Flight Examiners Handbook
Flight Examiners Handbook
Version 1.2 - March 2015
Executive Manager - Operations
Reference D14/339756
This document becomes an uncontrolled document when printed. Refer to <
http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_102160> for current version.
This is an internal CASA policy Handbook. It contains guidance material intended to assist CASA
officers and delegates in carrying out their regulatory responsibilities and is available to the public
for information purposes only.
You should not rely on this Handbook as a legal reference. Refer to the civil aviation legislation—
including the Civil Aviation Act 1988 (Cth), its related regulations and any other legislative
instruments—to ascertain the requirements of, and the obligations imposed by or under, the law.
Flight Examiners Handbook
Manual Responsibilities
Authoring Manager
Tony Stanton, A/Manager, Flying Standards Branch
Approved by:
Gerard Campbell, Executive Manager - Operations
Date Approved:
11 March 2015
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Director of Aviation Safety Preface
Foreword
As a Commonwealth government authority, CASA must ensure that its decision-making
processes are effective, fair, timely, transparent, consistent, properly documented and
otherwise in accordance with the requirements of the law.
Most of the regulatory decisions CASA makes are such that conformity with authoritative
policy and established procedures will be conducive to the achievement of these outcomes.
From time to time, however, decision-makers will encounter situations in which the strict
application of policy, in the making of a decision involving the exercise of discretion, would not
be appropriate. Indeed, in some cases, the inflexible application of policy may itself be
unlawful.
This preface and the following Introduction, explains the way in which the policy and
processes set out in this manual are to be used by all CASA’s personnel when making
decisions in the performance of their functions, the exercise of their powers and the discharge
of their duties. It also explains the processes to be followed if it appears that a departure from
policy is necessary or appropriate.
Mandatory Use of Policy and Procedure Manuals
This manual is one of the set of manuals and other documents which comprise CASA’s
authorised document set. The authorised document set contains the policy, processes and
procedures with which CASA personnel are expected to comply when performing assigned
tasks. All CASA personnel are required to have regard to the policies set out in this manual.
Except as described in the Introduction, CASA decision-makers should not depart from these
policies, processes and procedures.
Mark Skidmore AM
Director of Aviation Safety
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Introduction
Regulatory Decision Making
Where the legislation provides for one, and only one decision—the “correct” decision—is the
only decision open to CASA. However, most of the decisions CASA makes involve the
exercise of discretion. In such cases, there may well be more than one acceptable or correct
decision. In these cases, the law requires that CASA makes the “preferable” decision, that is,
the most appropriate decision, having regard to the overriding interests of safety and the
obligation to be fair.
In all such cases, CASA is bound to act in accordance with the applicable rules of
administrative law. These rules govern how CASA arrives at the ‘preferable’ decision in any
given case. Adherence to these rules is a requirement, not an option. Decisions and actions
taken in contravention of these rules are unlawful, unenforceable, and in most cases invalid.
CASA is legally accountable for the decisions it makes, and CASA decision-makers are
obliged to avoid the appearance, as much as the reality, of unlawful decision-making.
Sound and lawful regulatory decision-making is generally governed by the 10 rules of
administrative law summarised below. Adherence to these rules is essential to CASA’s
obligations of accountability and good governance.
1. Natural Justice (Procedural Fairness)

Hearing Rule. Persons affected by CASA’s decisions have a right to be heard. To
be meaningful, the hearing rule normally requires that CASA provides persons with
notice (usually in advance) that a particular decision is going to be taken, and the
reasons for the decision CASA proposes to take. Without notice and a statement of
reasons, there may be little point to providing a person with an opportunity to be
heard.

Rule Against Bias. Decision-makers should not have a personal or pecuniary
interest in the outcome of their decisions. Neither may decision-makers prejudge
(or pre-determine) matters in respect of which they are called upon to make a
decision.
2. A decision-maker must not act for improper purposes. Even if the purposes for which
a particular decision are lawful, the decision may only be taken for the purposes
specifically authorised by the law under which the decision has been taken.
3. A decision-maker must not take any irrelevant considerations into account in coming
to a decision.
4. A decision-maker must take all relevant considerations into account in coming to a
decision.
Note: Applicable Policy is Always a Relevant Consideration.
5. A decision-maker must act on the basis of evidence, not mere supposition or
speculation.
6. A decision-maker must not formulate requirements in vague or uncertain terms.
7. A decision-maker must not inflexibly apply policy (although departures from policy
will normally need to be justified).
8. A decision-maker must not act under dictation (although this does not preclude
adherence to formal directions, compliance with lawful conditions in relation to the
process by which a decision is taken or the obligation to consult in the process of
considering a decision).
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9. A decision-maker must decide the matter within a reasonable time.
10. A decision maker must not act in a way that is manifestly unreasonable. A decision
must not be so unreasonable that no reasonable person would make such a decision.
Note: The meaning and application of these principles, and related considerations of
administrative law, are covered more fully in the induction and orientation training
undertaken by all CASA employees. Any questions in relation to these matters should be
referred to the Legal Services Division.
Departure from Authorised Policy
Adherence to CASA’s authorised policies will almost always produce an appropriate decision.
As said, however, from time to time there will be circumstances in which the strict application
of policy may not result in the “preferable” decision. In these cases it may be appropriate (and
possibly necessary) to depart from otherwise applicable policy.
Any departure from policy must be justified in order to ensure that it:

Is genuinely necessary in the interests of fairness

Does not inappropriately compromise the need for consistent decision-making;
and, of course

Is not in conflict with the interests of safety.
Without fettering a decision-maker’s discretion, it is therefore expected that appropriate
consultation will occur before a decision is made that is not the product of the policies and
processes set out in this manual. The prescribed consultation process is described below.
Consultation Process
Decision-Maker’s Responsibilities
When a decision-maker believes there is a need to depart from policy he or she is expected to
consult with his or her direct supervisor. This process should be initiated in writing:

Setting out the pertinent facts and circumstances

Identifying the provisions of the policy normally applicable

Stating why the application of that policy would not result in the making of the
“preferable” decision in the circumstances to hand

Specifying the approach the decision-maker believes is more likely to result in a
“preferable” decision.
Supervisor’s Responsibilities
In considering a consultative referral, the decision-maker’s supervisor should:

Advise the decision-maker as to whether his or her assessment of the relevant
considerations appears to be complete and correct

If, in the opinion of the supervisor, the circumstances do not warrant a departure
from policy, provide the decision-maker with written advice and guidance as to how
the decision might more properly be approached within the current policy
framework
Note: Reliance on relevant precedent is a sound basis on which to ground such an opinion.
It may also be helpful to seek advice from peers, superiors and/or CASA’s Legal Services
Division.
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
If, in the opinion of the supervisor, a departure from policy is warranted, the
supervisor should ensure the policy sponsor (normally the relevant Executive
Manager) is advised of:

The intention to depart from the otherwise applicable policy

The alternative approach the decision-maker will be taking to the matter.
The supervisor should ensure that a full written record of these actions is made and
maintained.
Note: In no case may the terms of decision be dictated to a delegate authorised to exercise
discretionary decision making powers.
If a decision maker’s supervisor or the policy sponsor is not satisfied that the decision the
decision maker intends to make is the correct or preferable decision in all the circumstances,
responsibility for that decision should be assumed by, or assigned to, another authorised
delegate in accordance with appropriate processes and procedures.
Policy Sponsor’s Responsibilities
If the policy sponsor concurs in the proposed departure from policy, he or she should ensure
the decision-maker is advised accordingly as soon as possible.
If the policy sponsor does not believe the proposed departure from policy is warranted, he or
she should:

Advise the supervisor accordingly

Assume responsibility for the decision

Ensure that the decision-maker and any person affected by the decision (for which
the policy sponsor has assumed responsibility) is advised accordingly

