANUAL 72
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FORMS AND RECORDS
04 01.12.2022
12 FORMS AND RECORDS
12.1 THEORETICAL KNOWLEDGE INSTRUCTION RECORD

Classroom Training Instructor
Date Trainee Signature
Signature
Day 1: Modules
Aircraft general
Lightning
EICAS
Electrical
Emergency equipment
Fire protection
Fuel
APU
Day 2: Modules
Engines
Hydraulics
Landing gear
Breakes and Nose wheel steering
Flight controls
Pneumatics
Air conditioning
Pressurization
Day 3: Modules
Ice and Rain Protection
Oxygen
Flight instruments
Communication
Navigation
Autoflight
Day 4: Modules
Mass and Balance
Limitations
Flight Planning / Performance
MEL
UPRT
PBN
Day 5: Modules
Normal and QRH procedures including CRM and TEM
Incident and accident review (CFIT, Runway
incursions and excursions, loss of control in flight,
Type related occurrences)
Day 6: Modules (if required)
FMS
EFIS selections and displays
Automated Flight Guidance and Control
TAWS
TCAS
Score (minimum
Date Mark
75%)
Passed / Failed %
Remarks
TRAINING MANUAL 73
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FORMS AND RECORDS
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12.2 FBS And FFS Record

REFERE TO APP I – 10.1
TRAINING MANUAL 74
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INTENTIONALY LEFT BLANK
TRAINING MANUAL 75
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REVISION: DATE:
FORMS AND RECORDS
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12.3 Progress test record

PROGRESS TEST RECORD
Session: o FBS 3 o FFS 7 o FFS 8 o OTHER:___________
Assesed compatency: NO US SI ST AS
Application of knowledge
Application of regulations and procedures
Normal and Abnormal procedures
Aeroplane flight path management - automation
Aeroplane flight path management – manual control
Communication
Leadership and teamwork
Problem solving and decision making
Situational awarness
Workload management
Application of knowledge, UPRT and resiliance
Note: Mark as appropriate

AS – Above Standard Exceptionally good performance, which is far above standard
ST – Standard The performance is satisfactory – no grave mistakes occur
SI – Should Improve The performance does not always meet the required standard –
additional training is necessary
US – Unsatisfactory The performance is not standard at all – minimum requirements are not
met. Further training is absolutely necessary.
Comments
Date: Trainee Signature:

TRAINING MANUAL 76
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FORMS AND RECORDS
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12.4 Progress Incident Report
PROGRESS INCIDENT REPORT
Trainee TRI/TRE Name

Session Date Comments
FBS
____
or
FFS
____
TRAINING MANUAL 77
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FORMS AND RECORDS
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TRAINING MANUAL 78
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.5 Additional Training Sessions
ADDITIONAL TRAINING SESSIONS
TRI/SFI
Trainee Name
Session Date Comments (Note 1&2)
Signature And
Signature
Airport________ Satisfactory
FBS ____ o
Type of app_________ Unsatisfactory
or o
(refer to PIR)
FFS ____ No of PBN APP_____
FBS ____ o
or o
(refer to PIR)
FBS ____ o
or o
(refer to PIR)
FBS ____ o
or o
(refer to PIR)
Note 1: Comments are mandatory when May need extra training box is ticked. Fill in PIR if
Unastisfactory box is ticked.
Note 2: Write None if no specific comments are needed.
TRAINING MANUAL 79
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FORMS AND RECORDS
04 01.12.2022
12.6 LANDING (FLIGHT) TRAINING RECORDS
LANDING TRAINING
Aircraft Flight
Trainee Name: Licence number:
Trainee: o LH Seat o RH Seat

Go-around Touch and go Full stop
No
Block time: Flight time:

Weather: Malfunctions:
Mark with initials when completed:

1.Performance calculation
2. Pre-flight tasks including (perf.,W&B, weatherbriefing and NOTAM’s)
3. Exterior inspection
4. Cockpit inspection and preparation (use of checklist prior to starting
engines, starting procedures, radio and navigation equipment check,
selection and setting of navigation and communication frequencies)
3. Engine run-up (Note 1)
4. Taxiing in compliance with ATC (if applicable of F/O)
5. Take off procedure including Before take-off checks
6. Visual approach (ILS supported if available)
7. Touch and go (Note 2)
8. All engines go-arround (Note 3)
9. Full stop landing (Note 4)
For multi-pilot aeroplanes where the trainee pilot has more than 500 hours MP experience in
aeroplanes of similar size and performance, Landing Training should include at least 4 landings of
which at least one should be a full stop landing.
In all other cases the trainee should complete at least 6 landings.
Note 1: Item to be completed only by the trainee starting the landing training flight.
Note 2: Repeat 'Touch and go' up to proficiency with the following minima:
• Each pilot shall complete at least 3 touch and go.
Note 3: Each pilot shall complete 1 all engines go-around.
Note 4: Each pilot shall complete 1 full stop landing
TRAINING MANUAL 80
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FORMS AND RECORDS
04 01.12.2022
LANDING (FLIGHT) TRAINING OR ZFTT
TRI/TRE
Trainee Name
ZFTT Date Route:
Signature And
Signature
TRI/TRE
Landing Trainee Name
Date Comments (Note 1&2)
Training Signature And
Signature
Satisfactory o
Unsatisfactory o
(refer to PIR)
AIRCRAFT May need extra training o
FLIGHT
OR ZFTT QUALIFIED FOR TYPE
ENDORSEMENT:
YES / NO
PILOT COMPETENCIES
Application of Aeroplane FPM -
US SI ST AS US SI ST AS
knowledge automation
Regulations and US SI ST AS
Aeroplane FPM – US SI ST AS
procedures manual control
Situational Awareness US SI ST AS PS & Decision Making US SI ST AS
Communication US SI ST AS Leadership &Teamwork US SI ST AS
Workload management US SI ST AS
*Mark as appropriate; US-Unsatisfactory, SI – Should improve, ST – Standard, AS – Above standard
*FPM – flight path management
TRAINING MANUAL 81
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FORMS AND RECORDS
04 01.12.2022
12.7 TRI COURSE RECORDS
12.7.1 Teaching and Learning Phase Record
TEACHING AND LEARNING PHASE RECORD

Classroom Training Trainee Instructor
Date
Signature Signature
Day 1: Modules
Learning processes and styles, training

experiences, Elements of effective training,
communication, Exploring training tecniques,
Questioning tehniques.
Day 2: Modules
Understanding behaviour, Managing

behaviour, Training preparation, Body
language, Training exercises, Receiving and
giving criticism, Report writing, Exercises’
Day 3: Modules
Briefing techniques, Understanding human

factors, Crew resource management,
Exercises, Closure.
Note: There is no teaching and learning phase examination.
TRAINING MANUAL 82
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FORMS AND RECORDS
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12.7.2 Technical Training Phase Record
TECHNICAL TRAINING PHASE RECORD
Theory Instructor
Date
hours signature
Lesson 1 Classroom theory

Refresher on teaching and learning 0:45
Preparation of lesson and session plans 2:15
Day 1
Lesson 3 Practice
Preparation of lesson and session plans (1) 2:00
Lesson 4 Practice
Preparation of lesson and session plans (2) 2:00
Day 2
Development of class and briefing room instructional skills, example 1:30

lecture / lesson
E.1.1 Student instructor briefing
Revision of technical knowledge 0:30
-

Total: 10:00
Note: There is no technical training phase examination.
TRAINING MANUAL 83
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FORMS AND RECORDS
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12.7.3 Flight Training Phase Record
FLIGHT TRAINING PHASE RECORD
Flight instruction TRI restricted FSTD
Flight Instructor
Date
session signature
E.1 Introduction into the FSTD (2:00)
E.2 Instruction from different stations – normal / abnormal and

(2:00)
emergency procedures
E.3 Instruction from different stations – Upset Prevention and
(2:00)
Recovery training (UPRT)
E.4 FFS session under supervision (4:00)
Total: (10:00)
Specific training flight instruction LIFUS

Flight Instructor
Date
session signature
E.2.1 Specific Training – Line Flying under Supervision (LIFUS)

(2:00)
FSTD
One route segment under supervision – in aeroplane 1 leg
Total: (2:00)
Specific training flight instruction landing training
Flight Instructor
Date
session signature
E.3.1 Specific Training – Landing Training FSTD (2:00)

