WLM
SAW
PSD
LTW
FPM
FPA
Example scenario elements
Competency Map
COM
Desired outcome
(includes performance criteria OR training
outcome)
PRO
Assessment and training topic
Description
(includes type of topic, being threat, error or
focus)
Flight phase for
activation
EBT program development guidance
EXAMPLE SCENARIO ELEMENTS AND COMPETENCY MAP (Evaluation and scenario-based training phases)
Landing
Runway or taxiway condition
Terrain
Pilots should have opportunities to practice
landings in demanding situations at the
defined frequency. Data indicates that landing
problems have their roots in a variety of factors, including appropriate decision making,
in addition to manual aircraft control skills if
difficult environmental conditions exist. The
purpose of this item is to ensure that pilots are
exposed to this during the programme
Contamination or surface quality of the
runway, taxiway, or tarmac including foreign
objects
Alert, warning, or conflict
Landing in demanding environmental conditions, with malfunctions as appropriate
Recognize hazardous runway condition
Observe limitations
Take appropriate action
Apply appropriate procedure correctly
Assure aircraft control
Anticipate terrain threats
Prepare for terrain threats
Recognize unsafe terrain clearance
Take appropriate action
Apply appropriate procedure correctly
Maintain aircraft control
Restore safe flight path
Manage consequences
This topic should be combined with the adverse weather topic, aircraft system malfunctions topic or any
topic that can provide exposure to a landing in demanding conditions
LDG
Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and
execution of appropriate procedures
GND
TO
LDG
Unanticipated hazardous conditions, e.g., unexpected heavy rain resulting in flooded runway surface
GND
TO
LDG
Take-off on runway with reduced cleared width due to snow
TO
Stop / go decision in hazardous conditions
TO
ATC clearance giving insufficient terrain clearance
ALL
Demonstration of terrain avoidance warning systems
ALL
Engine failure where performance is marginal leading to TAWS warning
TO
CLB
x
ATC provides a wrong QNH
DES
x
“Virtual mountain” meaning the surprise element of an unexpected warning. Care should be exercised in
creating a level of realism, so this can best be achieved by an unusual and unexpected change of route
during the descent
DES
Intentionally blank
x
x
x
x
x
x

Upset Prevention and Recovery Training
(UPRT)
Early recognition and prevention of upset
conditions:
–
Recognize upset condition
–
Assure aircraft control
–
–
–
–
Take appropriate action
Maintain or restore a safe flight path
Assess consequential issues
Manage outcomes
x
x
x
x
x
x
x
x
x
x
x
Note 1. – Upset prevention exercises may be trained in EVAL and SBT, upset recovery may be trained in
MT and SBT phases
Note 2. – The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done
in ISI: The instructor should position the aircraft within but close to the edge of the validated training
envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful
consideration should be given to flying within the validated training envelope.
An aeroplane upset is defined as an undesired
aeroplane state in flight characterized by
unintentional divergences from parameters
normally experienced during line operations
or training. An aeroplane upset may involve
pitch and/or bank angle divergences as well as
inappropriate airspeeds for the conditions.
Note: – Required UPRT elements and respective components are listed in ICAO Doc 10011,
table 2-1. The elements are numbered with
letters from A to K. Each element is made up
of several numbered components. To comply
with the requirements, include elements in a B
frequency, such that all elements are covered
over a period not exceeding 3 years.
According to the principles of EBT, covering
one component should satisfy the requirement
to cover the whole element of recognizing
and preventing the development of upset
conditions.
x
x
x
x
x
x
x
x
Intentionally blank
Upset recognition: Demonstration of the defined normal flight envelope and any associated changes
in flight instruments, flight director systems, and protection systems. This should take the form of an
instructor-led exercise to show the crew the points beyond which an upset condition could exist
ALL
x
x
Upset recognition and recovery – Severe wind shear or wake turbulence during take-off or approach
TO
APP
x
x
Upset recognition and recovery – as applicable and relevant to aircraft type, demonstration at a suitable
intermediate level, with turbulence as appropriate; practice steep turns and note the relationship
between bank angle, pitch and stalling speed
CLB
DES
Upset recognition and recovery – at the maximum cruise flight level for current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of vertical wind component
to add realism)
CRZ
Upset recognition and recovery – high-altitude ACAS RA (where the RA is required to be flown in manual
flight)
CRZ
x
x
x
Upset recognition and recovery – at the maximum cruise flight level for current aircraft weight,
turbulence and/or significant temperature rise to trigger low speed conditions (if FSTD capability exists,
consider use of vertical wind component to add realism)
CRZ
x
x
x
Upset recognition and recovery – demonstration at a normal cruising altitude, set conditions and
disable aircraft systems as necessary to enable trainee to complete stall recovery according to OEM
instructions
CRZ
x
x
x
Upset recognition and recovery – demonstration at an intermediate altitude during early stages of the
approach, set conditions and disable aircraft systems as necessary to enable trainee to complete stall
recovery according to OEM instructions
APP
x
x
x
Recovery from a wake turbulence position with high-bank angle
APP
x
x
x
x
x
x
x
x
x
x
x
x
x
131
EBT program development guidance
Training topic
Runway or taxiway
condition
Terrain
ATC
Example scenario elements
Ground vehicle during take-off roll
FPA
TO
FPM
LTW
PSD
x
SAW
Incorrect baro setting on 3D RNAV approach leading to EGPWS warning in IMC.
APP
x
x
x
‘Soft’ go around into ‘glass mountain’ requiring change to TOGA for escape
manoeuvre.
APP
x
x
x
x
Curved approach/RNPAR radius to fix ‘glass mountain’ causing EGPWS.
APP
x
x
x
x
Spurious EGPWS in VMC.
APP
x
x
x
Wrong instruction by ATC (e. g taxi instruction for opposite side of runway or
already passed taxiway)
GND
x
x
ALL
x
x
Complicated RT during configuration change (e.g., flap operation)
DEScent re-clearance (QNH-STD-QNH)
Late approach clearance requiring G/S intercept from above
ATC instructs that the approach was cancelled at high altitude due to insufficient
spacing
Loss of comms at an FIR boundary
CLB
CLB, DES
CLB, APP
CLB, APP
DES, APP
APP
x
CLB
CRZ
Engine failure in cruise over critically high terrain (Himalayas)
CRZ
x
x
x
x
x
x
x
x
x
x
x
x
x
Engine failure during descent or approach, affecting landing capability
DES, APP
x
During boarding: Auxiliary power unit (APU) trouble, smoke into the cabin
GND
APP
x
CRZ
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
JL
x
LH
EBT Data
Report
EBT Data
Report
x
x
x
Source
EBT Data
Report
x
x
x
Avionics smoke in polar/NATS/HLA region
x
x
CRZ
Engine failure during Go-around.
x
CRZ
ATC no reply when crew request deviation due to weather when is in critical
situation, or relay crew to other ATC with different frequency
Engine failure in cruise (high altitude, driftdown)
x
x
x
WLM
x
x
Sudden level-off instruction (after take-off, high altitude)

COM
CRZ
Loss of communication during departure/arrival into mountainous terrain
Fire and smoke
management
PRO
Pressurization problem or bomb warning creating the need to descent below
minimum altitude (e.g., L888)
Similar callsign error (e. g take-off clearance to other aircraft call sign, when A/C
hold short of runway)
Engine failure
Flight phase
x
EBT Data
Report
OZ
x
x
x
x
OZ
JL
LH
JL
LH
x
AF
x
SC
x
EK
SC
x
x
x
x
x
x
JL
EK
LH
SC
JL
EK
137