Make the decision in a manner consistent with the applicable policy.
The policy sponsor should ensure that a full written record of these actions is made and
maintained.
Nothing in these processes should be interpreted or applied so as to dictate the terms of the
decision to be made by a decision-maker authorised to make discretionary decisions under
the civil aviation legislation, or to delay unreasonably the making of such decisions.
Revisions to Policies and Manuals
As a result of experience in applying policies and procedures, users will form views as to
accuracy, relevance and applicability of the content.
CASA personnel are required to provide recommendations for revisions to policies and
processes in this or any other manual should they become aware of shortcomings. In this way
the policies and manuals will be continually improved and remain relevant to the tasks being
undertaken.
Each policy and manual has a sponsor and recommendations for amendment are to be
forwarded to the relevant individual for consideration. The revision process can be accessed
via the link:
<http://casaconnect/manuals/doc_control/process.html>
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Table of Contents
Manual Responsibilities ........................................................................................................ 3
Director of Aviation Safety Preface........................................................................................ 4
Foreword ........................................................................................................................... 4
Mandatory Use of Policy and Procedure Manuals ............................................................. 4
Introduction ....................................................................................................................... 5
Regulatory Decision Making........................................................................................... 5
Departure from Authorised Policy .................................................................................. 6
Consultation Process ..................................................................................................... 6
Supervisor’s Responsibilities.......................................................................................... 6
Policy Sponsor’s Responsibilities ................................................................................... 7
Revisions to Policies and Manuals ................................................................................. 7
Table of Contents.................................................................................................................. 9
Glossary.............................................................................................................................. 24
Revision History .................................................................................................................. 26
1
Flight Examiners Handbook - Overview ....................................................................... 27
1.1
Introduction ........................................................................................................... 27
1.2
Authority of the Handbook..................................................................................... 27
1.2.1
2
1.3
How to use the Handbook ..................................................................................... 27
1.4
Responsibility for Handbook and amendment status............................................. 28
1.5
CASAs Expectations of Examiners ....................................................................... 28
Flight Examiner Administration..................................................................................... 31
2.1
Overview ............................................................................................................... 31
2.2
Application ............................................................................................................ 31
2.2.1
Application Procedure .................................................................................... 31
2.2.2
Application for a Flight Examiner Rating ........................................................ 32
2.2.3
Application Review ........................................................................................ 33
2.3
3
4
Examiner Requirements ................................................................................ 27
Training, Assessment and Interview ..................................................................... 33
Flight Test & Proficiency Check – Principles and Standardisation ................................ 35
3.1
Overview ............................................................................................................... 35
3.2
Flight Test Guidance ............................................................................................. 35
3.2.1
Principles of Assessment ............................................................................... 35
3.2.2
General Principles of Flight Testing ............................................................... 40
Recreational Pilot Licence Flight Test – Aeroplane and Helicopter .............................. 45
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4.1
Overview ............................................................................................................... 45
4.2
Examiner Requirements........................................................................................ 45
4.3
Testing Methodology............................................................................................. 46
4.3.1
4.4
Ground Component .............................................................................................. 46
4.4.1
Initial Brief to Applicant .................................................................................. 46
4.4.2
Documents .................................................................................................... 46
4.4.3
General Knowledge Quiz ............................................................................... 47
4.5
Flight Component ................................................................................................. 47
4.5.1
Pre-Flight Brief and Daily Inspection .............................................................. 48
4.5.2
General handling Assessment ....................................................................... 48
4.5.3
Simulated Emergencies ................................................................................. 49
4.5.4
Failure Assessment ....................................................................................... 49
4.6
Post Flight ............................................................................................................. 50
4.6.1
5
RPL Endorsements ........................................................................................ 46
Complete Post-Examination Administration ................................................... 50
Private Pilot Licence Flight Test – Aeroplane and Helicopter ....................................... 51
5.1
Overview ............................................................................................................... 51
5.2
Examiner Requirements........................................................................................ 51
5.3
Testing Methodology............................................................................................. 51
5.4
Ground Component .............................................................................................. 52
5.4.1
Initial Brief to Applicant .................................................................................. 52
5.4.2
Documents .................................................................................................... 52
5.4.3
General Knowledge Quiz ............................................................................... 53
5.4.4
Review the Flight Planning............................................................................. 53
5.5
Flight Component ................................................................................................. 53
5.5.1
Pre-Flight Brief & Daily Inspection.................................................................. 54
5.5.2
Navigation Assessment ................................................................................. 54
5.5.3
General Handling Assessment ....................................................................... 55
5.5.4
Simulated Emergencies ................................................................................. 56
5.5.5
Failure Assessment ....................................................................................... 57
5.6
Post Flight ............................................................................................................. 57
5.6.1
Complete Post Examination Administration ................................................... 57
6
Private Pilot Licence Flight Test – Balloon (Reserved) ................................................. 59
7
Commercial Pilot Licence Flight Test – Aeroplane and Helicopter ............................... 61
7.1
Overview ............................................................................................................... 61
7.2
Examiner Requirements........................................................................................ 61
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7.3
Testing Methodology............................................................................................. 61
7.4
Ground Component ........................................................................................... 62
7.4.1
Initial Brief to Applicant .................................................................................. 62
7.4.2
Documents .................................................................................................... 62
7.4.3
General Knowledge Quiz ............................................................................... 63
7.4.4
Review the Flight Planning............................................................................. 63
7.5
Flight Component ................................................................................................. 63
7.5.1
Pre-Flight Briefing and Daily Inspection ......................................................... 64
7.5.2
Navigation Assessment ................................................................................. 64
7.5.3
General Handling Assessment....................................................................... 65
7.5.4
Simulated Emergencies ................................................................................. 66
7.5.5
Failure Assessment ....................................................................................... 67
7.6
Post Flight ............................................................................................................. 67
7.6.1
Complete Post-Examination Administration ................................................... 67
8
Commercial Pilot Licence Flight Test – Balloon (Reserved) ......................................... 69
9
Multi-Crew Pilot Licence Flight Test – Aeroplane ......................................................... 71
9.1
Overview ............................................................................................................... 71
9.2
Examiner Requirements........................................................................................ 71
9.3
Testing Methodology............................................................................................. 71
9.4
Ground Component .............................................................................................. 73
9.4.1
Initial Brief to Applicant .................................................................................. 73
9.4.2
Obligations of Examiners ............................................................................... 74
9.4.3
General Knowledge Oral Quiz ....................................................................... 74
9.4.4
Review Flight Planning .................................................................................. 75
9.5
Flight Component ................................................................................................. 75
9.5.1
Pre-Flight Brief and Daily Inspection .............................................................. 76
9.5.2
Manage Flight during Multi-Crew Operations (MCO)...................................... 77
9.5.3
Use Aeroplane Automation Systems.............................................................. 77
9.5.4
Flight Tests conducted in a Flight Simulation Training Device ........................ 77
9.5.5
Instrument Flight Assessment ........................................................................ 77
9.5.6
Simulated Emergencies (in an aeroplane) ..................................................... 78
9.5.7
Failure Assessment ....................................................................................... 78
9.6
Post Flight ............................................................................................................. 79
9.6.1
10
10.1
Complete Post-Examination Administration ................................................... 79
Air Transport Pilot Licence Flight Test – Aeroplane .................................................. 81
Overview ............................................................................................................... 81
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10.2
Examiner Requirements........................................................................................ 81
10.3
Testing Methodology............................................................................................. 81
10.4
Ground Component .............................................................................................. 83
10.4.1
Initial Brief to Applicant .................................................................................. 83
10.4.2
Obligations of Examiners ............................................................................... 84
10.4.3
General Knowledge Oral Quiz ....................................................................... 84
10.4.4
Review Flight Planning .................................................................................. 84
10.5
Flight Component ................................................................................................. 85
10.5.1
Pre-Flight Brief and Daily Inspection .............................................................. 85
10.5.2
Manage Flight during Multi-Crew Operations (MCO)...................................... 86
10.5.3
Use of Aeroplane Automation Systems .......................................................... 86
10.5.4
Flight Tests conducted in a Flight Simulation Training Device ........................ 87
10.5.5
Instrument Flight Assessment ........................................................................ 87
10.5.6
Simulated Emergencies (in an aeroplane) ..................................................... 88
10.5.7
Failure Assessment ....................................................................................... 88
10.6
Post Flight ............................................................................................................. 89
10.6.1
11
Complete Post-Examination Administration ................................................... 89
Air Transport Pilot Licence Flight Test - Helicopter ................................................... 91
11.1
Overview ............................................................................................................... 91
11.2
Examiner Requirements........................................................................................ 91
11.3
Testing Methodology............................................................................................. 91
11.4
Ground Component .............................................................................................. 93
11.4.1
Initial Brief to Applicant .................................................................................. 93
11.4.2
Obligations of Examiners ............................................................................... 93
11.4.3
General Knowledge Oral Quiz ....................................................................... 94
11.4.4
Review Flight Planning .................................................................................. 94
11.5
Flight Component ................................................................................................. 94
11.5.1
Pre-Flight Brief and Daily Inspection .............................................................. 95
11.5.2
Manage Flight during Multi-Crew Operations (MCO)...................................... 96
11.5.3
Use of Helicopter Automation Systems .......................................................... 96
11.5.4
Flight Tests conducted in a Flight Simulation Training Device ........................ 96
11.5.5
Instrument Flight Rules Assessment .............................................................. 96
11.5.6
Visual Flight Rules Assessment ..................................................................... 97
11.5.7
Simulated Emergencies (in a Helicopter) ....................................................... 97
11.5.8
Failure Assessment ....................................................................................... 97
11.6
Post Flight ............................................................................................................. 98
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11.6.1
12
Complete Post-Examination Administration ................................................... 98
Single Engine Aeroplane Class Rating Flight Test .................................................... 99
12.1
Overview ............................................................................................................... 99
12.2
Examiner Requirements........................................................................................ 99
12.3
Testing Methodology............................................................................................. 99
12.4
Ground Component .............................................................................................. 99
12.4.1
Initial Brief to Applicant .................................................................................. 99
12.4.2
Documents .................................................................................................. 100
12.4.3
General Knowledge Quiz ............................................................................. 100
12.5
Flight Component ............................................................................................... 100
12.5.1
Pre-Flight Brief and Daily Inspection ............................................................ 101
12.5.2
General Handling Assessment ..................................................................... 101
12.5.3
Simulated Emergencies ............................................................................... 102
12.5.4
Failure Assessment ..................................................................................... 102
12.6
Post Flight ........................................................................................................... 103
12.6.1
13
Complete Post-Examination Administration ................................................. 103
Single Engine Helicopter Class Rating Flight Test .................................................. 105
13.1
Overview ............................................................................................................. 105
13.2
Examiner Requirements...................................................................................... 105
13.3
Testing Methodology........................................................................................... 105
13.4
Ground Component ............................................................................................ 105
13.4.1
Initial Brief to Applicant ................................................................................ 105
13.4.2
Documents .................................................................................................. 106
13.4.3
General Knowledge Quiz ............................................................................. 106
13.5
Flight Component ............................................................................................... 106
13.5.1
Pre-Flight Brief & Daily Inspection................................................................ 107
13.5.2
General Handling Assessment ..................................................................... 107
13.5.3
Simulated Emergencies ............................................................................... 108
13.5.4
Failure Assessment ..................................................................................... 108
13.6
Post Flight ........................................................................................................... 108
13.6.1
14
Complete Post-Examination Administration ................................................. 108
Multi-Engine Aeroplane Class Rating Flight Test .................................................... 109
14.1
Overview ............................................................................................................. 109
14.2
Examiner Requirements...................................................................................... 109
14.3
Testing Methodology........................................................................................... 109
14.4
Ground Component ............................................................................................ 109
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14.4.1
Initial Brief to Applicant ................................................................................ 109
14.4.2
Documents .................................................................................................. 110
14.4.3
General Knowledge Quiz ............................................................................. 110
14.4.4
Review the Flight Planning........................................................................... 110
14.5
Flight Component ............................................................................................... 110
14.5.1
Pre-Flight Brief & Daily Inspection................................................................ 111
14.5.2
Use of Auto Pilot .......................................................................................... 111
14.5.3
Simulated Emergencies ............................................................................... 111
14.5.4
Failure Assessment ..................................................................................... 112
14.6
Post Flight ........................................................................................................... 113
14.6.1
15
Complete Post-Examination Administration ................................................. 113
Single Engine Aeroplane Type Rating Flight Test (Reserved) ................................ 115
Page Left Blank ............................................................................................................. 116
16
Single Engine Helicopter Type Rating Flight Test ................................................... 117
16.1
Overview ............................................................................................................. 117
16.2
Examiner Requirements...................................................................................... 117
16.3
Testing Methodology........................................................................................... 117
16.4
Ground Component ............................................................................................ 117
16.4.1
Initial Brief to Applicant ................................................................................ 117
16.4.2
Documents .................................................................................................. 118
16.4.3
General Knowledge Quiz ............................................................................. 118
16.5
Flight Component ............................................................................................... 118
16.5.1
Pre-Flight Brief & Daily Inspection................................................................ 119
16.5.2
General Handling Assessment ................................................................. 119
16.5.3
Simulated Emergencies ............................................................................... 120
16.5.4
Failure Assessment ..................................................................................... 120
16.6
Post Flight ........................................................................................................... 120
16.6.1
17
Complete Post-Examination Administration ................................................. 120
Multi-Engine Aeroplane Type Rating Flight Test ..................................................... 123
17.1
Overview ............................................................................................................. 123
17.2
Examiner Requirements...................................................................................... 123
17.3
Testing Methodology........................................................................................... 123
17.4
Ground Component ............................................................................................ 123
17.4.1
Pre-flight Briefing Requirements .................................................................. 124
17.4.2
Daily Inspection ........................................................................................... 125
17.4.3
Documents .................................................................................................. 125
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17.4.4
General Knowledge Quiz ............................................................................. 125
17.4.5
Review Flight Planning ................................................................................ 125
17.4.6
Assessing Non-technical skills ..................................................................... 126
17.5
Flight Component ............................................................................................... 126
17.5.1
Flight Assessment ....................................................................................... 128
17.5.2
Manage Non-normal and Emergency Conditions ......................................... 128
17.5.3
Simulated Emergencies ............................................................................... 128
17.5.4
Failure Assessment ..................................................................................... 129
17.6
Post Flight ........................................................................................................... 130
17.6.1
18
Complete Post-Examination Administration ................................................. 130
Multi-Engine Helicopter Type Rating Flight Test ..................................................... 131
18.1
Overview ............................................................................................................. 131
18.2
Examiner Requirements...................................................................................... 131
18.3
Testing Methodology........................................................................................... 131
18.4
Ground Component ............................................................................................ 131
18.4.1
Pre-Flight Briefing Requirements ................................................................. 132
18.4.2
Daily Inspection ........................................................................................... 133
18.4.3
Documents .................................................................................................. 133
18.4.4
General Knowledge Quiz ............................................................................. 133
18.4.5
Review Flight Planning ................................................................................ 133
18.4.6
Assessing Non-technical skills ..................................................................... 134
18.5
Flight Component ............................................................................................... 134
18.5.1
Flight Assessment ....................................................................................... 136
18.5.2
Manage Non-normal and Emergency Conditions ......................................... 136
18.5.3
Simulated Emergencies ............................................................................... 136
18.5.4
Failure Assessment ..................................................................................... 136
18.6
Post Flight ........................................................................................................... 137
18.6.1
19
Complete Post-Examination Administration ................................................. 137
Cruise Relief Co-Pilot Type Rating Flight Test ........................................................ 139
19.1
Overview ............................................................................................................. 139
19.2
Examiner Requirements...................................................................................... 139
19.3
Testing Methodology........................................................................................... 139
19.4
Ground Component ............................................................................................ 139