3 trafic-
Three traffic patterns – in aeroplane
paterns
Total: (2:00)
Note 3: Specific training in A/C can be performed after AoC
TRAINING MANUAL 84
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FORMS AND RECORDS
04 01.12.2022
12.7.4 Assessment of Competence Certificate
ASSESSMENT OF COMPETENCE CERTIFICATE
TRE
Trainee Name
Date Comments (Note 1&2)
Signature And
Signature
Satisfactory o
FFS
Unsatisfactory o
(min 3
(refer to PIR)
hours)
The TRI trainee has passed the assessment of competence on Embraer 135/145 aeroplane in
accordance with FCL.935 & FCL.935.TRI and has demonstrated the ability to instruct trainees.
TRAINING MANUAL 85
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FORMS AND RECORDS
04 01.12.2022
12.7.5 Flight Training Phase – AoC
FLIGHT TRAINING PHASE – AoC
TRE Name
Assesment of Trainee
Date Comments And
Competence Signature
Signature
Write FCL references of items failed
o PASS (FAIL) or of items not completed
o FAIL (fill in (PARTIAL PASS).
PIR)
oPARTIAL
PASS
(Note 1) QUALIFIED FOR TRI LICENCE
ENDORSEMENT (Note 3) : YES / NO
Assesment of TRE Name
Trainee
Competence Date Comments And
Signature
Continuation Signature
(FAIL).
o PASS
o FAIL
(fill in PIR)
(Note 2)
TRE Name
Assesment of Trainee
Date Comments And
Competence Signature
Signature
o PASS (FAIL) or of items not completed
o FAIL (PARTIAL PASS).
(fill in PIR)
oPARTIAL
PASS
(Note 1) QUALIFIED FOR TRI LICENCE
ENDORSEMENT (Note 3) : YES / NO
Assesment of TRE Name
Trainee
Competence Date Comments And
Signature
Continuation Signature
(FAIL).
o PASS
o FAIL (fill in
PIR)
(Note 2))
TRAINING MANUAL 86
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FORMS AND RECORDS
04 01.12.2022
Note 1: 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
cavlid reasons.
Note 2: If same TRE performs the continuation session, the program consists of the items not
completed; otherwise the complete session scenario must be performed again.
TRAINING MANUAL 87
© AlpAvia
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FORMS AND RECORDS
04 01.12.2022
12.7.6 Progress Incident Report
PROGRESS INCIDENT REPORT
TRI/TRE
Trainee
Session Date Comments Name And
Signature
Signature
FBS
____
or
FFS
____
TRAINING MANUAL 88
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.7.7 Additional Training Sessions
ADDITIONAL TRAINING SESSIONS
TRI/SFI
Trainee
Session Date Comments (Note 1&2) Name And
Signature
Signature
Satisfactory o
Unsatisfactory o
FFS
(refer to
____
PIR)
Satisfactory o
Unsatisfactory o
FFS
(refer to
____
PIR)
Satisfactory o
Unsatisfactory o
FFS
(refer to
____
PIR)
Satisfactory o
Unsatisfactory o
FFS
(refer to
____
PIR)
TRAINING MANUAL 89
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.8 FCL SKILL TEST FORMS
12.8.1 Type Rating Skill Test Form
Refer to latest revision of Examiner difference document by candidate local authority: Training,
skill test and proficiency check for MPL, ATPL, type and class ratings, and proficiency check for
IRs.
TRAINING MANUAL 90
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.9 EMB 135/145 REFRESHER COURSE RECORDS

Classroom Training Trainee
Signature
Day 1: Modules
SUBJECT:
Date Mark Score (minimum 75%)

Passed / Failed %
Remarks
Trainee TRI/SFI Name

Session Date Comments (Note 1&2)
Airport________ Satisfactory o
Type of app_________ Unsatisfactory o
FFS
(refer to PIR)
____
No of PBN APP_____
FFS
(refer to PIR)
____
No of PBN APP_____
FFS
(refer to PIR)
____
No of PBN APP_____
Remarks
Note:After last session a progress test shall be filed.
TRAINING MANUAL 91
© AlpAvia
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FORMS AND RECORDS
04 01.12.2022
12.10 EMB135/145 DIFFERENCE TRAINING RECORD
EMB135/145 DIFFERENCE RECORD
TRAINING
ITEM / SYSTEM REQUIRED TYPE DATE SIGNATURE
Dimensions q YES NO Self-training
Cabin q YES NO Self-training
Cargo q YES NO Self-training
Limitations q YES NO Self-training
Performance q YES NO Self-training
Take-off q YES NO Self-training
21 Air Cond & Press q YES NO Self-training
25 Equipment & Furnishing q YES NO Self-training
28 Fuel q YES NO Self-training
30 Ice and Rain Protection q YES NO Self-training
FANS 1/A Self-training
34 Navigation
YES NO
RNP0.3 q YES NO Self-training
LPV q YES NO Self-training
Charts & Maps Aircraft
q YES NO
Baro-VNAV q YES NO Flight
ADSB-OUT q YES NO Self-training
FMZ2010 FMS Aircraft
q YES NO
35 Oxygen q YES NO Self-training
52 Doors q YES NO Self-training
70 Power Plant Self-training
q YES NO
Comments

TRAINING MANUAL 92
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.11 SPECIAL AIRPORT TRAINING – LFLB

CHAMBERY RECORD OF TRAINING
SIM Reg.: Time: ___H___ - ___H___
INIT REC
weight (Fuel frozen)
1 Taxi X
2 Take-off runway 18 X X
4 Go-around (initiated by the crew or the instructor) X X
departure
8 ILS runway 18 X
Comments

TRAINING MANUAL 93
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.12 SPECIAL AIRPORT TRAINING – LOWI
INNSBRUCK RECORD OF TRAINING
SIM Reg.: Time: ___H___ - ___H___
INIT REC
weight (Fuel frozen)
1 Taxi X
2 Take-off runway 26 visual initial departure X X
3 LOC DME EAST followed by a missed approach from minima X X
4 LOC DME EAST followed by circle-to-land runway 08 X X
5 Landing runway 08 X X
departure
7 LOC DME EAST followed by balked landing runway 26 X
8 LOC DME WEST followed by Circle-to-land runway 26 X
- END
OF
TRAI
Comments
NING
-

TRAINING MANUAL 94
© AlpAvia
REVISION: DATE:
FORMS AND RECORDS
04 01.12.2022
12.13 ESQ QUALIFICATION TRAINING
ESQ TRAINING RECORD
ESQ TRAINING: INITIAL RECURRENT

an engine failure during take-off
a one-engine-inoperative approach and go-around;
a one-engine-inoperative landing
a rejected take-off and evacuation (initial training only)
an emergency descent (initial training only)
high altitude stall (initial training only)
• TRI/E SHALL MARK WITH INITIALS AS APPROPRIATE
Comments

TRAINING MANUAL 95
© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
13 APPENDIXES
13.1 APP I - EMB 135/145 TYPE RATING RECORD OF TRAINING
FBS 1
FBS Time: _____:______ / 04:00 FBS Cumul. Time ____:____ / 04:00
Instructor: Date:
BRIEFING
Familliarization with the EMB 145/1 35 environment
Cockpit familliarization
Preparation of the aircraft (use of PFD, MFD and EICAS)
Use of RMU and RMS
Preparation of the aircraft
AFCS use
Normal Profile
Normal Check List
* - mark with Ö if proficiency demonstrated

EX EXERCISES P* TIME
1 Installation on board, safety … 05
2 Cockpit preparation 15
Checks and operations of systems
Battery and lighting
Safety equipment and Oxygen mask
Digital audio panel
3 Startup 10
Startup with ground assistance
4 Taxi 05
Briefing
5 Before TO C/L 05
Test Anti Ice
Alignment
6 TO 15
Climb
Action at 10 000ft
7 Cruise 15
Cruise Performances
8 Descent 10
AP/FD call out
Briefing
9 Approach 10
10 Before landing C/L 10
11 After landing C/L 05
12 Taxi to the gate 05
13 Engine shut down 05
14 Parking C/L 05
TRAINING MANUAL 96
© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
COMENTS
Trainee Signature: Instructor signature:
TRAINING MANUAL 97
© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FBS 2
Instructor: Date:
BRIEFING
Familiarization with failures so ease identification and proper procedures
Understanding of interaction between failures to ease the decision-making process
Training on memory actions with enhanced CRM
Emergency situations
Stress will be put on the importance of tasks and roles sharing

EX EXERCISES P TIME
1 Doors Warning Systems 20
2 Electrical Power 20
3 Smoke and Fire Protection 20
4 Fuel & APU 20
5 Engine 20
6 Hydraulic / Landing Gear and Brakes 20
COMENTS
TRAINING MANUAL 98
© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FBS 3
Instructor: Date:
BRIEFING
Familiarization with failures so ease identification and proper procedures
Understanding of interaction between failures to ease the decision-making process
Training on memory actions with enhanced CRM nad TEM
Emergency situations
Stress will be put on the importance of tasks and roles sharing

EX EXERCISES P* TIME
1 Flight Controls 20
2 Air Conditioning/ Pressurization / Pneumatics 20
3 Ice & Rain Protection / Oxygen 20
4 Navigation / Flight Instruments / Autopilot 20
5 Emergency Landing & Evacuation 20
6 Miscellaneous 20
COMENTS
TRAINING MANUAL 99
© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
PROGRESS TEST RECORD FBS 3
Session: o FBS 3
Communication
Workload management

Comments

TRAINING MANUAL 100

© AlpAvia
REVISION: DATE:
APPENDIXES
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FFS 1
FFS Time: _____:______ / 04:00 FFS Cumul. Time: ____:____ / 04:00
Instructor: Date:
BRIEFING
Simulator familiarization (SIM and FACILITIES EMERGENCY PROCEDURES)
Avionics / FMS set up
Departure and TO Briefing
Standard call out
Flight Control stiffness - UPRT
Use of Speed Brake
Normal Procedure and C/L review
AP/FD call out
Slow Flight - UPRT
Stalls - UPRT
High Altitude operations - UPRT
Approach Briefing
3D approach
UPRT applicable exercises according to Training Manual Ch 1.20 UPRT syllabus
NOTES
There will be NO FAILURE during this session
Take Off data card must be completed in classroom during briefing
SUGESTED WX AND AIRPORT

