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course, successfully complete an
approved TRI course, and conduct,
on a complete type rating course, at
least one part related to the duties of
a TRI on the applicable type under
the supervision of an approved TRI.
SFE – Minimum Requirements
Have a licence and rating the same
or greater than the applicant, with
suitable instructor privileges, be
qualified as PIC on type, meet
experience requirements for the role,
plus 1,500 hours.
To keep the authorisation, you must
have completed a supervised
examiner skill test within the last
year of authorisation.
Line Training Captain
Must be acceptable to the
authorities.
Guidance to Training Captains
Especially in bigger aircraft, there's
quite a flurry of arms and legs as
flaps are taken in, hands are changed
on control columns to take charge of
nosewheel steering, the airspeed
indicator is rebugged, etc., so
definite procedures are needed to
prevent accidents (however, a lot of
guidance can simply be gleaned from
reading the Ops Manual itself).
Immediately before any action takes
place, the Training Captain should
position himself to stop you
applying the flying controls the
wrong way and should monitor the
airspeed and other indications for
abnormal conditions.
Engine failures (real or otherwise)
should only be practiced on briefed
training flights or air tests; in fact, a
thorough briefing for everybody is
always essential, covering such
things as heights and speeds to be
flown, methods of simulating
318 Operational Flying
whatever emergencies you're
practicing, etc. For those after takeoff,
and on single-engined
approaches, the reported weather
conditions at the aerodrome
concerned should not be less than
those for visual manoeuvring.
The requirements of JAR Ops 1 are
really geared to Performance A
aircraft, so if you're in anything
lower, power failure should not be
simulated after take-off below Vxse
(the best angle of climb) or Vyse (the
best rate), unless you have a clever
(or brave) Training Captain.
Otherwise, during take-off, the
speed should always be below V1 or
VToss with the crosswind component
not exceeding 15 knots or the
aircraft maximum, whichever is the
smaller. After the simulated engine
failure, the take-off should be
abandoned, unless your machine's
performance is up to scratch.
Engine shutdowns should not occur
below 3000 feet agl (or higher), or in
any weather other than VMC,
otherwise you may cause the very
accident the training is designed to
prevent. Talking of which, if you do
shut down an engine on any
otherwise normal flight for whatever
reason in a twin-engined aircraft,
only in exceptional circumstances
should you not land at the nearest
suitable aerodrome. You are allowed
a little more flexibility if you have
more than one engine left , of
course. Below the recommended
minimum heights, simulated engine
failure should be initiated by closing
the throttle enough for a significant
loss of power (in a helicopter, just
lower the collective lever). However,
problems may arise with propellerdriven
aircraft where below a certain
RPM (1000 or so), feathering cannot
take place, and you would actually
get better single-engined aircraft
response from a failed engine with
feathered blades.
The area underneath should be
suitable (over an airfield preferably,
in case of a forced landing being
necessary) and the call "Practice
engine failure" should be made at
the time. When practicing forced
landings, low flying rules apply.
There should be something in the
Ops Manual to cover double engine
failure under IF conditions, and the
time taken to restart engine(s) having
shut them down.
Entries into autorotation or the glide
should be entered into above 1000
feet agl and (unless sure of landing
correctly on a properly authorised
engine-off landing area) full recovery
should take place before 250 feet agl.
Before conducting accelerate/stop
exercises, the training captain should
ensure that the runway is not
contaminated, the crosswind
component is not more than 50% of
the limiting value for the type, the
failure will be simulated before twothirds
of unstick speed, and that
enough runway is available.
When practicing touch and go
procedures (in aeroplanes), as well as
above, twice the normal TODR
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