19.4.1
Pre-flight Briefing Requirements .................................................................. 140
19.4.2
Daily Inspection ........................................................................................... 140
19.4.3
Documents .................................................................................................. 141
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19.4.4
General Knowledge Quiz ............................................................................. 141
19.4.5
Review Flight Planning ................................................................................ 141
19.4.6
Assessing Non-technical skills ..................................................................... 141
19.5
Flight Component ............................................................................................... 142
19.5.1
Flight Assessment ....................................................................................... 142
19.5.2
Manage Non-normal and Emergency Conditions ......................................... 142
19.5.3
Simulated Emergencies ............................................................................... 142
19.5.4
Failure Assessment ..................................................................................... 142
19.6
Post Flight ........................................................................................................... 142
19.6.1
Complete Post-Examination Administration ................................................. 142
20
Airship Class Rating Flight Test (Reserved) ........................................................... 143
21
Instrument Rating Flight Test – Aeroplane and Helicopter ...................................... 145
21.1
Overview ............................................................................................................. 145
21.2
Examiner Requirements...................................................................................... 145
21.3
Testing Methodology........................................................................................... 145
21.3.1
Use of Multi-Engine Aircraft ......................................................................... 146
21.3.2
Flight Test .................................................................................................... 146
21.4
Ground Component ............................................................................................ 146
21.4.1
Initial Brief to Applicant ................................................................................ 146
21.4.2
Documents .................................................................................................. 146
21.4.3
General Knowledge Quiz ............................................................................. 147
Knowledge requirements as listed in Schedule 5 CASR Part 61 MOS should be
satisfactorily covered during the ground component. ................................................. 147
21.4.4
21.5
Review the Flight Planning........................................................................... 147
Flight Component ............................................................................................... 147
21.5.1
Pre-Flight Brief and Daily Inspection ............................................................ 148
21.5.2
Use of Automation ....................................................................................... 148
21.5.3
Assessing – Perform an Instrument Approach 1 engine inoperative (CIR.9) 148
21.5.4
Assessing – Limited Instrument Panel Manoeuvres (IFL.2).......................... 148
21.5.5
Circling Approach ........................................................................................ 149
21.5.6
Simulated Emergencies ............................................................................... 149
21.5.7
Failure Assessment ..................................................................................... 149
21.6
Post Flight ........................................................................................................... 150
21.6.1
22
22.1
Complete Post-Examination Administration ................................................. 150
Instrument Rating Proficiency Check – Aeroplane and Helicopter .......................... 151
Overview ............................................................................................................. 151
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22.2
Examiner Requirements...................................................................................... 151
22.3
Testing Methodology........................................................................................... 151
22.4
Ground Component ............................................................................................ 151
22.4.1
Initial Brief to Applicant ................................................................................ 151
22.4.2
Documents .................................................................................................. 152
22.4.3
General Knowledge Quiz ............................................................................. 152
22.4.4
Review the Flight Planning........................................................................... 152
22.5
Flight Component ............................................................................................... 152
22.5.1
Pre-Flight Brief ............................................................................................. 153
22.5.2
Daily Inspection ........................................................................................... 153
22.5.3
Use of Automation ....................................................................................... 153
22.5.4
Use of Flight Simulation Training Devices .................................................... 153
22.5.5
Assessing ‘Limited Instrument Panel Manoeuvres’ (IFL.2) ........................... 153
22.5.6
Circling Approach ........................................................................................ 154
22.5.7
Simulated Emergencies ............................................................................... 154
22.5.8
Co-pilot Instrument Rating ........................................................................... 154
22.5.9
Failure Assessment ..................................................................................... 154
22.6
Post Flight ........................................................................................................... 155
22.6.1
Complete Post-Examination Administration ................................................. 155
Private Instrument Rating Flight Test – Aeroplane and Helicopter .......................... 157
23
23.1
Overview ............................................................................................................. 157
23.2
Examiner Requirements...................................................................................... 157
23.2.1
Use of Multi-Engine Aircraft ......................................................................... 157
23.3
Testing Methodology........................................................................................... 157
23.4
Ground Component ............................................................................................ 158
23.4.1
Initial Brief to Applicant ................................................................................ 158
23.4.2
Documents .................................................................................................. 158
23.4.3
General Knowledge Quiz ............................................................................. 158
23.4.4
Review the Flight Planning........................................................................... 158
23.5
Flight Component ............................................................................................... 159
23.5.1
Pre-Flight Brief and Daily Inspection ............................................................ 159
23.5.2
Use of Automation ....................................................................................... 160
23.5.3
Endorsement Standards .............................................................................. 160
23.5.4
Circling Approach ..................................................................................... 160
23.5.5
Simulated Emergencies ............................................................................... 160
23.5.6
Failure Assessment ..................................................................................... 160
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23.6
Post Flight ........................................................................................................... 161
23.6.1
Complete Post-Examination Administration ................................................. 161
Night VFR Rating Flight Test – Aeroplane and Helicopter ...................................... 163
24
24.1
Overview ............................................................................................................. 163
24.2
Examiner Requirements...................................................................................... 163
24.2.1
Use of IFR Procedures ................................................................................ 163
24.2.2
Use of Multi-Engine Aircraft ......................................................................... 163
24.3
Testing Methodology........................................................................................... 164
24.4
Ground Component ............................................................................................ 164
24.4.1
Initial Brief to Applicant ................................................................................ 164
24.4.2
Documents .................................................................................................. 164
24.4.3
General Knowledge Quiz ............................................................................. 165
24.4.4
Review the Flight Planning........................................................................... 165
24.5
Flight Component ............................................................................................... 165
24.5.1
Pre-Flight Brief & Daily Inspection................................................................ 166
24.5.2
Navigation Assessment ............................................................................... 166
24.5.3
General Handling Assessment ..................................................................... 167
24.5.4
Simulated Emergencies ............................................................................... 167
24.5.5
Failure Assessment ..................................................................................... 167
24.6
Post Flight ........................................................................................................... 168
24.6.1
Complete Post-Examination Administration ................................................. 168
25
Night VFR Rating Flight Test – Balloon – (Reserved) ............................................. 169
26
Night Vision Imaging System Rating Flight Test ..................................................... 171
26.1
Overview ............................................................................................................. 171
26.2
Examiner Requirements...................................................................................... 171
26.2.1
Use of IFR Procedures ................................................................................ 171
26.3
Testing Methodology........................................................................................... 171
26.4
Ground Component ............................................................................................ 172
26.4.1
Initial Brief to Applicant ................................................................................ 172
26.4.2
Documents .................................................................................................. 172
26.4.3
General Knowledge Quiz ............................................................................. 172
26.4.4
Review the Flight Planning........................................................................... 173
26.5
Flight Component ............................................................................................... 173
26.5.1
Pre-Flight Brief & Daily Inspection................................................................ 173
26.5.2
Navigation Assessment ............................................................................... 174
26.5.3
General Handling Assessment ..................................................................... 174
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26.5.4
Simulated Emergencies ............................................................................... 174
26.5.5
Failure Assessment ..................................................................................... 174
26.6
Post Flight ........................................................................................................... 175
26.6.1
27
Complete Post-Examination Administration ................................................. 175
Night Vision Imaging System Proficiency Check ..................................................... 177
27.1
Overview ............................................................................................................. 177
27.2
Examiner Requirements...................................................................................... 177
27.2.1
Use of IFR Procedures ................................................................................ 177
27.3
Testing Methodology........................................................................................... 177
27.4
Ground Component ............................................................................................ 178
27.4.1
Initial Brief to Applicant ................................................................................ 178
27.4.2
Documents Review ...................................................................................... 178
27.4.3
General Knowledge Quiz ............................................................................. 178
27.4.4
Review the Flight Planning........................................................................... 178
27.5
Flight Component ............................................................................................... 178
27.5.1
Pre-Flight Brief & Daily Inspection................................................................ 179
27.5.2
Navigation Assessment ............................................................................... 179
27.5.3
General Handling Assessment ..................................................................... 180
27.5.4
Simulated Emergencies ............................................................................... 180
27.5.5
Failure Assessment ..................................................................................... 180
27.6
Post Flight ........................................................................................................... 181
27.6.1
Complete Post-Examination Administration ................................................. 181
Low-Level Rating Flight Test – Aeroplane and Helicopter ...................................... 183
28
28.1
Overview ............................................................................................................. 183
28.2
Examiner Requirements...................................................................................... 183
28.3
Testing Methodology........................................................................................... 183
28.4
Ground Component ............................................................................................ 183
28.4.1
Initial Brief to Applicants ............................................................................... 183
28.4.2
Documents .................................................................................................. 184
28.4.3
General Knowledge Quiz ............................................................................. 184
28.4.4
Review the Flight Planning........................................................................... 184
28.5
Flight Component ............................................................................................... 184
28.5.1
Pre-Flight Brief & Daily Inspection................................................................ 185
28.5.2
Low level Assessment ................................................................................. 185
28.5.3
Simulated Emergencies ............................................................................... 186
28.5.4
Failure Assessment ..................................................................................... 186
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28.6
Post Flight ........................................................................................................... 186
28.6.1
Complete Post-Examination Administration ................................................. 186
Aerial Application Rating Flight Test – Aeroplane and Helicopter ........................... 187
29
29.1
Overview ............................................................................................................. 187
29.2
Examiner Requirements...................................................................................... 187
29.3
Testing Methodology........................................................................................... 187
29.4
Ground Component ............................................................................................ 187
29.4.1
Initial Brief to Applicant ................................................................................ 187
29.4.2
Documents .................................................................................................. 188
29.4.3
General Knowledge Quiz ............................................................................. 188
29.4.4
Review the Flight Planning........................................................................... 188
29.5
Flight Component ............................................................................................... 188
29.5.1
Pre-Flight Brief & Daily Inspection................................................................ 189
29.5.2
Aerial Application Assessment ..................................................................... 189
29.5.3
Simulated Emergencies ............................................................................... 190
29.5.4
Failure Assessment ..................................................................................... 190
29.6
Post Flight ........................................................................................................... 190
29.6.1
30
Complete Post-Examination Administration ................................................. 190
Aerial Application Rating Proficiency Check ........................................................... 191
30.1
Overview ............................................................................................................. 191
30.2
Examiner Requirements...................................................................................... 191
30.3
Testing Methodology........................................................................................... 191
30.4
Ground Component ............................................................................................ 191
30.4.1
Initial Brief to Applicant ................................................................................ 191
30.4.2
Documents .................................................................................................. 192
30.4.3
General Knowledge Quiz ............................................................................. 192
30.4.4
Review the Flight Planning........................................................................... 192
30.5
Flight Component ............................................................................................... 192
30.5.1
Pre-Flight Brief & Daily Inspection................................................................ 193
30.5.2
Aerial Application Assessment ..................................................................... 193
30.5.3
Simulated Emergencies ............................................................................... 193
30.5.4
Failure Assessment ..................................................................................... 193
30.6
Post Flight ........................................................................................................... 194
30.6.1
31
31.1
Complete Post-Examination Administration ................................................. 194
Flight Instructor Rating Flight Test .......................................................................... 195
Overview ............................................................................................................. 195
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31.2
Instructor Requirements ...................................................................................... 197
31.2.1
Applicability – All Training Endorsements .................................................... 197
31.2.2
Applicability – Specific Training Endorsements ............................................ 197
31.3
Testing Methodology........................................................................................... 203
31.3.1
31.4
Instructor Development Gradient ................................................................. 204
Ground Component ............................................................................................ 205
31.4.1
Initial Brief to Applicant ................................................................................ 205
31.4.2
Documents .................................................................................................. 205
31.4.3
Knowledge Requirements ........................................................................ 205
31.4.4
The Long Briefing ........................................................................................ 206
31.4.5
Ground Component De-Brief ....................................................................... 206
31.5
Flight Component ............................................................................................... 206
31.5.1
Pre-Flight Briefings & Daily Inspection...................................................... 207
31.5.2
Air Exercises ................................................................................................ 208
31.5.3
Simulated Emergencies ............................................................................... 208
31.5.4
Failure Assessment ..................................................................................... 208
31.6
Post Flight ........................................................................................................... 209
31.6.1
32
Complete Post-Examination Administration ................................................. 209
Flight Instructor Rating Proficiency Check .............................................................. 211
32.1
Overview ............................................................................................................. 211
32.2
Examiner Requirements...................................................................................... 212
32.3
Testing Methodology........................................................................................... 212
32.4
Ground Component ............................................................................................ 213
32.4.1
Initial Brief to Instructor ................................................................................ 213
32.4.2
Document Review ........................................................................................ 213
32.4.3
Knowledge Requirements ............................................................................ 213
32.4.4
The Long Briefing ........................................................................................ 214
32.4.5
Ground Component De-Brief ....................................................................... 214
32.5
Flight Component ............................................................................................... 214
32.5.1
Pre-Flight Briefings & Daily Inspection ......................................................... 215
32.5.2
Air Exercises ................................................................................................ 216
32.5.3
Failure Assessment ..................................................................................... 216
32.6
Post Flight ........................................................................................................... 217
32.6.1
Complete Post-Examination Administration ................................................. 217
33
Simulator Instructor Rating Flight Test .................................................................... 219
34
Simulator Instructor Proficiency Check ................................................................... 220
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35
Examiner Rating Flight Test ................................................................................... 221
35.1
Overview ............................................................................................................. 221
35.2
Assessor Requirements ...................................................................................... 223
35.3
Testing Methodology........................................................................................... 224
35.4
Component One ................................................................................................. 224
35.4.1
Initial Brief to Applicant by the Assessor ...................................................... 224
35.4.2
Documents .................................................................................................. 224
35.4.3
Knowledge Requirements ............................................................................ 224
35.4.4
Demonstration of pure flying ability by the applicant..................................... 225
35.5
Component Two ................................................................................................. 225
35.5.1
Replicated Flight Test (where applicable) .................................................... 226
35.5.2
Assessor pre-flight briefing........................................................................... 226
35.5.3
Post-flight test de-brief ................................................................................. 227
35.5.4
Training organisation de-brief ...................................................................... 227
35.5.5
Completion of administration requirements .................................................. 227
35.5.6
Simulated Emergencies ............................................................................... 227
35.5.7
Failure Assessment ..................................................................................... 227
35.6
Component 3: Post-Observation ......................................................................... 228
35.6.1
Assessor De-Brief ........................................................................................ 228
35.6.2
Complete Post-Examination Administration ................................................. 228
36
Flight Examiner Rating Proficiency Check .............................................................. 229
36.1
Overview ............................................................................................................. 229
36.1.1
Definitions .................................................................................................... 229
36.1.2
The Flight Examiner Rating Proficiency Check ............................................ 229
36.2
Assessor Requirements ...................................................................................... 231
36.3
Testing Methodology........................................................................................... 231
36.4
Component One ................................................................................................. 231
36.4.1
Initial Brief to Applicant by the Assessor ...................................................... 231
36.4.2
Document Review ........................................................................................ 232
36.4.3
Knowledge Requirements ............................................................................ 232
36.4.4
Demonstration of pure flying ability by the examiner. ................................... 232
36.5
Component Two ................................................................................................. 232
36.5.1
Assessor simulating flight test applicant ....................................................... 232
36.5.2
Actual flight test observation ........................................................................ 233
36.6
Component 3: Post-Observation ......................................................................... 233
36.6.1
Assessor De-Brief ........................................................................................ 233
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36.7
Complete Post-Examination Administration ........................................................ 233
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Glossary
Acronyms
AFM
Aircraft Flight Manual
APC
Aerial Application Rating Proficiency Check
CASA
Civil Aviation Safety Authority
EPC
Examiner Rating Proficiency Check
FEH