EDDM SA 360/5 CAVOC 15/10 Q1013
SESSION A PF A 120 Min

EX EXERCISES NOTES P* TIME
Simulator Safety
Internal safety Inspection
Aircraft Power up
1 50
Avionics – FMS initialization / Departure Briefing / TO Briefing
APU / GPU operation Normal Engine start / Start Call Outs
TO data card / Pre TO Checks
2 Taxi Holding point / Ice Protection Test 10
Normal TO and climb to FL 100 / After TO checks (Radar Vectors)
Aircraft Handling / Use of F/D
Maneuvering in climb/Cruise
3 15
Speed changes/handling changes
Acceleration to VMO, use of SPEED BRAKES
Steep Turns
Approach to Stall Clean / TO configuration / Landing configuration
STICK SHAKER/PUSHER
4 15
Unusual Attitudes
Normal Operation with AP
AP failure
5 25
SPS System failure (Normal operation of system)
TRAINING MANUAL 101

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Descent Planning, Use of Drag Devices/NAV-COM set up FGS

system
3D Coupled AP/FD
Full stop landing
T/O Radar Vectors 3D Approach Manual with F/D
6 After Landing Procedure Taxi 05
Parking Procedure
SESSION B PF B 120 Min

Trough flight Checklist
1 30
Startup with APU
Taxi Holding Point
2 10
TO Briefing
TO and climb to FL 100
Use of F/D
Maneuvering in climb
3 20
Speed changes / Radar Vectors / F.G. System
Acceleration to VMO, use of SPEED BRAKES
Steep Turns
Approach to Stall Clean / TO configuration / Landing configuration
SPS System failure
4 15
Upset recovery training (nose low – high with diff. banks)
Normal operation with AP Start climb FL 370 (SLEW)
NORMALIZATION FL 370
5 15
High Altitude Flight all engines operation
MMO/VMO descent/ Use of SPEED BRAKES
Descent Planning
6 Approach Preparation 25
3D Coupled AP/FD
Full stop landing / Use of Reverse
Taxi to the gate
7 After Landing Procedure 05
Parking Procedure
PILOT COMPETENCIES
Application of procedures US SI ST AS Workload management US SI ST AS
FPM Automation US SI ST AS FPM Manual Control US SI ST AS
Airport used: Simulator reg. No of PBN APP
No of Landings
TRAINING MANUAL 102

© AlpAvia
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ITEMS NOT COVERED
ITEMS WHERE PROFICIENCY NOT DEMONSTRATED
MAIN PROGRESS REPORT
TRAINING MANUAL 103

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REVISION: DATE:
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04 01.12.2022
FFS 2
Instructor: Date:
BRIEFING
Improve handling and execution of normal procedure
Introduction of failures and abnormal procedures
Use of radio-navigation / radio equipment
Standard call outs should be repeated and reviewed during briefing
Use of the FMS and AFCS
Aborted start scenario
ADC failure
TCAS alarm
Engine flame oput - Single engine flight characteristics
Hydraulic system failure
Abnormal Landing Gear extension
Use of FADEC
Standard traffic pattern (visual)
X-wind TO and landing
Non-precision approach including PBN
NOTES

EDDM SA 360/25 5000 15/10 Q1025

Aircraft Internal safety inspection
Power up
Cockpit preparation
1 Avionics-FMS initialization / Departure Briefing / TO briefing 30
TO data card-Pre Takeoff checks
Engine Start- APU failure after Engine #2 start
Engine #1 crossbleed start (Hot Start)
Taxi Holding point-Ice Protection test
2 10
Reject Takeoff - PFD fail (ATC Cabin Crew Advise)
X—Wind TO
Climb to FL15O with AP/FD-Insert TCAS Alarm
3 10
Steep Turns
Approach to Stall Clean I Takeoff config I Landing config (normal)
Introduction to engine shut down - #1 engine
4 15
Single Engine operation / Inflight relight
Descent Planning, Nav/Com failure (lower left CB panel )
FG System / Holding
5 HYDRAULIC SYSTEM 1 FAIL 25
Abnormal Landing Gear Extension (use of rudders)
3D AP/FD Approach
TRAINING MANUAL 104

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Full Stop Landing

TO Radar Vectors
6 PBN APP 10
Go Around all Engine operating (Published Missed APP)
TO 1 Engine Out during climb ( WX CAVOK)
7 15
Standard visual circuit pattern
Full stop landing
8 Taxi to the gate 05
After landing procedures
Shut Down Procedure

Throughflight Checklist
1 Start engine #2 with GPU (Oil pump failure) 20
# 1 Engine (Hung Start)
Taxi/TO Briefing
TO, Climb to FL15O with AP/FD
2 ADC 2 failure 10
Steep Turns
Approach to Stall Clean I Takeoff config I Landing config
NORMALIZATION FL 370 (SLEW INST)
Flame out
3 Single Engine flight characteristics 35
Single Engine altitude Capability (Speeds)
Inflight Relight
HYDRAULIC SYSTEM 2 FAIL
Descent and APP Checklist (Desc.planning Hyd Fail memo)
PBN APP with FD without AP
4 25
Go around all engine operating (traffic on RWY) Radar
Vectors
FULL STOP Landing
TO Engine failure during climb
Visual circuit pattern
Full Stop Landing 1 engine out
5 25
TO
Standard visual circuit pattern
Full stop landing X Wind
Taxi to the gate
6 After landing procedures 05
Shut Down Procedure / Leaving the airplane procedure
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 105

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TRAINING MANUAL 106

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REVISION: DATE:
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04 01.12.2022
ITEMS NOT COVERED
TRAINING MANUAL 107

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REVISION: DATE:
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FFS 3
Instructor: Date:
BRIEFING
There should be no more flying/handling difficulties at this stage
Enhanced CRM and TEM
Abort start
Engine failure on TO
Single Engine Circle to land
Fuel system emergency
APU Fire
Emergency Evacuation
Circling approach
NOTES

LSZH SA 180/25 5000 OVC 1000 15/10 Q1025

Power up
Cockpit preparation
1 Avionics-FMS initiatization / Departure Briefing / TO briefing 30
TO data card-Pre Takeoff checks
Start up with APU (1 Generator INOP)
ATS VLV Open (Checklist)
2 Taxi 10
Eng Failure at V2 (Flame out)
3 20
SID single engine (CRM Decision)
Relight engine
Normal Operation (Climb FL 50)
Fuel leak
Direct TO Holding
4 30
PBN APP
Go Around + Published Missed APP
Radar Vectors
3D APP RAW DATA Full Stop
RESET 10 NM Final (All engines reset)
3D APP + Circling App
Rejected Landing at 50 ft
Climb 2000 ft DUAL HYD FAILURE
5 30
Visual Traffic Pattern (WX CAVOK)
Full stop landing X Wind
Taxi to the gate
After landing procedures
TRAINING MANUAL 108

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REVISION: DATE:
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Shut Down Procedure / Leaving the airplane procedure

Transit Checklist
1 Startup with APU 20
Abnormal engine start Malfunction
Taxi Holding Point
TO Briefing / TO X-wind
2 20
Engine #2 Failure (Flame out at V2)
Single engine (CRM Decision)
Relight
FIRE ENGINE #2
3 25
Engine Fire Checklist
CRM/Analyse/Decision
PBN App RWY / 1 engine out
Full stop landing
4 30
TO Radar Vectors (CLIMB FL 290 Slew INST)
DUAL ENGINE FAILURE
Relight Engine (Normal Operation)
3D APP
5 15
Circleto Land
APU FIRE final (Fail APU Fire Bottle)
Full stop landing
6 Out of control fire procedure 10
Emergency EVACUATION
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 109

© AlpAvia
REVISION: DATE:
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ITEMS NOT COVERED
TRAINING MANUAL 110

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FFS 4
Instructor: Date:
BRIEFING
Cold WX operation
Anti Ice Test
Bleed Air Thermal Anti-Icing System integration
Low visibility Procedure
Engine failure at V1
Double flame out
Anti-Ice failures (flight with Anti icing system inop)
GPWS alarm
Loss of all generators
RMU approach
DC BUS N°2 failure
Balked landing (GA from 50ft)
NOTES

LSZH SA 180/25 1000 OVC005 0/0 Q1010 - RASN

Power up - Cockpit preparation
APU FAIL- Start with ground car (APU remain U/S)
1 30
FMS initialization/Departure Briefing/TO Briefing
Engine Start Normal
PUSH BACK from Gate
Taxi (Nosewheel steering failure)
WINDSHIELD N°2 HEATING FAIL NormaIization (MEL)
2 10
Ice protection Test
Low visibility TO / CAPT lAS Failure (Rejected T/O)
Normal Takeoff Engine Flame out at V2+Relight
3 Climb FL 100 / Icing Conditions 15
Pitot Heat1 fail/Instrument failure (Reset when checklist completed)
PFD / Failure (Normal Operation when C/L completed)
ENG 1-2 All FAIL (Meteo) (Normal Operation when C/L
completed)
4 GEN 2-4 OFF BUS / APU still U/S (will not reconnect) 20
Descent and Approach
2D APP all engines
WINDSHEAR during approach
Go around all engines operating
5 GEN 1 BRG FAIL 15
RADAR Vectors
TRAINING MANUAL 111

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GEN 1 OFF BUS

GEN 3 OVERLOAD
GEN 1-2-3-4 OFF BUS
6 3D with RMU 20
Full Stop Landing
Taxi to the gate
Parking Procedure

Transit Checklist
Before Start Checklist
FMS initialization
1 40
Start up APU
ENGINE FIRE during startup
NORMALIZATION 2 ENGINES RUNING
Taxi / Ice Protection Test ( may be skipped)
2 TO Briefing 10
Low visibility TO (RVR 125M)
Engine 1 flame out at Vi (No restart possible)
3 Single Engine SID (CRM Decision) 10
Single Engine APP
3D APP
4 Full Stop 10
Reset T/O
Climb FL 100
WING A/l FAIL (IMC) (Failure extinghuises during checklist)
5 3D approach prep, all engine operating 20
TCAS alarm on approach (IMC Visual Hazards)
Go Around all engine
DC BUS 2 OFF
EFIS FAILURES (CRM Remaining
Items)
6 25
RADAR vectoring
2D (LOC) with EFIS
Full Stop Landing
Taxi to the gate
Parking Procedure
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 112

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
TRAINING MANUAL 113

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
ITEMS NOT COVERED
TRAINING MANUAL 114

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FFS 5
Instructor: Date:
BRIEFING
Smoke and Fire
Engine Fire in flight and on the ground
Explosive depressurization
Emergency descent
Aborted Take Off
NOTE

LFSB SA 180/20 5000 OVC 006 -5/-5 Q1025 +SN

1 FMS initialization / Departure Briefing / TO Briefing 40
Startup with GPU (ATS Valve Open)
APU extbtl INOP (check with MEL)
Taxi / Ice Protection Test
2 10
TO briefing
TO on contaminated RWY
Climb FL 270
3 10
Bleed Overtemp #2 (Oposite Bleed Valve will lose pressurization)
Conditioning-smoke (Insert oposite side that 2 Bleed valves close)
Rapid Cabin Depressurization / Emergency Descent
4 CRM / Decision 20
Return to Airfield Descent Planning
Holding
2D (VOR) APP RWY with FD and AP
5 20
Engine Fire during VOR APP
FULL STOP Landing
T/O Engine Fire at V1 +5 kts
6 Radar Vectors 15
2D APP
T/O Normal
7 ACCELERATE / STOP (Engine Fire NOT extinguishing) 05
TRAINING MANUAL 115

© AlpAvia
REVISION: DATE:
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04 01.12.2022

Transit Checklist
Cockpit preparation
FMS initialization / Departure Briefing / TO Briefing
1 40
Startup with APU
MANUAL MODE PRESS CONTROL SYSTEM INOP
(MEL)
NORMALIZATION
2 Taxi 10
TO on contaminated RWY
Climb FL 270
3 Pressurization Automatic Failure (Manual Control NOT possible) 10
CRM – Decision
Emergency descent
4 Holding (NO RADAR Available) 15
2D APP RWY
GO-Arround due to weather (Standard Published Procedure)
Engine flame out on Go Around
5 15
Inflight Relight
ENGINE FIRE during restart
RADAR vectoring
6 Single Engine 3D APP without FD and without AP 15
Full stop Landing
TO Briefing
7 Rejected TO due to Engine Fire (non extinguish) 10
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 116

© AlpAvia
REVISION: DATE:
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ITEMS NOT COVERED
TRAINING MANUAL 117

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FFS 6
Instructor: Date:
BRIEFING
Flight Controls failures
Total Hydraulic system failure
Abnormal Landing Gear extension
Flaps Up Landing
Operation - Hot and Heavy
NOTES

LFSB SA 180/25 5000 OVC 1000 35/30 Q1025

1 20
Startup with APU (Engine Abnormal Vibration)
Taxi
2 10
Rejected Takeoff (Incapacitation No Speed Check)
T/O X-wind (WINDSHEAR)
N°2. AlL SYS 2 INOP (Reset Normal)
3 PITCH TRIM RUNAWAY (Recover Back up System) 20
CAS MESSAGE
CRM-Decision
Return for Landing
4 INADVERTENT SPOILER OPENING IN FLIGHT 15
All Engines operating approach
HYDRAULIC SYSTEM 1 FAIL
5 15
Abnormal Landing Gear extension (use of rudders)
PBN with FD / AP
6 10
Full Stop Landing
TO Briefing / T/O X-wind
7 During climb JAMMED ELEVATOR 10
RADAR vectoring
FLAP FAILURE
8 3D APP with FD and without AP 15
Full stop Landing
Taxi to the gate
9 After Landing procedures 05
Parking procedures
TRAINING MANUAL 118

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022

Transit Checklist
1 FMS initialization / TO data card 20
Quick Start Engines
Taxi
2 10
TO Briefing
T/O X-wind
RUDDER OVERBOOST
3 PITCH TRIM FAILURE (Not Recovering Pitch Trim) 20
CAS MESSAGE
CRM / Decision
Return for Landing (Flaps 22)
4 2D (VOR) with FD and without AP 15
Full stop Landing
TO Briefing
T/O X-wind
5 20
JAMMED AILERON (During Climb)
RADAR vectoring
Landing Gear Lever Disagree
(failure)
Abnormal Landing gear extension
6 25
3D approach, all engine operating with FD and without AP
Circle to Land (change wind direction)
Full Stop Landing
TO Briefing
7 Rejected TO due to Engine Fire 10
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 119

© AlpAvia
REVISION: DATE:
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04 01.12.2022
ITEMS NOT COVERED
TRAINING MANUAL 120

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FFS 7
Instructor: Date:
BRIEFING
Severe Engine Damage
Electrical Fire or Smoke
Degraded EFIS situations (use of integrated Standby System)
Low VIS TO and Landing
Steep APP
Recovery from unusual attitude
Windshear
Take off with flaps 18
NOTE

LFSB SA 180/25 2000 OVC 003 5/2 Q1025

EX EXERCISES NOTES P TIME
Transit Preparation
1 20
Startup with APU
Engine Start Abnormal
2 Taxi 10
T/O X-wind (Brake overheat in flight insert if speed is above 250
kt)
Climb FL320 (Slew)
3 Lose of control nose up 20
Lose of control nose down
CPT IAS FAIL
CRM-Decision
MAIN DOOR OPEN warning (during climb not locked)
Emergency Descent
4 15
Loss of the door and severe Engine Damage
PBN Rwy APP 1 ENGINE OUT
Flaps 18 T/O X-Wind 25kt
5 Windshear on Takeoff 15
PF incapacitated when out of Windshear
3D APP with FD/AP
6 10
Landing
Normal T/O (During climb insert failures below)
7 HYD LO QTY 10
BOTH HYDRAULIC SYSTEMS FAILURE
Abnormal Landing Gear Extension (use of rudder)
8 15
RUDDER and AILERON MECHANICAL REVERSION
TRAINING MANUAL 121

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REVISION: DATE:
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Full Stop Landing

BRAKES DEGRADED
9 BRAKES OVERHEAT 05

EX EXERCISES NOTES P TIME
Transit Checklist
1 FMS initialization / TO Briefing 20
QUICK START ENGINES
T/O Rain-Strong Winds / Gust
Gear Lever cannot move up after Takeoff(No message displayed)
Lose of control nose up
2 Lose of control nose down 25
HDG FAIL
F/O ALT FAIL
CRM-Decision
FIRE DETECTION FAILURE
Engine Abnormal Vibration
3 25
ENGINE FIRE N°1
3D APP Engine out RAW DATA
T/O
4 Visual Circuit (Insert FLAPS FAILURE) 15
Full Stop Landing
Flaps 18 T/O
Climb 5000 ft (Insert ELECTRICAL FIRE)
5 10
3D Published Procedure (NO RADAR AVAILABLE)
APU fire on final (Non Extinguishable)
Full Stop Landing
6 15
EMERGENCYEVACUATION
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 122

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
ITEMS NOT COVERED
TRAINING MANUAL 123

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
PROGRESS TEST RECORD FFS 7
Session: o FFS 7
Communication
Workload management

Comments

TRAINING MANUAL 124

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
FFS 8
Instructor: Date:
BRIEFING
Line Oriented Flight Training - LOFT

LSZH-EDDS SA 180/15 1000 OVC005 02/01 Q1025

Transit Checklist
FMS initialization
1 20
Departure Briefing / TO Briefing
Startup with APU
Taxi
2 10
TO Briefing
Expedited TO – CTOT
X-wind TO and use of radar
Climb FL 320
3 20
Ice condition management
Crossbleed failure
Analyse Balance Decide
BLD VLV FAIL
4 BLEED LEAK 15
Precautionary Engine Shut down
Drift Down
5 15
Diversion to an Alternate
RADAR vectors
6 3D approach with FD and without AP 10
Circle to land
T/O Engine Fire #2
7 Radar Vector for 3D APP 10
PNF INCAPACITATION
3D approach with FD and without AP
10
Full Stop Lannding
TO Briefing
9 Rejected TO due to Engine Fire 10
TRAINING MANUAL 125