Flight Examiners Handbook
FER
Flight Examiner Rating
FIR
Flight Instructor Rating
FPC
Flight Instructor Rating Proficiency Check
FSTD
Flight Simulation Training Device
HOO
Head of Operations
IPC
Instrument Rating Proficiency Check
MOS
Manual of Standards
NPC
NVIS Proficiency Check
NVIS
Night Vision Imaging System
Glossary
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Definitions
Applicant
Is used to indicate a person who is seeking
the issue or renewal of a flight crew
qualification.
Conduct
Means to take an active role in all phases of
an examination, including pre-flight
preparation and briefing, the control and
pace of the various sequences, the
assessment of the applicant's performance,
the debriefing and completion of required
documents including certification of the
applicant's log book and flight test report.
Credit
Is any assessable item assessed as
satisfactory by an examiner during an
examination, recorded as a pass, and taken
into account by an examiner during a
subsequent test for the issue of the same
licence or rating, within 28 days.
Discontinued
A flight test is discontinued when it is not
completed due to circumstances beyond the
applicant's control ie: un-forecast weather,
unserviceability etc.
Examiner
A person who holds a flight examiner rating
with associated flight examiner
endorsements or a person approved to
conduct flight tests and/or proficiency
checks.
Expect
Is used to indicate a strong obligation
Flight Component
Is the activity of assessment involving
practical demonstration in an aircraft of the
skills and knowledge specified for the
requested licence or rating.
Flight Test
Is the process of assessing an applicant for a
licence or rating encompassing a ground
component and a flight component
Flight Test Item
A task, manoeuvre or exercise listed on the
flight test report.
Ground Component
Is the activity of assessment, completed prior
to the flight component, encompassing the
knowledge and skills specified for the
requested licence or rating.
He/she
The pronoun 'he' is used throughout for ease
of reading.
Glossary
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May
Is used to indicate discretion.
Must
Is used to indicate a mandatory item which is
a requirement of the Flight Examiners
Handbook.
Examiner Requirements
Specific requirements which examiners must
comply with.
Should
is used to indicate a strong obligation
Terminated
A flight test is terminated when the examiner
makes a fail assessment.
Revision History
Amendments/revisions of this Manual are recorded below in order of most recent first.
Version No.
Date
Parts/Sections
Details
Removal of experience
requirements and changes
to associated explanatory
text
1.2
10 March 2015
3
1.1
28 November
2014
All sections
Handbook completely
revised
1.0
1 Sept 2014
All
First issue
Revision History
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1
Flight Examiners Handbook - Overview
1.1
Introduction
This handbook contains the standards, policy, procedures and guidelines to be used by
approved testing officers (delegates), CASR Part 61 Flight Examiner Rating holders
(examiners), CASA Flying Operations Inspectors (FOI), approved persons and Flight
Training Examiners (FTE) in the conduct of flight tests.
Throughout the handbook a reference to an examiner is also taken to be a reference to
approved testing officers (delegates), CASA FTEs and FOIs.
When performing their duties, examiners have as their primary responsibility; the safety of
air navigation.
1.2
Authority of the Handbook
The CASR Part 61 Manual of Standards Instrument 2014 provides the legislative head of
power for the Flight Examiners Handbook (FEH). This instrument states; examiners are
required to comply with the requirements of and to take into account the recommendations
in this handbook.
This handbook is designed to assist examiners to:
• Understand their responsibilities and duties as an examiner;
• Understand the principles of flight testing; and
• Conduct flight tests for flight crew qualifications and proficiency checks.
1.2.1
Examiner Requirements
The requirements are explicitly described in the Examiner Requirements sections
associated with each chapter. These requirements are mandatory, The remainder of the
manual content constitutes guidance material.
1.3
How to use the Handbook
Chapters 1 to 3 of this handbook provide general guidance for examiners with chapter 3
providing detailed methodology and standardisation applicable to flight tests and
proficiency checks.
Chapters 4 to 35 provides detailed instructions specific to each type of licence, rating and
endorsement flight test or proficiency check This material provides guidance and advice to
examiners on the exercise responsibilities.
Chapters 4 to 34 are divided into three sections:
• Overview. This contains the description and purpose of the examination.
• Examiner requirements. This section lists the mandatory requirement s pertaining to the
specific flight tests and proficiency checks.
• Examiner guidance. This section provides detailed guidance material to assist
examiners in the planning and conduct of the specific flight test and proficiency checks.
The audience for this handbook includes:
• Examiners as a guide to their duties, responsibilities and conduct;
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• CASA staff who have a role in the oversight of the flight test or proficiency check
process;
• Flying training organisations who train applicants for the issue of a flight crew
qualification;
• Flying training applicants who are applicants for a particular flight crew qualification; and
• The public and the aviation industry for information about delegations and the conduct of
flight testing.
Read the handbook carefully so that you understand what you have to do. If you require
clarification of any information in the handbook, refer to the relevant Civil Aviation
Regulation, Civil Aviation Safety Regulations or Civil Aviation Order or contact Flying
Standards Branch for assistance.
1.4
Responsibility for Handbook and amendment status
The sponsor of this handbook is the Executive Manager, Operations Division.
The responsibility for maintaining the general status of the handbook and recommending
changes to the handbook sponsor rests with the Manager, Flying Standards Branch (FSB).
The responsibility for generating change requests, updating the handbook via the content
management system and ensuring that the content is aligned with current legislation and
practices rests with the Section Head Flight Training - Flying Standards Branch.
Suggestions for improvement are welcome. This handbook is a living document. As a
result of experience, legislative change, new technology or your comments/suggestions, it
will be amended/updated and reissued, when required.
If you would like to suggest changes to this document or find that the handbook is
inconsistent with other advice provided by CASA, please notify the:
Flying Standards Branch
Civil Aviation Safety Authority
PO Box 2005
CANBERRA ACT 2601
Fax: (02) 8651 3071
Email: fsbadmin@casa.gov.au
CASA will not be publishing this handbook in a printed form. When printed this handbook
becomes an uncontrolled document. Always check the latest version which can be viewed
at http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_102160
1.5
CASAs Expectations of Examiners
The examiner rating is one the aviation industry values, most particularly because of the
inherent recognition of an examiners integrity and experience and the important role they
play as part of the aviation safety system. CASA stresses the independence of an
examiner and relies upon an examiner to withstand the sometimes subtle pressures from
employers, flying training organisations and/or applicants.
By virtue of holding the examiner rating, an examiner has a high standing within the
aviation community and is uniquely placed to monitor and positively influence the piloting
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skills, experience, knowledge, behaviours and attitudes of those with whom they come in
contact.
Therefore, CASA requires the following of an examiner:
• Maintain an exemplary standard of professionalism, integrity and ethics;
•
Diligently exercise the privileges of the rating, complying with all applicable legislation,
conditions and directions, as well as being mindful of relevant guidance material;
• Properly assess an applicant's skills, knowledge, behaviours and attitudes to ensure a
competent and safe pilot is produced;
• Engender and influence the attainment of continuously improving safety and standards
in applicants and flying training organisations;
• Diligently complete all relevant administrative procedures within time-frames required by
legislation and CASA policy;
• Accurately report the outcomes of examiner activities in a timely manner to assist CASA
monitoring the safety health of the pilot community
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2
Flight Examiner Administration
2.1
Overview
This section of the Flight Examiners Handbook sets out the policy and procedures for the
management of all Flight Examiners and those holding the privileges of a Flight Examiner.
CASA may determine an alternate procedure and approval method for providing the
privileges of a Flight Examiner Rating.
Where applicable this will be communicated on CASA Form 61-FEA.
2.2
Application
2.2.1
Application Procedure
A person wishing to either; be issued with a flight examiner rating or, to add a flight
examiner endorsement to their existing examiner rating, must meet the experience criteria
described CASA Form 61-FEA.
A person wishing to obtain a flight examiner rating or add a flight examiner endorsement to
their rating, must follow the application procedures described within CASA Form 61-FEA.
This form is available on the CASA website.
CASA Form 61-FEA should be submitted as per below:
For applicants who are not associated with a CAR 217 training and checking organisation
applications are to be made to the Flying Standards Branch to
FEapplications@casa.gov.au or by mail to
Flying Standards Branch
Civil Aviation Safety Authority
GPO Box 2005
CANBERRA ACT 2601
For applicants who are associated with a CAR 217 training and checking organisation,
applications are to be made to the oversighting regional office of CASA.
[Oversighting] Regional Office
Civil Aviation Safety Authority
GPO Box 2005
CANBERRA ACT 2601
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2.2.2
Application for a Flight Examiner Rating
An applicant must provide all of the documentation and information requested in Form 61FEA.
Failure to provide all the requested information and documents may result in the
application being refused.
An applicant may provide additional supporting documents with an application. All
supporting documents should show the name and aviation reference number (ARN) of the
applicant on each page.
Additional pages may be added to the application if there is insufficient space provided on
the application form. All additional pages must show the name and ARN of the applicant on
each page.
Qualifications and Experience
As described in CASR 11.055(4)(c) CASA may take into account an applicant’s experience
in aviation when considering the grant of a flight examiner qualification.
To this end CASA has defined the minimum experience levels in CASA Form 61-FEA for
each examiner endorsement. Where an applicant has alternate but equivalent experience
levels the following procedures apply:
Airline/CAR 217 applicants
The HOO/Head of Training and Checking will liaise with the Manager Flying
Standards Branch in the first instance and if requested submit a formal equivalent
safety case justifying the alternate, but equivalent experience levels.
General Aviation applicants
The applicant will liaise with the Manager Flying Standards Branch and if requested
provide additional information for consideration by CASA.
In all cases once the application has been reviewed, the Manager Flying Standards Branch
will advise the applicant and (HOO HT&C if applicable) of their decision.
Where an applicant does not have the experience levels listed in CASA Form 61-FEA but
are approved for training/assessment, these applicants are likely to be subject to the
inclusion of conditions on the flight examiner rating (or equivalent CASR 61.040 approval).
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2.2.3
Application Review
Each application for a flight examiner rating or the addition of a flight test endorsement will
be reviewed for completeness and eligibility.
CASA may seek further information regarding the applicant and/or their application where
this is considered necessary. The applicant will be advised if further information is to be
sought.
The review of an application will take into account the eligibility criteria described in this
section.
Where CASA is of the view that an applicant does not meet the specified eligibility criteria,
the applicant will be advised accordingly, and any shortcomings and deficiencies identified
will be described in that advice. An applicant may re-apply once they have met the
specified eligibility criteria.
2.3
Training, Assessment and Interview
CASA is currently developing a training course to cover the units and elements listed in the
Part 61 Manual of Standards.
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3
3.1
Flight Test & Proficiency Check – Principles and
Standardisation
Overview
This section outlines the principles of assessment and provides direction and guidance to
assist examiners in applying a standardised approach to all aspects of flight testing
applicants for licences, ratings and associated endorsements and conducting proficiency
checks for certain ratings.
The principles of assessment form the basis of conducting all types of flight tests and
proficiency checks where the final assessment is measures against a given standard. In
making the final assessment the assessor (examiner) needs to have sound working
knowledge of these principles as well as the standards against which the applicant's
performance is being measured.
For the remainder of this chapter the term flight test is intended to refer to both flight
tests and proficiency checks.
Flight testing, by its nature, is open to subjective decisions rather than reasoned, justified
and objective assessments. All assessments need to be objective and must be made using
the specified standards and performance criteria outlined in the appropriate syllabus. When
an applicant is not successful, the particular item(s) where the "not competent" assessment
has been made must be supported by the requirements outlined in the standards.
Examiner requirements are also included in this section. These requirements are
mandatory and are to be complied with by all examiners when conducting flight tests.
3.2
3.2.1
Flight Test Guidance
Principles of Assessment
Aim
The aim of the flight test is to determine that the applicant meets the knowledge, skill,
attitude and behaviour requirements for the licence, rating or endorsement sought;
Evaluation Process
Evaluation is the process of observing, measuring and recording an applicant’s
performance in order to determine that the required competencies have been met.
Analysis of this evaluation provides the information that is used to identify:
 student deficiencies or weaknesses;
 specific degrees of skill;
 areas of weak instruction; and
 areas of the training syllabus requiring improvement.
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Finally, to improve the quality of training and enhance aviation safety, this information
should eventually be integrated into the training programme by amending the syllabus,
restructuring flight tests and revising flight test and proficiency check standards.
Evaluation Cycle
The evaluation process is a five-stage cycle:
 Objective: The first stage determines the objective of the flight test. Since evaluating the
applicant’s performance would be meaningless without considering what the
performance should be, the process of evaluation should begin with clearly defined
objectives.
 Standards: To be proficient in evaluating an applicant’s performance during a flight test,
the examiner must be completely familiar with the standards for each item. These
standards are described in the Performance Criteria.
 Performance: During the flight test, the examiner assigns the tasks or manoeuvres and
observes the applicant’s performance in response to the situations/circumstances
presented.
 Observation: The examiner observes the applicant's performance and compares it with
the specified Performance Criteria for the specific task or manoeuvre.
 Assessment: Based on evaluation of the applicant’s performance under existing
conditions, the examiner assesses the performance and makes the decision competent/not competent. Should a decision of ‘not competent’ be made, to be useful,
any written remarks must be clear and specific, supporting the negative decision.
Factors Affecting Evaluation
Comparing applicants with each other: When working with a group of applicants, a natural
thing is to compare one applicant with another. Examiners must be conscious of this
possibility and ensure that the applicant’s performance is compared with the standard
expressed in the Performance Criteria, not with a person who maybe more or less skilled.
Characteristics of Evaluation
An evaluation may become useless if certain principles are not respected. The following
five characteristics, when used carefully in the conduct of a flight test, will result in an
accurate and effective evaluation.
Reliability
Reliability ensures consistent results. As applied to the flight test, this would be that two
identical performances should result in the same assessment.
Human Factors may have a significant effect on flight test reliability. Some of these factors
are:
 Fatigue - insufficient sleep;
 Emotions - work or home personal problems;
 Health - cold, flu, headache, inadequate food and fluid intake;
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 Time of day - early morning, or last trip of the day;
 Distractions - noise, interruptions, etc; and
 Stress/nervousness - a flight test is highly likely to induce stress and nervous reactions.
Examiners should be conscious of these factors and attempt to limit their effects as much
as possible for they may, for example, result in a lack of smoothness or accuracy in the
applicant’s performance. examiners too may be affected by some of these same factors.
Testing for the purpose of a licence or rating must clearly be removed from training in order
to maintain the reliability of the evaluation. For example, a second or third attempt at a
particular sequence, may give the applicant the immediate practice needed to demonstrate
the manoeuvre adequately. For this reason, an item or sequence must not be repeated
unless one of the following conditions applies:
 Discontinuance - discontinuance of a manoeuvre for valid safety reasons. eg a go-
around for traffic purposes not caused by the applicant;
 Collision Avoidance - examiner intervention on the controls to avoid another aircraft that
the applicant could not have seen due to position or other factors;
 Misunderstood request - a legitimate instance when an applicant does not understand
an examiner request to perform a specific manoeuvre. An applicant’s failure to know the
requirements of a specified manoeuvre is not grounds for repeating the exercise; or
 Other Factors - any condition/situation where the examiner was distracted to the point
that the applicant’s performance of the manoeuvre (radio calls, traffic etc) could not
adequately be observed.
Validity
Tests are valid if they measure what they are supposed to measure and nothing else. The
scope of the test must be such that when applicants are assessed as competent, they have
met the skill requirements for the issue of the licence or rating sought.
Comprehensive
Flight tests will be comprehensive if the examiner conforms with the items listed in the
applicable test guide with no additions or deletions.
Discrimination
In testing, discrimination enables the examiner to detect different levels of achievement
amongst applicants. Discrimination separates standard performance from above and below
the standard performance. Competency assessment does not provide for grading of
performance. Therefore, the examiner may provide guidance to the organisation on the
relative strengths and weaknesses of the overall standard.
Objectivity
Objectivity ensures that the examiner personal opinions will not affect the outcome or
assessment of the test. Assessments must be made in accordance with the applicable
performance criteria. flight test assessments are influenced to some degree by subjective
opinions. Assessments will be more valid, less subjective, if the examiner has a sound and
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adequate background knowledge of the evaluation process and the expertise to accurately
assess applicants without prejudice.
Evaluation Errors
In order to test effectively, the examiner requires not only a sound knowledge of the
characteristics of evaluation, but also a good understanding of the possible errors that can
occur throughout the evaluation process. Errors in evaluation fall into several categories.
 Personal Bias Error - personal bias errors lead to assessing applicants or a particular
group of applicants identically.
 Central Tendency Error - central tendency errors result in all or most applicants being
assessed as “average”. The examiner really feels that the performance of most
applicants is not as good as it should be and therefore “underscores” an applicant’s
good performance. On the other hand, the examiner is reluctant to cope with the
possible emotional response of an applicant or a recommending instructor.
 Generosity Errors - generosity errors result in all applicants being assessed as
competent. This could be caused by an examiner's desire to be known as a nice person.
 Severity Errors - severity errors result in all applicants being assessed as not
competent. In this situation, the examiner may feel that the published standards are too
low and make assessments against his/her own standards.
 Halo Effect - halo effect occurs when the examiner’s impression of the applicant is
allowed to influence the assessment of performance. One form of halo effect is the error
of leniency. Leniency has its source in an examiner’s likes, dislikes, opinions,
prejudices, moods and political or community influence of people. For example, when
testing a friend, acquaintance, own students or high profile individual, an examiner may
assess the individual as competent when indeed they are not. Similarly errors of
leniency and stereotype have their source in the examiner’s likes and dislikes.
 Logical Error - logical error occurs when an examiner assumes that a high degree of
ability in one area means a similar degree of competence in another. A competent
assessment of one or two items does not mean the applicant is also competent on all
items to be tested. The full test must be completed and assessed.
 Error of Narrow Criterion - narrow criterion error occurs when there is a group of
applicants to test. The examiner may, in these circumstances, rate each applicant
against the others within the group instead of against the standards.
 Error of delayed grading - by delaying a “not competent” assessment, which will
terminate the test, examiners may award a final “competent” assessment based upon
the overall impression of the flight test. This results in an erroneous assessment and a
flight test report that is of little value to the training system.
 Standards Error - standards error is a result of all the errors we have discussed.
However, if an examiner is not thoroughly familiar with established standards, as
outlined in the applicable flight test syllabus/guidance material, assessing an applicant
against those requirements is virtually impossible.
While all these errors may appear obvious on paper, they may not be under flight-test
conditions, especially as the judgement of the examiner may be obscured by a combination
of two or more errors. Examiners must therefore be aware of these errors to consciously
prevent them from influencing the validity of the tests they conduct.
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Oral Questions
Oral questions are used to evaluate and assess the extent of aeronautical knowledge and
to determine whether the applicant meets the standard of knowledge required for the
licence or rating sought. The oral questioning is a most important part of the flight test and
it is probably that portion of the flight test that often results in the greatest variance in
standardisation. For this reason questions should be prepared beforehand to ensure
correct wording, relevance and validity.
The prepared questions should be of a practical nature, based upon the aircraft to be used
and the objective(s) of the test. Questions should be carefully worded and not ambiguous.
Good questions are easily understood and composed of common words. They should
measure knowledge, not the use of language. Examiners should keep the vocabulary
within the grasp of applicants. Use familiar terms and words to make sure the applicant
understands the question.
Questions should be couched to get the applicant thinking. Asking a question that requires
a YES/NO answer doesn’t really tell the examiner much about the applicant’s level of
knowledge/understanding. Guiding the applicant’s thoughts toward an area to be
questioned and then asking the question is more effective than asking the same question
straight out. Questions should be challenging for the applicant but all the necessary
background to come to the answer must be provided.
Qualities of Oral Questions
Good
Not Good
Easily understood
Bewildering
Describe the steps to be followed on a crosswind If you wanted to take-off in a crosswind,
take-off
what would the aircraft do?
Composed of common words
If you had an engine failure, what would be your
first priority?
Oversize
List all the steps you would take if you had
an engine failure.
Promotes thinking
Toss up
Why is it so important to maintain the ideal glide Is the glide speed for your aircraft
speed for the aircraft?
important during a forced landing?
Practical Operational
What documents are needed on board the
aircraft for flight?
Irrelevant
What fee is charged for an aircraft’s
Certificate of Airworthiness?
Applicable/Appropriate
What would happen if the aircraft was loaded
with an aft C of G?
Leading
If an aircraft was loaded with an aft C of G,
would it tend to pitch nose up?
Only one correct answer
What is the normal climb speed for this aircraft?
Trick
What types of climb speeds are there for
this aircraft?
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Handling Applicant Answers: The examiner’s role is different from that of the instructor.
Clearly instructors are involved in the training experience with the student. They explain,
demonstrate, allow students to practice, supervise the practice and finally evaluate
learning. Examiners are there to strictly observe and assess.
When receiving applicant answers to questions, examiners should:
 avoid leading the applicant to the correct answer; and
 ask for complete answers
3.2.2
General Principles of Flight Testing
Examiners are assessors and observers on flight tests. Examiners should make a
concerted effort to be relaxed and non-threatening. If examiners remain calm and neutral
the applicant will usually perform better. The standards applicable to the particular flight
test must be applied regardless of the training and experience of the applicant. Assess the
applicant against what would be an “ideal performance under existing conditions”. For
example, if it is windy and turbulent, the applicant will not be able to maintain altitude,
heading and airspeed as well as if the day was calm (though the applicant must still meet
the required requirements).
Briefing the Applicant
Briefings are divided into two parts, one outlining the ground portion of the flight test and
the other, a thorough pre-flight briefing following the ground portion. Time should be taken
to answer any questions the applicant may have regarding the test. This is a good time to
ensure that the applicant is aware of the required standards .
The examiners are required to brief the applicants on the following details:
 Flight Test Sequence: The flight test sequence must be thoroughly briefed. There is no
need for the applicant to memorise the whole sequence, as the examiner should give
instructions for each phase or part.
 If in doubt - Ask!: Applicants must be encouraged to ask questions if they do not
understand what they are being asked to do.
 Pilot-in-Command: The examiner is the pilot in command when occupying a control
seat. Applicants will log dual for all flight tests. When the examiner occupies a
backseat/jump seat, they are not the pilot-in-command.
 Actual Emergencies: Actions by the applicant and the examiner in the event of a real
emergency must be briefed.
 Transfer of Control: There should never be any doubt as to who is flying the aircraft.
Positive phraseology must be used and a visual check (side by side) or control
movement (tandem) is recommended to verify that the exchange has occurred.
 Ground References: Intended touchdown zones and specific touchdown points. For
the short or the soft field approach and landing, the examiner will clearly specify the
simulated surface conditions, obstacles on approach, runway threshold and length of
surface available to the applicant.
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 Simulating Emergencies: Engine failures need to be pre-planned with consideration of
where/when/how. Techniques for failing engines vary considerably depending on
type/engine etc, therefore examiners must not initiate simulated engine failures without
first considering:

POH;

Manufactures recommendations;

Company operational procedures;

Aircraft configuration and Flight profile/performance;

Any other considerations; and

Examiners must not introduce multiple abnormalities. They should be mindful of the
company operations manual whilst ensuring that the test is conducted such that the
test content meets all the flight test requirements/criteria.
 Multiple Flights: if for some reason more than one flight is required to complete a flight
test, the applicant must understand that any items required to be repeated for the
purposes of the second flight, not just those specifically identified as the basis for the
second flight, will be re-assessed as “not competent” if the standard is not demonstrated
or safety is compromised.
Test Conditions
All flight tests will be conducted at the sole discretion of the examiner. Clearly, the applicant
is required to make decisions concerning weather suitability etc as part of the assessment,
but the examiner must ensure that conditions do not present a hazard to the operation and
will permit the required tasks to be tested. (The applicant is to be assessed on his/her
decision). An inappropriate decision by the applicant to undertake the flight or not, will
constitute a fail.
Flight Test
All of the required flight test items must be completed. The ground component items are
those exercises or tasks completed prior to the pre-flight briefing and must be completed
successfully before continuing with the flight component. A failure of any ground
component item terminates the test and the air exercise must not proceed.
The air exercise includes the pre-flight briefing and the tasks or manoeuvres performed
with the aircraft, including the pre-flight/daily inspection and all ground and in-flight
manoeuvring.
If the flight test is discontinued or, terminated, the original flight test report is to be
completed by the examiner as appropriate and retained by the applicant/flying school until
the next attempt. The examiner should retain a copy of the report for their own records.
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Repeated Flight Test and Proficiency Check Items
Discontinuance, collision avoidance, misunderstood requests and other factors have all
been discussed previously under the heading Factors Affecting Evaluation.
These provisions have been made in the interest of fairness and safety and do not imply
that instruction, practice, or repeating of a flight test item or manoeuvre unacceptably
demonstrated, is permitted during the flight test.
Discontinued Flight test
If the test is not completed due to circumstances beyond the applicant’s control, eg. unforecast weather, aircraft unserviceability, accident /incident closing a runway,
applicant/examiner illness etc., the subsequent flight test will include the flight test items
not completed on the original flight test and will be completed within 28 days of the original
test. Flight test items already assessed will not be re-tested, but items already
demonstrated during the initial flight and repeated for the purpose of the second flight, will
be re-assessed.
Failure of a Flight Test
The flight test must be terminated when the examiner makes a fail assessment and the
applicant must be advised of the decision at this point. Passed items may be credited for
retest purposes however credits are valid for 28 days only, after which the flight test must
be completed in full.
Complete Re-test
A complete re-test will be required in the following situations when a “not competent”
assessment is made:
 during a partial flight test (credits are only available for a single re-test);
 for displaying unsafe or dangerous flying; or
 demonstrating a pattern of failing to use proper visual scanning techniques (lookout) to
clear an area before and while performing visual manoeuvres;
 a partial flight test is not completed within 28 days of the original test; and
 for any item of an instructor rating flight test.
Post Flight Debriefing
The planning and organisation for post-flight activities is essential. Debriefing needs to be
valid and comprehensive.
 The HOO and the applicant’s flight instructor should be available for the post flight
debriefing.
 The applicant should be advised of the result as soon as practicable.
 Debrief using your checklist/notes and the flight test report.
 The debriefing should begin with the strong points and work towards the weaker
performance areas. The applicant may express where they did poorly. This is
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particularly valid for instructor applicants, who are required to know the difference
between a competent performance and one that is not.
 Use the syllabus the FEH and other suitable material to explain the reasons for the “not
competent” assessment of major deviations or unacceptable performance.
 During the debrief, the examiner may, at their discretion, offer recommendations to help
the applicant correct any errors or deficiencies.
 Following the applicant debrief, the examiner must brief the HOO/instructor on the
applicant’s performance. This should be completed without the applicant present. Care
should be taken not to criticise the instructor. The examiner may discuss the fail items to
be considered by the HOO when developing a remedial training program.
Examiners and applicants should keep in mind that it is not the examiner who fails the
applicant, but rather it is the applicant whose performance on that day has not met the
competency standards.
Whether the test has been completed, terminated or discontinued, a thorough debriefing on
all phases of the test must be given to the applicant. A simple method to involve the
applicant is in the first instance, to seek the applicant’s view on how they felt the flight
progressed. The majority of applicants will realize when their performance was not to
standard. Importantly, a representative from the training organisation should be present.
Note: Do not belabour the debrief but keep it to the important points. Do not get involved in
arguments about the conduct of the test or the result. If there is a problem, record the
detail/actions and inform the Flying Standards Branch. If the applicant is dissatisfied with
the decision they should be directed to the Flying Standards Branch.
Flight Test Profile
Flight tests should follow a planned sequence that results in a minimum amount of
unproductive flight time. Care must be taken, however, to ensure that the applicant will not
be rushed at any stage of the test.
During tests involving navigation, no matter what test format is utilised, care must be
exercised with regard to the diversion requirement. The applicant must be allowed time to
identify their present location before commencing the diversion when, after the high level
sector of the test, the examiner has requested other demonstrations, which may result in
the applicant becoming uncertain of the aircraft’s position.
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4
Recreational Pilot Licence Flight Test – Aeroplane and
Helicopter
4.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Schedule 5 of the CASR Part 61 MOS, for the issue of a
Recreational Pilot Licence (RPL) and associated aircraft category rating at Pilot in
Command level.
4.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the RPL flight test:
1.
Examiners must ensure that the flight component is conducted in daylight under the
V.F.R. in VMC.
2.
Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight
test.
3.
Examiners must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced, except
where the simulated failures are linked.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
7.
Examiners must assess the applicant in the complete context of the environment in
which the test is conducted (e.g. A flight test at Moorabbin Airport will require the
applicant to demonstrate competency in the use of radio, operations in controlled
airspace and operations at a controlled aerodrome). Examiners must not operate the
radio or any aircraft systems to assist the applicant during the flight test.
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4.3
Testing Methodology
Examiners should apply the flight test methodology described in Chapter 03 Flight Test
Principles and Standardisation.
Examiners should assess all units and elements required by Schedule 5 of the MOS for the
RPL. Where one or more units or elements are unable to be assessed for any reason, the
flight test cannot be completed.
The assessment of the RPL competencies should involve a minimum of 1.2 hour airborne
time.
4.3.1
RPL Endorsements
Examiners are not responsible for assessing or issuing the applicant with RPL
endorsements, this is the responsibility of the Part 141 or 142 operators.
As RPL endorsements cannot be issued prior to holding the licence, CASA will provide
specific application forms for the Part 141/142 operator and the RPL applicant to complete
where the RPL applicant is wishing to be issued with RPL endorsements concurrent with
licence issue.
4.4
4.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on the following items:

Flight test context, purpose and content

Assessment procedure

Function of the examiner

Standards against which competency will be assessed

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
4.4.2
Documents
Document Review
The examiner should confirm that an applicant for an RPL satisfies the eligibility
requirements to undertake the flight test for the grant of the CASR Part 61 licence. To
achieve this, the CASR 61.235(5) certification, training records, logbook, licence and
medical certificate should be checked.
Age Verification - The examiner should sight one of the following documents:

Australian drivers Licence

CASA issued medical certificate

Australian Passport

Australian Birth Certificate
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Medical Certificate - The examiner should check that the applicant holds either a Class 2
medical certificate or a recreational pilot medical certificate or a medical exemption
allowing them to exercise the privileges of a recreational pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment - the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
4.4.3
General Knowledge Quiz
For the ground component of the flight test, questions for the oral quiz should be based on
the relevant aeronautical knowledge requirements listed in Schedule 5 of the CASR Part
61 MOS.
4.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The RPL applicant should demonstrate that control of the aircraft or procedure is
maintained at all times but if the successful outcome is in doubt, corrective action is taken
promptly to recover to safe flight.
The applicant’s performance should be assessed on technique, judgement, knowledge,
smoothness and accuracy. The following explanations are provided to assist the examiner
in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and the examiner should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and should result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction, balance and trim are
all important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions the flight conditions (e.g. turbulence) are such that even though the
applicant’s technique is sound the aircraft may deviate outside specified tolerances for
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short periods. In such cases the assessment of technique and judgement should be the
determining factors.
4.5.1
Pre-Flight Brief and Daily Inspection
In accordance with the flight test principles in Chapter 03, the examiner should brief the
applicant on:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers),