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022

EX EXERCISES FCL REF P* TIME
Transit Checklist
FMS initialization
1 05
Departure Briefing / TO Briefing
Startup with APU
2 Taxi 05
LOW VIS TO (RVR 125m or 150m as required)
Rejected TO
3 LOW VIS TO 20
LOW VIS 3D APP
GO AROUND NO VIS CONTACT
LOW VIS 3D APP
BATTERY OVERHEAT
4 GO AROUND. Due to malf. On ground or on aircraft (severe 30
exercises)
Re positions to 10 NM Final
LOW VIS 3D APP
5 LOW VIS Landing 15
Full stop
PILOT COMPETENCIES
No of Landings
TRAINING MANUAL 126

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04 01.12.2022
ITEMS NOT COVERED
TRAINING MANUAL 127

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
PROGRESS TEST RECORD FFS8
Session: o FFS 8
Communication
Workload management
Comments

TRAINING MANUAL 128

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
TRAINING MANUAL 129

© AlpAvia
REVISION: DATE:
APPENDIXES
04 01.12.2022
13.2 APP II - AMC1 – SUPLEMENT 9 CROSSREFERENCE
SESSION OF FFS WHEN

SECTION 1: FLIGHT PREPARATION
TRAINING COMPLETED
BEFORE EACH FFS – FFS 8

1.1 Performance calculation
Aeroplane external visual inspection; location of each item and purpose of BEFORE LANDING
1.2
inspection TRAINING
1.3 Cockpit inspection BEFORE EACH FFS – FFS 8
Use of checklist prior to starting engines, starting procedures, radio and

1.4 navigation equipment check, selection and setting of navigation and BEFORE EACH FFS – FFS 8
communication frequencies
1.5 Taxiing in compliance with air traffic control or instructions of instructor FFS 8
1.6 Before take-off checks FFS8
SECTION 2: TAKE-OFFS
2.1 Normal take-offs with different flap settings, including expedited take-off FFS 7
Instrument take-off; transition to instrument flight is required during rotation or

2.2* FFS 8
immediately after becoming airborne
2.3 Crosswind take-off FFS 7
Take-off at maximum take-off mass (actual or simulated maximum take-off

2.4 FFS 6
mass)
2.5 Take-offs with simulated engine failure:
2.5.1* - shortly after reaching V2 FFS 3
(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)
2.5.2* - between V1 and V2 FFS 7
2.6 Rejected take-off at a reasonable speed before reaching V1 FFS 7
SECTION 3: FLIGHT MANOEUVRES AND PROCEDURES
Manual flight with and without flight directors (no autopilot, no

3.1 FFS 8
autothrust/autothrottle, and at different control laws, where applicable)
At different speeds (including slow flight) and altitudes within the FSTD training
3.1.1 FFS 1
envelope
3.1.2 Steep turns using 45° bank, 180° to 360° left and right FFS 1
3.1.3 Turns with and without spoilers FFS 1
Procedural instrument flying and manoeuvring including instrument departure

3.1.4 FFS 1
and arrival, and visual approach
TRAINING MANUAL 130

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REVISION: DATE:
APPENDIXES
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Tuck under and Mach buffets after reaching the critical Mach number, and
3.2 FFS 5
other specific flight characteristics of the aeroplane (e.g. Dutch Roll)
3.3 Normal operation of systems and controls engineer’s panel N/A
3.4 Normal and abnormal operations of following systems:

3.4.0 Engine (if necessary propeller) FFS 8
3.4.1 Pressurisation and air-conditioning FFS 7
3.4.2 Pitot/static system FFS 7
3.4.3 Fuel system FFS 3
3.4.4 Electrical system FFS 4
3.4.5 Hydraulic system FFS 6

3.4.6 Flight control and Trim system FFS 6
3.4.7 Anti-icing/de-icing system, Glare shield heating FFS 4

3.4.8 Autopilot/Flight director FFS 8
3.4.9 FFS 7
devices
3.4.10 Ground proximity warning system, weather radar, radio altimeter, transponder FFS 4
3.4.11 Radios, navigation equipment, instruments, FMS FFS 8
3.4.12 Landing gear and brake FFS 6
3.4.13 Slat and flap system FFS 7
3.4.14 Auxiliary power unit FFS 6

3.6.1 FFS 8
3.6.2 Smoke control and removal FFS 7
3.6.3 Engine failures, shutdown and restart at a safe height FFS 7
3.6.5 Wind shear at take-off/landing FFS 7
3.6.6 Simulated cabin pressure failure/emergency descent FFS 5
3.6.7 Incapacitation of flight crew member FFS 6

3.6.8 FFS 7
Manual (AFM)
3.6.9 TCAS event FFS 5
3.7 Upset recovery training REFERE TO CH 1.11 UPRT
Recovery from stall events in:
– take-off configuration;
3.7.1 – clean configuration at low altitude; FFS 6
– clean configuration near maximum operating altitude; and
– landing configuration.
The following upset exercises:
3.7.2 – recovery from nose-high at various bank angles; and FFS 7
– recovery from nose-low at various bank angles
3.8 Instrument flight procedures FFS 8
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3.8.1* Adherence to departure and arrival routes and ATC instructions FFS 8
3.8.2* Holding procedures FFS 8

3D operations to DH/A of 200 feet (60 m) or to higher minima if required by
3.8.3* FFS 8
the approach procedure
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 3D for 3.8.3.1 in case of such
AFM limitation).
3.8.3.1* Manually, without flight director FFS 7

3.8.3.2* Manually, with flight director FFS 8
3.8.3.3* With autopilot FFS 8

simulated during final approach before passing 1000 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 goaround shall be initiated in
3.8.3.4* conjunction with the nonprecision approach as described in 3.8.4. The go- FFS 8
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 3.8.3.4.

simulated during final approach after passing the outer marker (OM) within a
distance of not more than 4 NM 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
3.8.3.5* ensuing go-around shall be initiated in conjunction with the non-precision FFS 7
approach as described in 3.8.4. The go-around shall be initiated when
reaching the published OCH/A; however, not later than reaching an MDH/A of
500 ft above the 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 3.8.3.4.
3.8.4* 2D operations down to the MDH/A FFS 8

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
3.8.5 FFS 6
(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.
3.8.6 Visual approaches
SECTION 4: MISSED APPROACH PROCEDURES
Go-around with all engines operating* during a 3D operation on reaching

4.1 FFS 7
decision height
Go-around with all engines operating* from various stages during an

4.2 REF: TM CH 1.12 FFS 7
instrument approach
4.3 Other missed approach procedures FFS 8
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Manual go-around with the critical engine simulated inoperative after an

4.4* FFS 7
instrument approach on reaching DH, MDH or MAPt
Rejected landing with all engines operating:

– from various heights below DH/MDH;
– after touchdown (baulked landing)
4.5 FFS 7
In aeroplanes which are not certificated as transport category aeroplanes
(JAR/FAR 25) or as commuter category aeroplanes (SFAR 23), the rejected
landing with all engines operating shall be initiated below MDH/A or after
touchdown.
SECTION 5: LANDINGS
Normal landings* with visual reference established when reaching DA/H

5.1 FFS 8
following an instrument approach operation
5.2 Landing with simulated jammed horizontal stabiliser in any out-of-trim position FFS 6
5.3 Crosswind landings (a/c, if practicable) FFS 7
Traffic pattern and landing without extended or with partly extended flaps and
5.4 FFS 7
slats
5.5 Landing with critical engine simulated inoperative FFS 7

Landing with two engines inoperative:
- aeroplanes with 3 engines: the centre engine and 1 outboard engine as far
5.6 N/A
as practicable according to data of the AFM;
- aeroplanes with 4 engines: 2 engines at one side
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 60m (200ft) shall
be used.
6.1* Rejected take-off at minimum authorised RVR FFS 8
CAT II/III approaches:
in simulated instrument flight conditions down to the applicable DH, using
6.2* flight guidance system. Standard procedures of crew coordination (task FFS 8
sharing, call out procedures, mutual surveillance, information exchange
and support) shall be observed
Go around:
after approaches as indicated in 6.2 on reaching DH. The training shall
6.3* also include a go-around due to (simulated) insufficient RVR, wind shear, FFS 8
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
Landing(s):
6.4* with visual reference established at DH following an instrument approach. FFS 8
Depending on the specific flight guidance system, an automatic landing
shall be performed
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13.3 APP III – PILOT COMPETENCIES/CRM GUIDELINES
Relates and applies relevant knowledge in the operational environment and in scenario settings
– Demonstrates the acquisition and retention of required aviation knowledge;

– Relates knowledge between subject areas;
– Applies knowledge to the operational environment;
– Correctly identifies threats and errors in a timely manner;
– Uses knowledge to create valid options of managing threats, errors, and undesirable aeroplane
states;
– Mentally resolves basic-mathematics problems relating to operational situations, both under normal
circumstances and under pressure;
– Shares knowledge with others openly and constructively, as and when appropriate.

Identifies and applies appropriate procedures in accordance with published operating instructions and
pursuant to applicable regulations.
-Identifies where to find the information;
– Follows standard operating procedures (SOPs) unless a higher degree of safety dictates an
appropriate deviation therefrom;
– Follows all operating instructions in a timely manner; – Correctly operates aeroplane systems
and associated equipment; – Monitors the status of aeroplane systems; – Complies with
applicable regulations; – Applies relevant procedural knowledge.
Communication
Communicates through appropriate means in normal and non-normal situations.
– Ensures that the recipient is ready and able to receive the information;
– Shares appropriate information;
– Selects appropriately what, when, how, and with whom to communicate;
– Conveys messages clearly, accurately, and concisely;
– Confirms that the recipient correctly understands important information;
– Listens actively and demonstrates understanding when receiving information;
– Asks relevant and effective questions;
— Communicates in order to resolve deviations identified through monitoring;
– Adheres to standard radiotelephony phraseology and procedures;
– Accurately reads, interprets, drafts, and responds to data link messages in English;
– Correctly uses and interprets non-verbal communication.
Aeroplane flight part management – Automation

Controls the aeroplane flight path through automation
– Uses appropriate flight management and guidance systems as well as automation, as installed and
as appropriate to the conditions;
– Monitors and detects deviations from the desired aeroplane trajectory and takes appropriate action;
– Manages the flight path to optimise the operational performance;
– Maintains the desired flight path during flight using automation, whilst managing other tasks and
distractions;
– Effectively monitors automation, including engagement and automatic-mode transitions
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Controls the aeroplane flight path through manual flight
– Uses appropriate flight management and guidance systems and automation, as installed and
appropriate to the conditions;
– Manually controls the aeroplane using only the relationship between aeroplane attitude, speed and
thrust, as well as navigation signals or visual information;
– Monitors and detects deviations from the desired aeroplane trajectory and takes appropriate action;
– Manages the flight path to optimise the operational performance;
– Maintains the desired flight path during manual flight, whilst managing other tasks and distractions;
– Effectively monitors flight guidance systems, including engagement and automatic-mode
transitions.

Influences others so that they contribute to a shared purpose. Collaborates to accomplish the
goals of the team.
– Creates an atmosphere of open communication and encourages team participation;
– Displays initiative and gives directions when required;
– Admits mistakes and takes responsibility;
– Carries out instructions when directed;
– Gives and receives feedback constructively;
– Applies effective intervention strategies to resolve deviations identified whilst monitoring;
– Takes into account cultural differences;
– Engages others in planning;
– Addresses and resolves conflicts and disagreements in a constructive manner;
– Exercises decisive leadership.
Problem-solving and decision-making

Identifies problem precursors and resolves actual problems, using decision-making techniques,
in a timely manner.
Seeks accurate and appropriate information from appropriate sources;
– Identifies and verifies what and why has failed;
– Perseveres with resolving problems whilst prioritising safety;
– Uses appropriate and timely decision-making techniques;
– Sets priorities appropriately;
– Identifies and considers options, as appropriate;
– Monitors, reviews, and adapts decisions, as required;
– Identifies, assesses, and manages risks effectively;
– Adapts when faced with situations where no guidance or procedure exists.
Situational Awareness (SA) and information management

Perceives, comprehends, and manages information, as well as anticipates its effect on the
operation.
– Monitors, identifies, and assesses accurately the aeroplane’s state and systems;
– Monitors, identifies, and assesses accurately the aeroplane’s energy state and anticipated flight
path;
– Monitors, identifies, and assesses accurately the general environment as it may affect the operation;
– Validates the accuracy of information and checks for gross errors;
– Maintains the awareness of the people involved in or affected by the operation as well as their
capacity to perform as expected;
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– Anticipates what could happen, plans, and stays ahead of the situation;
– Develops effective contingency plans based upon potential threats;
– Recognises and effectively responds to indications of reduced SA
Workload management
Maintains available workload capacity through prioritisation and distribution of tasks, using
resources.
– Exercises self-control in all situations;
– Plans, prioritises, and schedules tasks effectively;
– Manages time efficiently when carrying out tasks;
– Offers and gives assistance, delegates when necessary;
– Seeks and accepts assistance, when necessary;
– Monitors, reviews, and cross-checks taken action conscientiously;
– Verifies that tasks are completed as expected;
– Manages and recovers from interruptions, distractions, variations, and failures effectively,
while performing tasks.
Categories, elements and behavioral markers of NOTECHS (CRM assessment for part-
OPS)
Cooperation
Co-operation is the ability to work effectively in a crew.
Team-building and maintaining

Team-building and maintaining is about the ability to establish positive interpersonal
relations between crewmembers and their active participation in fulfilling the tasks.
EXAMPLES OF POOR PRACTICE EXAMPLES OF GOOD PRACTICE
• Blocks open communication • Establishes atmosphere for open communication

• Keeps barriers between crewmembers and participation
• Competes with others • Encourages inputs and feedback from others
• Does not compete with others
Consideration of others
Consideration of others involves the acceptance of others and understanding their

personal condition.
• Ignores suggestions of other • Notice of the suggestions of other

crewmembers crewmembers even ifs/he does not agree
• Does not take account of the condition • Takes condition of other crewmembers into
of other account crewmembers
• Shows no reaction to other • Gives appropriate personal feedback
crewmembers problems
Support of others
Support of others relates to giving help to other crewmembers when they need
assistance.
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• Hesitates to help other crewmembers in • Helps other crewmembers in demanding

demanding situations situations
• Does not offer assistance • Offers assistance
Conflict solving
Conflict solving is about the articulation of different interpersonal positions and giving
suggestions for solutions.
• Overreacts in interpersonal conflicts , sticks to • Keeps calm in conflicts

own position without considering a compromise • Suggests conflict solutions
• Keeps his own opinions and does not accept any • Concentrates on what is right rather
Compromise. than who is right
• Accuses other crewmembers of making errors
Leadership and/or managerial skills
Effective leadership and managerial skills help to achieve joint task completion within a
motivated, fully- functioning team through co-ordination and persuasiveness.
Use of authority and assertiveness
The use of authority and assertiveness infers the ability to create a proper challenge and
response atmosphere. The given command authority of the Captain should be
adequately balanced by assertiveness and crewmember participation situation. If
situation requires, decisive actions are expected.
• Hinders or withholds crew • Advocates own position
involvement Passive, does not show • Takes initiative to ensure involvement and task
initiative for decisions, own position completion
not recognizable • Takes command if situation requires
• Does not show appreciation for the
crew, coaches very little or too much
Providing and maintaining standards
Providing and maintaining standards refers to the compliance with essential standards
(SOPs and others) for the task completion. Supervision and intervention in case of
deviations from standards by other crewmembers is also part of this skill. If situation
requires, non-standard procedures might be necessary. Such deviations shall be
discussed and announced.
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• Does not comply to SOPs, does not • Ensures SOP compliance

monitor crew for SOP compliance • Intervenes if task completion deviates from
• Does not intervene in case of standards
deviations
• Applies non-standard procedures
without announcement or consultation
of crewmembers
Planning and coordination
Planning and co-ordination refers to applying an appropriate concept for organized task
sharing and delegation in order to achieve top performance and to avoid workload peaks
and dips. Communication of plans and intentions leads to co-ordinated activities within
the whole crew
• Plans only for self, does not involve • Encourages crew participation in planning and
crew Intentions not stated or task completion
confirmed • Clearly states intentions and goals
• Changes plan without informing crew • Having consulted crew, changes plan if
or follows plans H blindly necessary
Situational awareness
Situation awareness relates to one's ability to accurately perceive what is in the cockpit
and outside the aircraft. It is also one's ability to comprehend the meaning of different
elements in the environment and the projection of their status in the near future.
Awareness of aircraft systems
Crew must constantly be aware of aircraft systems status.

• Does not ask for updates • Monitors and reports changes in system
• Does not signal awareness of states
changing systems • Acknowledges entries and changes to
systems
Awareness of the external environment
The crew needs to be aware of their environment (position, weather, air traffic, terrain).
• Does not enquire about environmental • Contacts outside resources when necessary
changes • Shares information about the environment
• Does not comment on relevant with others
environmental factors, or is surprised
by them
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Awareness of time
The crew needs not only to be aware of the present state of the aircraft systems and
environment, but must also be able to predict future states in order to anticipate future
events.
• Does not set priorities with respect to • Discusses contingency strategies

time limits
• Does not discuss relationship
between past events and present I
future
• Is surprised by outcomes of past
events
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Decision making
Decision making is the process of reaching a judgement or choosing an option.
Problem definition and diagnosis
Problem definition and diagnosis is the ability to collect the information needed to
define a problem and its causal factors.
• Nature of the problem not stated or failure • Gathers information and identifies problem
to diagnose • Reviews causal factors withother
• No discussion of probable causes crewmembers
Option generation
Option generation refers to the ability of a crewmember to generate multiple responses to a

problem.
• Does not search for information • States alternative courses of action