Multiple flights and the assessment of competencies (if applicable).
The examiner should observe and assess the applicant conducting a daily inspection.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
Assessing ‘Non-Technical Skills
An applicant should not be deemed competent in these competencies (by default) simply
from an ‘uneventful flight’.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. The NTS
competencies should be assessed either in flight under actual conditions
(traffic/weather/terrain) or through pre-planned scenarios presented to the applicant by the
examiner.
4.5.2
General handling Assessment
Assessing ‘Take-Off & Land Aeroplane in a Crosswind
Where the meteorological conditions on the day of the flight test preclude the assessment
of ‘Take-Off Aeroplane’ (A2.3) and ‘Land Aeroplane’ (A4.2), the examiner may continue the
flight test utilising the provision contained in subclause 1.3 of Appendix G1 in Schedule 5 of
the MOS. In this case the examiner should indicate this by marking the applicable items in
the flight test report with “TR”
Assessing ‘Aeroplane Advanced Manoeuvers
In assessing achievement of the “minimum height loss” requirement, the examiner should
place emphasis on the application of a correct technique.
Assessing ‘Manage Engine Failure’ – Take-off (simulated) (A6.1)
In assessing this element the examiner should:

Place emphasis on the application of correct technique and sound judgement

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in the element
Assessing ‘Perform Forced Landing (Simulated)’ (A6.3)
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In assessing A6.3 the examiner should:

Place emphasis on the application of correct technique and sound judgment

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in A6.3.
Assessing ‘Refuel Aircraft’ (C4.3)
Refuelling of aircraft during the test is not mandatory; however the examiner should be
satisfied the applicant has the knowledge that would enable them to refuel an aircraft
satisfactorily. This may be achieved by review of student records (task has been signed
off) and an oral quiz.
Assessing ‘Hover helicopter in cross/tailwind’ H2.2 and ‘Ground taxi helicopter’ H3.1
Where the meteorological conditions on the day of the flight test preclude the assessment
of H2.2 and H3.1, the examiner may continue the flight test utilising the provision contained
in subclause 1.3 of Appendix G.2 in Schedule 5 of the MOS. In this case the examiner
should indicate this by marking the applicable items in the flight test report with “TR”
Assessing ‘Helicopter Advanced Manoeuvers, Abnormal Situations and
Emergencies’ (H6 and H7)
In assessing the required units and elements the examiner should:

Place emphasis on the application of correct technique and sound judgment

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in H6 and H7 to Schedule 2 CASR Part
61 MOS.
NOTE Land and take off from pinnacle and ridge line is not required
4.5.3
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/failures.
4.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits shall be given for the
flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC,

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio).
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Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the flight component. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained descent below minimum heights (e.g. built up area),

Sustained failure to comply with hand over take over drill.
4.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program.
4.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process above, The examiner should:

Within 14 days after the day of the test, complete the flight test report and provide a
copy of the report to the applicant, Part 141 or 142 operator and CASA,

Within 14 days complete the FTNS notification requirements.
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5
5.1
Private Pilot Licence Flight Test – Aeroplane and
Helicopter
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Schedule 5 to the CASR Part 61 MOS for the issue of a Private
Pilot Licence and associated category rating.
5.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the PPL flight test.
1.
The examiner must ensure that the flight component is conducted in daylight under
the V.F.R. in VMC.
2.
The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight component
of a flight test.
3.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced, except
where the simulated failures are linked.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
5.3
Testing Methodology
The examiner should apply the flight test methodology described in chapter 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for unhurried preparation and planning. The applicant should be
given the test route at least 24 hours and not more than 48 hours in advance of the flight
test commencement time.
To assess the applicant against NAV4, NAV5, NAV6, NAV7, NAV8, NAV9, CTR3, CTR4,
ONTA3, ONTA4, CTA1 and OGA units of competency, the examiner should involve a
minimum airborne time of 1.5 hours for the navigation task (without taking into account any
airspace/traffic restrictions ie Bankstown/Essendon). Additionally, the assessment of the
general handling competencies should involve a minimum of 1.0 hours airborne time
(minimum total airborne time 2.5 hours).
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Use of IFR Procedures
If IFR procedures are used for a positioning flight, this part of the flight should not form part
of the flight test or be taken into account in the flight test flight time. A full stop landing and
shutdown should terminate the IFR flight segment before commencing the PPL
assessment flight sequences.
The PPL flight test should be concluded by a full stop landing and shutdown in VFR
conditions before commencing the IFR return positioning flight.
Only the flight time associated with the PPL flight test should be considered as the flight
time for the flight test.
Compliance with CASR 61.1295(3).
The examiner should assess all units and elements required by Schedule 5 of the MOS for
the PPL. Where one or more units or elements are unable to be assessed for any reason,
the flight test cannot be completed.
5.4
5.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on the following items:

Flight test context, purpose and content,

Assessment procedure,

Function of the examiner,

Standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
5.4.2
Documents
Document Review
The examiner should confirm that an applicant for a PPL satisfies the eligibility
requirements to undertake the flight test for the grant of the CASR Part 61 licence. To
achieve this, the CASR 61.235(5) certification, training records, logbook, licence and
medical certificate should be checked.
Age Verification - The examiner should sight one of the following documents:

Australian drivers Licence

CASA issued medical certificate

Australian Passport

Australian Birth Certificate
Medical Certificate - The examiner should check that the applicant holds either a class 1
or 2 medical certificate, or a medical exemption allowing them to exercise the privileges of
a private pilot licence.
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Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment - The examiner should review
the applicant’s training records for evidence that appropriate remedial training has been
carried out with the applicant.
5.4.3
General Knowledge Quiz
For the ground component of the flight test, questions for the oral quiz should be based on
the relevant aeronautical knowledge requirements listed in Schedule 5 of the CASR Part
61 MOS.
5.4.4
Review the Flight Planning
As part of the flight test, the applicant should complete:

Flight plan

Fuel plan

Suitable flight notification

Weight and balance calculation

Take-off and landing distance/performance calculation (where applicable)
When reviewing the applicant's flight preparation documents, the examiner must be
satisfied that the applicant is able to validate the data on which the planning decisions and
calculations have been made (forecast weather, NOTAMs, aircraft data, chart validity etc).
The examiner should ensure through considered questioning, that the preparation is solely
the work of the applicant and meets the knowledge standards as applicable.
5.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The PPL applicant should demonstrate that control of the aircraft or procedure is
maintained at all times but if the successful outcome is in doubt, corrective action is taken
promptly to recover to safe flight.
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness and accuracy. The following explanations are provided to assist the examiner
in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and the examiner should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.
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
Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and should result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction, balance and trim
are all important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions the flight conditions (e.g. turbulence) are such that even though the pilot's
technique is sound the aircraft may deviate outside specified tolerances for short periods.
In such cases the assessment of technique and judgment should be the determining
factors.
5.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in chapter 03, the examiner should brief the
applicant on:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in Schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers),

Expectations of the applicant during the lost procedure simulation,

Multiple flights and the assessment of competencies (if applicable)
The examiner should observe and assess the applicant conducting a daily inspection.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
Assessing Non-Technical Skills
An applicant should not be deemed competent in these competencies (by default) simply
from an ‘uneventful flight’.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. The NTS
competencies should be assessed either in flight under actual conditions
(traffic/weather/terrain) or through pre-planned scenarios presented to the applicant by the
examiner.
5.5.2
Navigation Assessment
The navigation task should be designed such that all of the required competencies can be
assessed in a logical sequence. There should be at least one sector of sufficient distance
that allows basic navigation technique to be adequately assessed. This sector should be of
a sufficient duration to enable the assessment of:
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
Multiple navigation cycles,

Track correction techniques,

Continued maintenance of navigation and fuel logs (ETAs and fuel status)

Position fixing at suitable intervals.
Importantly, the examiner should be satisfied that the applicant is using a suitable
navigation methodology that is supported by sound reasoning and application of
acceptable VFR navigation procedures. The examiner should give particular attention to
the applicant's navigation techniques in and around controlled airspace and how they plan
to avoid controlled airspace and/or restricted and prohibited airspace, as applicable. .
Assessing ‘Perform Lost Procedure’ (NAV.6)
It is an acceptable practice for the examiner to introduce the “lost” scenario immediately
following the instrument flying assessment. In normal circumstance the examiner should
ensure the ‘lost position’ is at least several nautical miles laterally displaced for the original
planned track.
Assessing ‘Perform Diversion Procedure’ (NAV.7)
In order to assess the performance criteria of ‘Perform Diversion Procedure’, the examiner
should provide a suitable scenario that will enable the applicant to ‘self-select’ the
‘diversion route’ to a ‘suitable aerodrome or an alternate aerodrome’.
The examiner should not apply and specific time constraints (subject to operational
requirements) to execute the diversion. The examiner should ensure that the applicant is at
a known position prior to introducing the diversion task.
Assessing ‘Controlled Airspace/Aerodrome Requirements’ (CTA, CTR.1, CTR.2,
CTR.3, CTR.4)
Where a test cannot be conducted in actual controlled airspace the examiner is required to
simulate CTR and CTA. The simulation should include all performance criteria of CTR
(Schedule 2). At a minimum, the simulation methodology should include similated:

VTC including – airspace boundaries, classes, frequencies, altitudes

ERSA information

Weather and NOTAMS
The examiner should provide the applicant with the simulated charts and ERSA information
at the time of advising the flight test route.
The examiner is required to accurately replicate the role of air traffic control in the
simulated environment. The simulated CTA/CTR environment shall remain ‘active’ for the
duration of the flight test (i.e. the simulated CTR shall not be the same aerodrome for the
‘Operations at Non-Towered Aerodromes’ assessments).
Assessing ‘Operations at Non-Towered Aerodromes (ONTA.1, ONTA.2, ONTA.3,
ONTA.4)
To allow assessment of all ‘Operations at Non-Towered Aerodromes’ (ONTA) performance
criteria, the examiner should ensure the applicant conducts a full stop landing and vacates
the active runway at the non-towered aerodrome.
5.5.3
General Handling Assessment
The examiner may split the flight component into general handling and navigation
components into separate flights.
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Assessing ‘Take-Off & Land Aeroplane in a Crosswind’
Where the meteorological conditions on the flight test day preclude the assessment of
‘Take-Off Aeroplane’ (A2.3) and ‘Land Aeroplane’ (A4.2), the examiner may continue the
flight test utilising the provision contained in subclause 1.3 of Appendix G.1 in Schedule 5
of the MOS. In this case the examiner should indicate this by marking the applicable items
in the flight test report with “TR”
Assessing ‘Aeroplane Advanced Manoeuvers’
In assessing achievement of the “minimum height loss” requirement, the examiner should
place emphasis on the application of a correct technique.
Assessing ‘Manage Engine Failure’ – Take-off (simulated)
In assessing this element the examiner should:

Place emphasis on the application of correct technique and sound judgement

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in the element
Assessing ‘Perform Forced Landing (Simulated)’
In assessing A6.3 the examiner should:

Place emphasis on the application of correct technique and sound judgment

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in A6.3.
Assessing ‘Refuel Aircraft’
Refuelling of aircraft during the test is not mandatory; however the examiner should be
satisfied the applicant has the knowledge that would enable them to refuel an aircraft
satisfactorily. This can be achieved by review of student records (task has been signed off)
and an oral quiz.
Assessing ‘Hover helicopter in cross/tailwind’ and ‘Ground taxi helicopter’
Where the meteorological conditions on the day of the flight test preclude the assessment
of H2.2 and H3.1, the examiner may continue the flight test utilising the provision contained
in subclause 1.3 of Appendix G.2 in Schedule 5 of the MOS. In this case the examiner
should indicate this by marking the applicable items in the flight test report with “TR”
Assessing ‘Helicopter Advanced Manoeuvers, Abnormal Situations and
Emergencies’
In assessing H6 and H7 and elements the examiner should:

place emphasis on the application of correct technique and sound judgment

initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in H6 and H7 in Schedule 2 CASR
Part 61 MOS.
Note - Land on and take off from a pinnacle or ridge line is not required
5.5.4
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies / failures.
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5.5.5
Failure Assessment
If fail assessment is made, the flight test is to be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits may be given for the
flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC,

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the flight component. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained descent below minimum heights (e.g. built up area),

Sustained failure to comply with hand over take over drill.
5.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program
5.6.1 Complete Post Examination Administration
At the conclusion of the debrief process above, the examiner should:

Within 14 days after the day of the test, complete the flight test report and provide a
copy of the report to the applicant, Part 141 or 142 operator and CASA,

Within 14 days complete the FTNS notification requirements.
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6
Private Pilot Licence Flight Test – Balloon (Reserved)
This chapter is reserved.
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7
Commercial Pilot Licence Flight Test – Aeroplane and
Helicopter
7.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 5 to the CASR Part 61 MOS for the issue of a
Commercial Pilot Licence and associated category rating.
7.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the CPL flight test.
7.3
1.
The examiner must ensure that the flight component is conducted in daylight under
the V.F.R. in VMC.
2.
The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
3.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
Testing Methodology
The examiner should apply the flight test methodology described in Chapter 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for unhurried preparation and planning. The applicant should be
given between 60 minutes and 90 minutes on the day of the flight test to complete the flight
planning requirements (simulating a commercial operation). The operational task will be a
simulated passenger carrying flight of not more than four sectors.
When presenting the task for the proposed flight, examiners should ensure that planning
the task including performance calculations can be achieved by the average student within
the prescribed period.
To assess the applicant against NAV4, NAV5, NAV6, NAV7, NAV8, NAV9, CTR3, CTR4,
ONTA3, ONTA4, CTA1 and OGA competencies, the navigation task will require a minimum
flight time of 1.5 hours (without taking into account any airspace/traffic restrictions i.e
Bankstown/Essendon). Additionally, the assessment of the general handling competencies
shall require a minimum of 1.0 hours (minimum total flight time 2.5 hours).
Use of IFR Procedures
If IFR procedures are used for a positioning flight, this part of the flight will not form part of
the flight test or be taken into account in the flight test flight time. A full stop landing and
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shutdown should terminate the IFR flight segment before commencing the CPL
assessment flight sequences.
The CPL flight test should be concluded by a full stop landing and shutdown in VFR
conditions before commencing the IFR return positioning flight.
Only the flight time associated with the CPL flight test shall be considered as the flight time
for the flight test.
If the CPL applicant holds a valid CIR and elects to convert to IFR during the CPL
assessment flight, then a fail assessment should be recorded and no CPL flight component
test credits are to be given.
Compliance with CASR 61.1295(3).
The examiner should assess all units and elements required by Schedule 5 of the MOS for
the PPL. Where one or more units or elements are unable to be assessed for any reason,
the flight test cannot be completed.
7.4
7.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on the following items:

Flight test context, purpose and content,

Assessment procedure,

Function of the examiner,

Standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
7.4.2
Documents
Document Review
The examiner should confirm that an applicant for a CPL satisfies the eligibility
requirements to undertake the flight test for the grant of the CASR Part 61 licence. To
achieve this, the CASR 61.235(5) certification, training records, logbook, licence and
medical certificate should be checked.
Age Verification - The examiner should sight one of the following documents:

Australian drivers Licence

CASA issued medical certificate

Australian Passport

Australian Birth Certificate
Medical Certificate - The examiner should check that the applicant holds either a class 1
medical certificate or a medical exemption allowing them to exercise the privileges of a
commercial pilot licence.
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Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Has required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Has completed required training - The examiner should review the applicant’s pilot
training file.
If the flight test is a retest following a fail assessment - the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
7.4.3
General Knowledge Quiz
For the Ground Component of the flight test, questions for the oral quiz should be based on
the relevant aeronautical knowledge requirements listed in Schedule 5 of the CASR Part
61 MOS
7.4.4
Review the Flight Planning
As part of the flight test, the applicant must complete::

Flight plan

Fuel plan

Suitable flight notification

Weight and balance calculation

Take-off and landing distance calculation
When reviewing the applicant's flight preparation documents, the examiner must be
satisfied that the applicant is able to validate the data on which the planning decisions and
calculations have been made (forecast weather, NOTAMs, aircraft data, chart validity etc).
The examiner should ensure through considered questioning, that the preparation is solely
the work of the applicant and meets the knowledge standards as applicable.
7.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
At the CPL level the successful outcome of any manoeuvre should not be in doubt.
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness and accuracy. The following explanations are provided to assist the examiner
in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners must be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant must demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.
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
Accuracy - accuracy in the control of height, airspeed, direction, balance and trim are
all important. Persistent errors in any of these aspects must result in a fail
assessment.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aeroplane may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
7.5.1
Pre-Flight Briefing and Daily Inspection
In accordance with the flight test principles in chapter 03, the examiner should brief the
applicant on:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in Schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers),

The expectations of the applicant during the lost procedure simulation,

Multiple flights and the assessment of competencies (if applicable)
The examiner should observe and assess the applicant conducting a daily inspection.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
Assessing Non-Technical Skills
An applicant must not be deemed competent in these competencies (by default) simply
from an ‘uneventful flight’.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. The NTS
competencies must be assessed either in flight under actual conditions
(traffic/weather/terrain) or through pre-planned scenarios presented to the applicant by the
examiner.
7.5.2
Navigation Assessment
The navigation task should be designed such that all of the required competencies can be
assessed in a logical sequence. There should be at least one sector of sufficient distance
that allows basic navigation technique to be adequately assessed. This sector should be of
a sufficient duration to enable the assessment of:

Multiple navigation cycles,

Track correction techniques,
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
Continued maintenance of navigation and fuel logs (ETAs and fuel status)

Position fixing at suitable intervals.
Importantly, the examiner should be satisfied that the applicant is using a suitable
navigation methodology that is supported by sound reasoning and application of
acceptable VFR navigation procedures. The examiner should give particular attention to
the applicant's navigation techniques in and around controlled airspace and how they plan
to avoid controlled airspace and/or restricted and prohibited airspace, as applicable. .
Assessing ‘Perform Lost Procedure’
It is an acceptable practice for the examiner to introduce the “lost” scenario immediately
following the instrument flying assessment. In normal circumstance the examiner should
ensure the ‘lost position’ is at least 15 nm laterally displaced for the original planned track.
Assessing ‘Perform Diversion Procedure’
In order to assess the performance criteria of ‘Perform Diversion Procedure’, the examiner
should provide a suitable scenario that will enable the applicant to ‘self-select’ the
‘diversion route’ and a ‘suitable alternate aerodrome’.
The examiner must ensure that the applicant is at a known position prior to introducing the
diversion task. Given the commercial context, the examiner should require the applicant to
affect the diversion tracking within five minutes of the scenario.
Assessing Simulated ‘Controlled Airspace/Aerodrome Requirements’ (CTR.1, CTR.2,
CTR.3, CTR.4)
Where a test cannot be conducted in actual controlled airspace the examiner is required to
simulate CTR and CTA. The simulation must include all performance criteria of CTR
(schedule 2). At a minimum, the simulation methodology must include simulated:

VTC including – airspace boundaries, classes, frequencies, altitudes

ERSA information

Weather and NOTAMS
The examiner must provide the applicant with the simulated charts and ERSA information
at the time of advising the flight test route.
The examiner is required to accurately replicate the role of air traffic control in the
simulated environment. The simulated environment shall remain ‘active’ for the duration of
the flight test (i.e. the simulated CTR shall not be the same aerodrome for the ‘Operations
at Non-Towered Aerodromes’ assessments).
Assessing ‘Operations at Non-Towered Aerodromes (ONTA.1, ONTA.2, ONTA.3,
ONTA.4)
To allow assessment of all ‘Operations at Non-Towered Aerodromes’ (ONTA) performance
criteria, the examiner must ensure the applicant conducts a full stop landing and vacates
the active runway at the non-towered aerodrome.
7.5.3
General Handling Assessment
The examiner may split the flight component into general handling and navigation
components into separate flights.
Assessing ‘Take-Off & Land Aeroplane in a Crosswind’
Where the meteorological conditions on the flight test day preclude the assessment of
‘Take-Off Aeroplane’ (A2.3) and ‘Land Aeroplane’ (A4.2), the examiner may continue the
flight test utilising the provision contained in subclause 1.3 of Appendix G.1 in Schedule 5
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of the MOS. In this case the examiner should indicate this by marking the applicable items
in the flight test report with “TR”
Assessing ‘Aeroplane Advanced Manoeuvers’
In assessing achievement of the “minimum height loss” requirement, the examiner should
place emphasis on the application of a correct technique.
Assessing ‘Manage Engine Failure’ – Take-off (simulated)
In assessing this element the examiner should:

Place emphasis on the application of correct technique and sound judgement

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in the element
Assessing ‘Perform Forced Landing (Simulated)’
In assessing A6.3 the examiner should:

Place emphasis on the application of correct technique and sound judgment

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in A6.3.
Assessing ‘Refuel Aircraft’
Refuelling of aircraft during the test is not mandatory; however examiners must be satisfied
the applicant has the knowledge that would enable them to refuel an aircraft satisfactorily.
This can be achieved by review of student records (task has been signed off) and an oral
quiz.
Assessing ‘Hover helicopter in cross/tailwind’ H2.2 and ‘Ground taxi helicopter’ H3.1
Where the meteorological conditions on the day of the flight test preclude the assessment
of H2.2 and H3.1, the examiner may continue the flight test utilising the provision contained
in subclause 1.3 of Appendix G.2 in Schedule 5 of the MOS. In this case the examiner
should indicate this by marking the applicable items in the flight test report with “TR”
Assessing ‘Helicopter Advanced Manoeuvers, Abnormal Situations and
Emergencies’ (H6 and H7)
In assessing the required units and elements the examiner should:

place emphasis on the application of correct technique and sound judgment

initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in H6 and H7 in Schedule 2 CASR
Part 61 MOS.
Note - Land on and take off from a pinnacle or ridge line is not required
Assessing ‘Limited Instrument Panel Manoeuvers’ (IFL)
The examiner may determine competency of ‘without reference to the prima ry attitude
indicator/display’ (A8.1a) and ‘without reference to the primary heading indicator/display’
(A8.1b) simultaneously. The assessment of manoeuvers ‘without reference to reliable
airspeed indication’ (A8.1c) must be assessed as a separate exercise.
7.5.4
Simulated Emergencies
The safety of the aircraft must never be in doubt when simulating emergencies / failures.
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7.5.5
Failure Assessment
If fail assessment is made, the flight test is to be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits may be given for the
flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC,

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the flight component. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained descent below minimum heights (e.g. built up area),

Sustained failure to comply with hand over take over drill.
7.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program.
7.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process above, examiners should:

Within 14 days after the day of the test, complete the flight test report and provide a
copy of the report to the applicant, Part 141 or 142 operator and CASA,

Within 14 days complete the FTNS notification requirements.
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8
Commercial Pilot Licence Flight Test – Balloon
(Reserved)
This chapter is reserved.
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Multi-Crew Pilot Licence Flight Test – Aeroplane
9
9.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skill and
attitudes as required in Schedule 5 of the Part 61 Manual of Standards for the issue of a
Multi Crew Pilot Licence (MPL) and associated aeroplane category rating.
9.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the MPL flight test.
1.
An examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
2.
An examiner must ensure that the practical flight standards of CIR, IAP2 and IAP3
are conducted under the Instrument Flight Rules (IFR).
3.
An examiner must not introduce simultaneous multiple unrelated simulated
emergency or non-normal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft/simulator is
configured back to a normal operating mode before another simulated failure may
be introduced, except where the simulated failures are linked.
5.
An examiner must ensure that they do not impart training or assistance to the
applicant during the conduct of the test. If the examiner is occupying a control seat
they must provide the normal duties of a captain in that role, but only to the extent
required by the operator’s operations manual.
6.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
7.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
9.3
Testing Methodology
The examiner should apply the flight test methodology described in the Examiner
Handbook (FEH) Section 03 - Flight Test Principles and Standardisation.
The examiner should assess the applicant’s performance against the competencies
contained in Schedule 2 of the CASR Part 61 MOS as required by schedule 5.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for preparation and planning. The applicant should be given the
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test route at least 1 hour before and not more than 2 hours in advance of the flight test
commencement time (simulating a commercial operation and normal sign on times).
The examiner should provide a suitable flight test route that will ensure that an applicant
can demonstrate proficiency in:

Flight planning;

Preparation for flight;

Altimetry, air traffic control (ATC), departure, en-route, arrival procedure;

All manoeuvres and procedures associated with the operation of an aircraft and
navigation aid procedures under the IFR; and

General handling including normal and non-normal procedures and basic instrument
flying

Application of both technical and non-technical skills during the flight test
For assessment of CIR and RNE units, the flight test route should include navigation to a
location that is at least 20 minutes from the departure aerodrome at normal cruise speed.
The distance should be sufficient for the applicant to demonstrate use of radio navigation
aids/systems in en-route navigation and in-flight management skills.
When conducting an MPL flight test, the examiner should use only the authorised
instrument approach procedures for the aerodromes being used. Overlay instrument
approaches are not to be used for an MPL flight test, except where an aeroplane’s
navigation system has been approved for such approaches.
As part of the pre-flight briefing to the applicant, the examiner should advise the applicant
of the procedures for simulating IMC. These procedures will vary when conducting the
flight test in the aircraft versus the simulator.
The entire flight test should be conducted as a multi-crew operation (2 pilot) for all flight
component test items.
Applicants should not be given a second opportunity to demonstrate a manoeuvre unless,
in the opinion of the examiner, the circumstances causing failure of the first attempt were
outside the control of the applicant in the test environment.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. An applicant should
not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
Examiner.
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The examiner may split the flight component into general handling and instrument flight
components.
The examiner should give the applicant a pre-flight briefing on the format and expectations
of the flight test.
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For all MPL flight tests conducted in the aircraft the briefing should include clarification of
crew responsibilities in the event of a real emergency.
In an aircraft the examiner should only introduce a simulated engine failure after take-off
during a flight test.
The applicant shall attain optimum aeroplane performance following failure of an engine.
The speed at which that failure may be simulated shall be as follows:
(i)
aeroplanes for which the take-off performance is predicated on the establishment of a
V1. Failure of the engine shall be simulated at a speed greater than V1.
(ii) aeroplanes other than those described in subparagraph (i), failure of the engine shall
be simulated at a speed greater than either the 1 engine inoperative best rate of climb
speed or the take-off safety speed plus 10 knots, whichever is the higher.
In an aircraft the simulated engine failure should not be conducted at night or in IMC and
the examiner should have visual reference at all times during the manoeuvre.
The applicant should demonstrate competency in performing instrument approach
operations for at least three different kinds of procedures. Additionally the applicant is
required to demonstrate the use of both course deviation indicator and azimuth guidance
operation during the conduct of 2D instrument approach operations.
During the flight test the applicant is required to demonstrate sector entry and holding
pattern procedures.
Part of the MPL flight test is the conduct of a circling approach. The circling approach
should be demonstrated as the continuation of the instrument approach from the specified
circling minima.
For simulators, the environmental settings should be set to not more than 1.5 times the
visibility minima of the circling approach minima. The circling approach may not be
demonstrated in a flight simulator unless it is specifically approved for visual operations.
The instrument approach and circling manoeuvres should be flown over the aerodrome
specified on the instrument approach plate, and should not be flown as a standalone low
level circuit.
The examiner should assess competency based on all the required competencies including
adherence to either company SOP’s, Part 142 organisation SOP’s or aeroplane
manufacturer’s SOP’s, e.g., operator specific, Boeing or Airbus, as nominated by the
applicant.
9.4
9.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
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The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
9.4.2
Obligations of Examiners
Document Review
The examiner should confirm that an applicant for a MPL satisfies the eligibility
requirements to undertake the flight test for the grant of the CASR Part 61 licence. To
achieve this, the CASR 61.235(5) certification, training records, logbook, licence and
medical certificate should be checked.
Age Verification - The examiner should sight one of the following documents:

Australian Drivers Licence

CASA issued medical certificate

Australian Passport

Australian Birth Certificate
Medical Certificate - The examiner should check that the applicant holds either a class 1
medical certificate or a medical exemption allowing them to exercise the privileges of an air
transport pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
9.4.3
General Knowledge Oral Quiz
Questions for the oral quiz should be based on the knowledge requirements prescribed in
Part 61 MOS Schedule 5,
If the Knowledge Deficiency Report (KDR) requirement has not been addressed, the
Examiner should complete the required assessment prior to undertaking the general
knowledge oral quiz. It is recommended that the KDR is completed prior to the day of the
flight test so as not to overload the applicant.
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9.4.4
Review Flight Planning
For the MPL flight test the examiner should ask questions on all items in the pre-flight
examination on the CASA flight test report form.
Questions for the oral quiz should be based on the knowledge requirements prescribed in
Part 61 MOS Schedule 5, Section K, Appendix K.1, Paragraph 2.1, Items (a)-(o).
Questions should be relevant and scenario based to allow the examiner to be satisfied that
the applicant has the required level of knowledge.
If the Knowledge Deficiency Report (KDR) requirement has not been addressed, the
examiner should complete the required assessment prior to undertaking the general
knowledge oral quiz. It is recommended that the KDR is completed prior to the day of the
flight test so as not to overload the applicant.
9.5
Flight Component
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness, accuracy, procedures and flight management. The following explanations are
provided to assist examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
aeroplane energy state, environmental conditions and effects such as cloud, wind
and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures - the applicant should demonstrate awareness and practical application
of nominated standard operating procedures and IFR requirements throughout the
flight test.