• Does not ask crew for alternatives • Asks crewmembers for options
Risk/Benefit assessment and chose of the optimal option
Risk assessment and option selection refer to the ability of a crewmember to

successfully assess risks and benefits of different responses to a problem, and to
select the best response. Both should be accomplished through discussion with other
crewmembers.
• Inadequate discussion of limiting • Considers and shares risks of alternative

factors with crew courses of action
• Failing to inform crew of decision path • Talks about possible risks for course of
being taken action in terms of crew limitations
• Confirms selected course of action
Outcome review
Outcome review refers to the crewmember’s need to check the outcome of a solution
against the predefined goal
• Fails to check selected outcome • Checks outcome against plan

against goal
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Workload management
Workload management demands clear prioritization of primary and secondary operational

tasks. Based on a sound planning, tasks should be distributed appropriately among the
crew. Signs of stress and fatigue should be communicated and taken into account.
Available external and internal resources (including automation) should be used to
accomplish timely task completion.
Priority on scheduled tasks

• Cannot prioritize and schedule the tasks • Plans, prepares, prioritizes and schedules
according to the time constraints. tasks effectively according to the time
• Does not take into account the situation constraint and situation demands
in order to set up a new limited action • Set up the most accurate situation
plan. awareness to be able to prioritize,
• Does not follow up a decision-making schedule and allocate tasks.
process guidance in order to prioritize the • Performs secondary tasks only if time
necessary tasks. permitted
Time management

• Ignores stress and fatigue as causal • Manages time efficiently when carrying out
factor on being more time demanding tasks
• Ignores time constraint as a potential • Give sufficient time to perform a task
hazard Is “behind” the dynamic phases of • Establishes and respects a dead line
the flight beyond which, safety is jeopardized.
Delegation / Ask for help

• Is autocratic and hides his own weakness • Allocates tasks to the crew members
by managing and taking decision without • Shows assertiveness and does not deny
sharing his strategy his own needs and weakness
• Does not include the crew , because of • Shows confidence to other crew members
self over confidence to delegate tasks.
• Is suspicious and is afraid of authority • Offers and accepts assistance. Is opened
gradient reversion for discussion and options building
Review, monitor, Check & Cross-Check

• Has a trend to do violations to save • Respects SOPs, ensures tasks are
time and work load completed
• Does not show thorough attitude Is • Manages interruptions, distractions,
impulsive, not relaxed variations and failures effectively
• Is aware of importance of safety barriers
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Problem-solving and Decision-making
Decision making is the process of reaching a judgement or choosing an option.
Problem definition and diagnosis
Problem definition and diagnosis is the ability to collect the information needed to
define a problem and its causal factors.
• Nature of the problem not stated or failure • Gathers information and identifies problem
to diagnose • Reviews causal factors withother
• No discussion of probable causes crewmembers
Option generation
Option generation refers to the ability of a crewmember to generate multiple responses to a

problem.
• Does not search for information • States alternative courses of action

• Does not ask crew for alternatives • Asks crewmembers for options
Risk/Benefit assessment and chose of the optimal option
Risk assessment and option selection refer to the ability of a crewmember to

successfully assess risks and benefits of different responses to a problem, and to
select the best response. Both should be accomplished through discussion with other
crewmembers.
• Inadequate discussion of limiting • Considers and shares risks of alternative

factors with crew courses of action
• Failing to inform crew of decision path • Talks about possible risks for course of
being taken action in terms of crew limitations
• Confirms selected course of action
Outcome review
Outcome review refers to the crewmember’s need to check the outcome of a solution
against the predefined goal
• Fails to check selected outcome • Checks outcome against plan

against goal
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Workload management
Workload management demands clear prioritization of primary and secondary operational

tasks. Based on a sound planning, tasks should be distributed appropriately among the
crew. Signs of stress and fatigue should be communicated and taken into account.
Available external and internal resources (including automation) should be used to
accomplish timely task completion.
Priority on scheduled tasks

• Cannot prioritize and schedule the tasks • Plans, prepares, prioritizes and schedules
according to the time constraints. tasks effectively according to the time
• Does not take into account the situation constraint and situation demands
in order to set up a new limited action • Set up the most accurate situation
plan. awareness to be able to prioritize,
• Does not follow up a decision-making schedule and allocate tasks.
process guidance in order to prioritize the • Performs secondary tasks only if time
necessary tasks. permitted
Time management

• Ignores stress and fatigue as causal • Manages time efficiently when carrying out
factor on being more time demanding tasks
• Ignores time constraint as a potential • Give sufficient time to perform a task
hazard Is “behind” the dynamic phases of • Establishes and respects a dead line
the flight beyond which, safety is jeopardized.
Delegation / Ask for help

• Is autocratic and hides his own weakness • Allocates tasks to the crew members
by managing and taking decision without • Shows assertiveness and does not deny
sharing his strategy his own needs and weakness
• Does not include the crew , because of • Shows confidence to other crew members
self over confidence to delegate tasks.
• Is suspicious and is afraid of authority • Offers and accepts assistance. Is opened
gradient reversion for discussion and options building
Review, monitor, Check & Cross-Check

• Has a trend to do violations to save • Respects SOPs, ensures tasks are
time and work load completed
• Does not show thorough attitude Is • Manages interruptions, distractions,
impulsive, not relaxed variations and failures effectively
• Is aware of importance of safety barriers
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13.4 APP IV - EMB 135/145 TRI LESSON PLAN

EXERCISE I – INTRODUCTION INTO THE FSTD
Student Student
Instructor Instructor
instructor Flight session instructor Equipment
briefing debriefing
briefing debriefing
0:30 0:30 2:00 0:15 0:15 FSTD
Program
• Getting familiar with the device, its limitations, capabilities
• Use and handling of instructor operating station (IOS)
• Introduction into safety features including the conduct of emergency evacuation
Exercise content
• Explanation of simulator layout, Aeroplane type and variants including possible software loads
• FSTD qualification certificate, deferred defects list (DDL) / minimum equipment list (MEL)
• Simulator major components:
- electrical power system
- computer system
- interface system
- motion system
- control loading system
- instructor operating system
- breathing air system
- air conditioning system
- smoke system
- visual system
- communication system
- access way system
- safety systems (emergency stop switches, escape lather, escape kick door, fire suppression
button)
• UPRT envelope, capabilities and limitations including specific use of IOS
• Technical support including overview of the simulator maintenance
• Familiarisation of all operating stations
• Escape drills: location and use of emergency equipment (fire extinguisher, …) and exits
• …
Theoretical basis
• FSTD manuals, including IOS manuals and checklists
• Emergency plan / concept
• FSTD qualification certificate, deferred defects list (DDL) / minimum equipment list (MEL)
• …
Targets
1 Demonstrates the ability to instruct from all operating stations including IOS
2 Uses and applies safety features and evacuation procedures correctly
3 Understand the capabilities and limitations of the FSTD that are used for UPRT;
4 Competent to use the IOS of the FSTD in the context of providing effective UPRT
5 Understand and be able to use the available FSTD instructor tools to provide accurate feedback
on pilot performance
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EXERCISE II - INSTRUCTION FROM DIFFERENT STATTIONS
Student Student
briefing debriefing
briefing debriefing
1:00 0:30 4:00 0:15 1:00 FSTD
Program
• Instruction from different stations based on the session plans of the concerned aeroplane type
rating course syllabus using the more representative / demanding exercises (TASE), as selected
by the instructor:
- the candidate instructor is seating in either pilot seat;
- the candidate instructor is seating at the IOS; or
- the candidate instructor is observing (seating as an observer).
Exercise content
Selected practical exercise Reference to type rating syllabus
• FFS X «Engine out handling and operations» • Type rating, EMB135/145
o IOS o left hand seat o Right hand seat o Observer
• … • …
Theoretical basis
• Session plans of the Aeroplane type rating syllabus
• Competences and CRM guidelines – TM APP III
Targets
1 Gaining experience in planning, briefing as well as providing and debriefing sessions, covering
both normal and abnormal / emergency procedures, by using all relevant instructional methods
2 Familiarisation in giving instruction from the FSTD instructor station and all operating positions for
the more representative / demanding exercises (TASE):
• Recovery from pitch trim / flight controls (aileron / rudder) runaway; recovery from jammed
aileron / elevator / rudder;
3 Gaining competence to deliver engine out handling and operations
4 Personal:
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EXERCISE III – DIFFERENT STATION - UPRT
Student Student
briefing debriefing
briefing debriefing
1:00 0:30 4:00 0:15 1:00 FSTD
Program
• Gaining competence to provide UPRT for the concerned type rating training course, including the
ability to demonstrate knowledge and understanding of the type-specific upset recovery
procedures and of the recommendations that are developed by the original equipment
manufacturers (OEMs).
Exercise content
Selected practical exercise Reference to type rating syllabus
• FFS 1 «UPRT» • Type rating, EMB135/145
• … • …
Theoretical basis
• Session plans of the Aeroplane type rating syllabus
• …
Targets
5 Gaining competence to deliver UPRT for the concerned type rating course
6 Providing training remaining within the FSTD training envelope to avoid the risk of negative
transfer of training
7 Is skilled to apply the correct upset recovery techniques for the specific aeroplane type
8 Understands the importance of applying type-specific OEM procedures for recovery manoeuvres
9 Knows to distinguish between the applicable SOP and OEM recommendations (if available)
10 Understands the importance of adhering to the FSTD UPRT scenarios as specified in the
concerned session plan
11 Understands the missing critical human factor aspects due to the limitations of the FSTD, and
convey this to the student pilot(s) receiving the training
12 Personal:
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EXERCISE IV SPECIFIC TRAINING – LINE FLYING UNDER SUPERVISION
Student Student
briefing debriefing
briefing debriefing
1:00 - 2:00 - 1:00 FSTD

1:00 - 1 LEG - 1:00 AEROPLANE
Program
• Familiarisation as pilot flying (PF) on both seats
• Using methods of providing appropriate commentary and intervention strategies developed from
situations role played by the TRI(MPA) training instructor
FSTD Exercise content

Time Position Exercise Role play scenario and exercise details
00:15 IOS • Setup of simulator • DEP: LSZH RWY 28

• DEST: ZZZZ
• ALT: ZZZZ
• WX: LSZH 080520Z 00000KT CAVOK 09/06
Q1020 NOSIG=
• CLRD: VEBIT 2W, 5000ft, squawk 3014
01:45 RH seat • Pre-flight preparation and use of checklists • MEL item: APU failure
• Taxiing • …
• Rejected take-off • Master warning: Left hand oil pressure high
(V1-10kts)
• After vacation of runway, repositioning to t/o
position RWY 28
• Take-off configuration warning
• …
• Engine failure during take-off, after take-off • Tail strike awareness and avoidance
decision speed (V1); • …
• OEI approach • …
• go-around; • Crosswind
• Overcontrolling
• …
• OEI (critical, simulated) landing • …
• Take-off • Overcontrolling
• Emergency and abnormal operating • Specify emergency and abnormal operating
procedures procedures as required by TASE or more
• … demanding exercises
• Task sharing, handover of controls and
decision-making
• Cruise • Effect of ATC-delaying actions on endurance
• Alternate management and diversion
• Normal approach • …
• High flare, no flare, long float
• Go around after touchdown • Rejected / baulked landing
• …
• Circuit • Traffic awareness when flying in pattern
• Emergency evacuations • …
• …
00:15 IOS • Setup of simulator • …
01:45 LH seat • Pre-flight preparation and use of checklists • …
• Taxiing
• Rejected take-off • Take-off configuration warning
• …
• Engine failure during take-off, after take-off • Tail strike awareness and avoidance
decision speed (V1); • …
• OEI approach • …
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• Go around; • Crosswind
• Overcontrolling
• …
• OEI (critical, simulated) landing • …
• Take-off • Overcontrolling
• Emergency and abnormal operating • Specify emergency and abnormal operating
procedures procedures as required by TASE or more
• … demanding exercises
• Task sharing, handover of controls and
decision-making
• Cruise • Effect of ATC-delaying actions on endurance
• Alternate management and diversion
• Normal approach • …
• High flare, no flare, long float
• Go around after touchdown • Rejected / baulked landing
• …
• Circuit • Traffic awareness when flying in pattern
• Emergency evacuations • …
• …
Aeroplane Exercise content

1 leg L or R • Normal flight operation Normal line flight with detailed briefing on items
seat • Preparing flight documents determined by supervising TRI
• Checking weather, NOTAMS,…
• Preparing W&B
• Normal flight
• Use of OM-B, OM-C, charts,…
• Post flight procedures
Note: Observing TRI should be seated on jump seat
Theoretical basis
• Normal, abnormal and emergency checklist
• Operations manual Part B and C
• Route and aerodrome information, charts and maps
• FSTD manual and checklists
Targets
1 Getting used to fly on either pilot seats
2 Provides appropriate commentary and applies adequate intervention strategies
3 Personal:
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EXERCISE V SPECIFIC TRAINING – LANDING TRAINING
Student Student
briefing debriefing
briefing debriefing
1:00 - 4:00 - 1:00 FSTD

1:00 - 3 trafic paterns - 1:00 Aeroplane
Program
• Landing training as well as touch and go procedure and considerations including crew station
duty assignments and call outs
• Complete flight profile (circuit) including altitude-, speed schedule and aeroplane configuration as
well as time checks
• Use of abbreviated flight training normal operating checklist
• Use / programming of automatic and flight management systems
Exercise content
00:15 IOS • Setup of simulator • DEP: LSZH RWY 28 (local training flight)
• ALT: ZZZZ
• WX: LSZH 080520Z 00000KT CAVOK 09/06
Q1020 NOSIG=
• CLRD: VFR, squawk 7000
01:45 RH or • Pre-flight preparation and use of checklists • Aerodrome considerations
LH seat • Landing training requirements and briefing • Aspects of performance and associated risks
• Taxiing especially for touch and go procedure
• Fuel requirements
• Meteorological requirements
• Take-off • …
• Traffic pattern • Operating at low altitude
• General aviation traffic
• Touch and go • Decision to continue touch-and-go or make a
full-stop landing
• Bird strikes
• Increased fuel consumption
• Fuel checks
• Go around • …
• Failure of a critical engine • …
• Go around in simulated engine-out flight • …
• Approach and full-stop landing in simulated • …
engine-out flight
• Full-stop landing • Different flap settings
Theoretical basis
• Operations manual Part B and C including normal, abnormal and emergency checklist
• Route and aerodrome information, charts and maps
• …
Targets
1 Gaining experience and Instructional skills in providing flight training on the aeroplane
2 Control of the aeroplane at all times in such manner that the successful outcome of a procedure
or manoeuvre is never in doubt
3 Items to cover;
Ø Incorrect configuration
Ø TAWS warning
Ø Misuse of rudder
Ø Over control in roll axis during flare
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Ø Incapacitation
Ø Actual abnormal or emergencies;
Ø Take-off configuration warning
Ø Over controlling
Ø High flare: long float
Ø Long flare
Ø Baulked landing
Ø Immediate go-around from touch
Ø Too high on approach: no flare
Aeroplane Exercise content:
3 trafic L or R • Normal Take-off Demonstration of aeroplane landing training

paterns pilot • Traffic pattern practises and briefings
seat • Touch-and-go
• Go-around Supervising TRI act as student (PF)
• Full-stop landing with different flap settings
Note: Observing TRI should be seated on L or R pilot seat
Targets:
Ø Landing training briefing
Ø Minimum weather for landing training
Ø Proper instructor interventions (verbal and actual)
Ø Aeroplane configuration for touch and go
Ø Importance of instructor keeping one hand on controls during training
Ø Debriefing
TRAINING MANUAL 150

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Before the AoC the TRI TRAINEE must be able to have following competences in
accordance with FCL.920:
TRAINING MANUAL 151

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TRAINING MANUAL 152

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ATO

Approval Reference: SI.ATO.038

1 EMB 135/145 TYPE RATING COURSE 10

2 LANDING (FLIGHT) TRAINING 28

4 TYPE RATING RENEWAL TRAINING 43

4.1 THE AIM OF THE COURSE 43

5 TRI REVALIDATION AND RENEWAL 47

7 SPECIAL AIRPORT TRAINING 53

8 EITHER SEAT QUALIFICATION TRAINING 56

9.2 PRE-ENTRY REQUIREMENTS 57

10 RECURRENT TRAINING PROGRAMME 61

11 PROGRESS CHECK GUIDELINES 71

12 FORMS AND RECORDS 73

Philosophy of The Courses

The courses are based on the following three principles:

Systematic Approach to Instruction

0.2 SYSTEM OF AMENDEMENT AND REVISION

Record of Amendments and Revisions

Handwritten Revisions and Amendments

Annotation of Pages and Their Effective Dates

List of Effective Pages

Page # Rev # Eff. Date Page # Rev # Eff. Date

Page # Rev # Eff. Date Page # Rev # Eff. Date

Refer to Operations Manual paragraph 0.2.9 DISTRIBUTION LIST.

1 EMB 135/145 TYPE RATING COURSE

1.1 THE AIM OF THE COURSE

1.2 PRE-ENTRY REQUIREMENTS

Pre-Entry Requirements for issue of first type rating course:

Note 1: Trainees shall:

ZFTT Pre-Entry Requirements (NOT APPROVED)

1.3 CREDITS FOR PREVIOUS EXPERIENCE

1.4 TRAINING DOCUMENTATION

Training Documentation Content

Aircraft Operating Manual (AOM)

Description Of The Aircraft Systems

Performance Information And Loading Data

Operating Limitations, Procedures, Techniques And Supplementary Performance

Flight Management System (FMS) Pilot’s Guide

Quick Reference Handbook (QRH) procedures

1.5 COURSE ORGANISATION

CBT Self-Study Phase

An additional classroom training is required based on HT evaluation in case of:

Skill Test Phase

Landing (flight) Training Phase

Aircraft landing training (flight):

Briefing/Debriefing Duration Per Session

Criteria for Proficiency

Evaluation During Theoretical Knowledge Instruction Phase

FBS and FFS Notations

1.6 TRAINING DEVICE TIME SHARING PER PHASE

Total working days: 18 days (excluding CBT self-study at home)

Training Device/Phase Time

1.7 DAILY TRAINING PLAN (Example)

CBT Phase Day 1 Day 2 Day 3 Day 4

CBT: Aircraft Welcome briefing

Day 5 Day 6 Day 7 Day 8 Day 9

GFS or FBS 3 FFS 1 FFS 2 FFS 3 FFS 4

Day 15 Day 16 Day 17 Day 18 Day 19

Above schematic overview can be changed for operational reasons.

1.8 STRUCTURE OF THEORETICAL KNOWLEDGE COURSE

CBT Module Time

Theoretical Knowledge Instruction Phase