Flight Management – The applicant should demonstrate satisfactory proficiency in
the management of the Flight Management System (FMS), Autopilot Flight Director
System (AFDS), Mode Control Panel (MCP), related systems, and crew resource
management (CRM).
Assessment should be based on the technique used by the applicant to satisfy compliance
with SOPs in a multi-crew environment and not just the ability to perform the task within
specified flight tolerances. Safety of flight should be paramount.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aeroplane may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
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9.5.1
Pre-Flight Brief and Daily Inspection
Prior to conducting the flight sequence, the examiner should brief the applicant on all the
items listed below:

The scenario applied to the test environment

If the flight test is to be conducted in an aeroplane, the method of simulating
failures/emergencies and any associated phraseology,

If the flight test is to be conducted in an aeroplane, the crew responsibilities in the
event of a real emergency,

Relevant reference points for assessing flight tolerances in Table 2 and Table 5 of
Schedule 8 of the Part 61 MOS.

If the flight test is to be conducted in a FSTD (simulator), how the examiner will
reconfigure and manage the simulator after a non-normal event(s) have been
completed, e.g., after a rejected take-off.

If the flight test is to be conducted in a FSTD (simulator), the examiner should not
introduce simultaneous multiple unrelated emergency or non-normal situations during
the flight test.
For the MPL flight test, the examiner may occupy either a control seat or a suitable
observer seat (jump seat).
Where the examiner occupies a co-pilot control seat (as captain), the examiner should be
the nominated pilot in command (PIC).
Where the Examiner occupies a jump seat, a suitably qualified company pilot should
occupy the captain seat and be the nominated PIC.
Where the examiner or a company pilot occupies a control seat, the examiner should brief
all crew members on the following:

Command/safety of flight responsibilities;

Flight test profile and scenario;

Role of the ‘co-pilot’;

Introduction of non-normal sequences;

Discontinuation/termination of the flight test;

Communication protocols.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is expected to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
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9.5.2
Manage Flight during Multi-Crew Operations (MCO)
The MPL flight test examines the ability of the applicant to demonstrate the competencies
specified in the Part 61 Manual of Standard Section 2 MCO. Due to the subjective nature of
the MCO performance criteria, the Examiner should adopt a flexible approach to
assessment of competency. At all times, the applicant should demonstrate safe and
effective management of the flight. The successful outcome of the task should never be in
doubt.
The flight test will examine the ability of the applicant to operate effectively and safely as
the pilot in command (PIC) in a multi-crew environment. To this end the applicant should
be assessed during operations as pilot flying (PF) and pilot monitoring (PM). The examiner
should ensure that the flight test is structured in such a way that the applicant
demonstrates PM duties for take-off, landing and an instrument approach.
9.5.3
Use Aeroplane Automation Systems
The applicant should demonstrate a sound working knowledge of the aeroplane’s
automation system, including use of the Flight Management Computer System (FMCS),
the Autopilot Flight Director System (AFDS) and the Mode Control Panel (MCP) (or
however these systems are described). The applicant may use the aeroplane automation
systems unless otherwise directed by the examiner.
The applicant should demonstrate proficiency to operate the aeroplane on at least
one instrument approach without the autopilot or flight director being used.
9.5.4
Flight Tests conducted in a Flight Simulation Training Device
The flight test may be conducted in an approved Flight Simulation Training Device (FSTD).
Where a FSTD is used to meet the flight test requirements, the examiner should conduct
the assessment as if it was in the aeroplane. The applicant should demonstrate the normal
flight management skills required when operating any aeroplane. To this end the examiner
should provide the applicant with the route for the flight test.
The examiner should not position the applicant over the top of a navigation aid or at the
commencement of the approach procedure being assessed. The examiner should not
speed up or in any other way change the real-time nature of the flight, except when a nonnormal sequence has been completed and the simulator returned to its normal operating
state.
9.5.5
Instrument Flight Assessment
The MPL-A-IFR instrument flight assessment should consist of a flight with at least the
CIR, IAP2 and IAP3 elements conducted under the IFR. The flight should include a sector
to an aerodrome (other than the departure aerodrome) serviced by a published instrument
approach which the aeroplane is equipped to use.
In addition to the en-route and approach sectors, the applicant should demonstrate the
following manoeuvres solely by reference to flight instruments:

Instrument Flight on full and limited panel;

Recovery from unusual attitudes (UA’s);

General instrument handling;
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
Published sector entry and holding procedures;

Engine failure on take-off (V1 cut)

One-engine inoperative (OEI) instrument approach

One-engine inoperative (OEI) missed approach (MAP)
If the flight test is being conducted in an aeroplane as opposed to an approved simulator,
recovery from unusual attitudes should only be conducted by day and the Examiner should
have a clear horizon.
Approach Procedures
The applicant should demonstrate proficiency in 2D and 3D approach procedures for the
issue of an MPL.
The applicant should demonstrate proficiency in the management of the aircraft with one
engine inoperative (OEI) during an approach. The simulated engine failure should be
introduced at or before the Final Approach Fix (FAF). The applicant should then fly the
published approach followed by the published missed approach whilst maintaining the
specified flight path tolerances for OEI operations.
9.5.6
Simulated Emergencies (in an aeroplane)
The examiner should have regard to the in-flight conditions when simulating emergencies.
The safety of the aircraft should never be in doubt when conducting simulated emergencies
in an aircraft.
Where a failure of the primary attitude system is introduced, the examiner should not
simulate a failure of the system when the aircraft is flying in IMC or at night.
9.5.7
Failure Assessment
An MPL flight test is comprised of two components, the ground and flight component.
A failure of any item in the ground component precludes the commencement of the flight
component and no credits are available for the ground component in this case.
If fail assessment is made during the flight component, the flight test is to be terminated at
that time. Credits for flight test items (including the ground component) may be given at the
discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits may be given.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits may be given. Examples of poor flight management include, but are not limited
to:

Failure to complete checks in accordance with the flight check system (FCS),
including failure to recall memory items (however described);

Failure to correctly prepare aircraft for flight;

Failure to operate the aircraft within the parameters of the AFM or Operations
Manual;
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
Failure to demonstrate sound working knowledge of aeroplane automation (ie: FMS,
AFDS, and/or MCP);

Incorrect use of the aeroplane automation systems;

Sustained failure to maintain SOP’s;

Failure to follow appropriate procedures and maintain required separation;

Descent/ascent below/above any specified altitude limitations when operating in IMC
or simulated IMC;

Loss of situational awareness;

Failure to comply with ATC clearances; and

Inadequate crew briefing/resource management (CRM).
In the event of a fail assessment where the Examiner is crediting certain flight test items,
the credits for any item are valid for 28 days after which a complete flight test should be
undertaken. Credits are available for one retest only.
9.6
Post Flight
Examiners should debrief the applicant and the flying training organisation as soon as
practicable after the conclusion of the flight component.
9.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process above, Examiners should:

Complete the Flight Test report and provide copies to the applicant, the 142 operator;
and

Within 14 days complete the FTNS notification requirements.
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10
10.1
Air Transport Pilot Licence Flight Test – Aeroplane
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skill and
attitudes as required in Schedule 5 of the Part 61 Manual of Standards for the issue of an
Air Transport Pilot Licence (ATPL) and associated aeroplane category rating.
10.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the ATPL flight test.
1.
Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight
test.
2.
Examiners must ensure that the practical flight standards of CIR, IAP2 and IAP3 are
conducted under the Instrument Flight Rules (IFR).
3.
Examiners must not introduce simultaneous multiple unrelated simulated emergency
or non-normal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft/simulator is
configured back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked.
5.
Examiners must ensure that they do not impart training or assistance to the applicant
during the conduct of the test. If the examiner is occupying a control seat they must
provide the normal duties of a co-pilot in that role, but only to the extent required by
the operator’s operations manual.
6.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
7.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
10.3
Testing Methodology
Examiner should apply the flight test methodology described in the Examiner Handbook
(FEH) Section 03 - Flight Test Principles and Standardisation.
The examiner should assess the applicant’s performance against the competencies as
required by schedule 5 Part 61 MOS.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for preparation and planning. The applicant should be given the
test route at least 1 hour before and not more than 2 hours in advance of the flight test
commencement time (simulating a commercial operation and normal sign on times).
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The examiner should provide a suitable flight test route that will ensure that an applicant
can demonstrate proficiency in:

Flight planning;

Preparation for flight;

Altimetry, air traffic control (ATC), departure, en-route, arrival procedure;

All manoeuvres and procedures associated with the operation of an aircraft and
navigation aid procedures under the IFR; and

General handling including normal and non-normal procedures and basic instrument
flying

Application of both technical and non-technical skills during the flight test
For assessment of CIR and RNE units, the flight test route should include navigation to a
location that is at least 20 minutes from the departure aerodrome at normal cruise speed.
The distance should be sufficient for the applicant to demonstrate use of radio navigation
aids/systems in en-route navigation and in-flight management skills.
When conducting an ATPL flight test, examiners should use only the authorised instrument
approach procedures for the aerodromes being used. Overlay instrument approaches are
not to be used for an ATPL flight test, except where an aeroplane’s navigation system has
been approved for such approaches.
As part of the pre-flight briefing to the applicant, examiners should advise the applicant of
the procedures for simulating IMC. These procedures will vary when conducting the flight
test in the aircraft versus the simulator.
The entire flight test should be conducted as a multi-crew operation (2 pilot) for all flight
component test items.
Applicants should not be given a second opportunity to demonstrate a manoeuvre unless,
in the opinion of the examiner, the circumstances causing failure of the first attempt were
outside the control of the applicant in the test environment.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. An applicant should
not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
examiner.
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The examiner may split the flight component into general handling and instrument flight
components.
The examiner should give the applicant a pre-flight briefing on the format and expectations
of the flight test.
For all ATPL flight tests conducted in the aircraft the briefing should include clarification of
crew responsibilities in the event of a real emergency.
In an aircraft the examiner should only introduce a simulated engine failure after take-off
during a flight test.
The applicant shall attain optimum aeroplane performance following failure of an engine.
The speed at which that failure may be simulated shall be as follows:
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(i)
Aeroplanes for which the take-off performance is predicated on the establishment of a
V1. Failure of the engine shall be simulated at a speed greater than V1.
(ii) Aeroplanes other than those described in subparagraph (i), failure of the engine shall
be simulated at a speed greater than either the 1 engine inoperative best rate of climb
speed or the take-off safety speed plus 10 knots, whichever is the higher.
In an aircraft the simulated engine failure should not be conducted at night or in IMC and
the examiner should have visual reference at all times during the manoeuvre.
The applicant should demonstrate competency in performing instrument approach
operations for at least three different kinds of procedures. Additionally the applicant is
required to demonstrate the use of both course deviation indicator and azimuth guidance
operation during the conduct of 2D instrument approach operations.
During the flight test the applicant is required to demonstrate sector entry and holding
pattern procedures.
Part of the ATPL flight test is the conduct of a circling approach. The circling approach
should be demonstrated as the continuation of the instrument approach from the specified
circling minima.
For simulators, the environmental settings should be set to not more than 1.5 times the
visibility minima of the circling approach minima. The circling approach may not be
demonstrated in a flight simulator unless it is specifically approved for visual operations.
The instrument approach and circling manoeuvres should be flown over the aerodrome
specified on the instrument approach plate, and should not be flown as a standalone low
level circuit.
The examiner should assess competency based on all the required competencies including
adherence to either company SOP’s, Part 142 organisation SOP’s or aeroplane
manufacturer’s SOP’s, e.g., operator specific, Boeing or Airbus, as nominated by the
applicant.
10.4
10.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
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10.4.2
Obligations of Examiners
Document Review
The examiner should confirm that an applicant for an ATPL satisfies the requirements in
the CASR for the grant of the licence. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
Age Verification - The examiner should sight one of the following documents:

Australian Drivers Licence

CASA issued medical certificate

Australian Passport

Australian Birth Certificate
Medical Certificate - The examiner should check that the applicant holds either a class 1
medical certificate or a medical exemption allowing them to exercise the privileges of an air
transport pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
10.4.3
General Knowledge Oral Quiz
Questions for the oral quiz should be based on the knowledge requirements prescribed in
Part 61 MOS Schedule 5, Section K, Appendix K.1, Paragraph 2.1, Items (a)-(o).
Questions should be relevant and scenario based to allow the examiner to be satisfied that
the applicant has the required level of knowledge.
If the Knowledge Deficiency Report (KDR) requirement has not been addressed, the
examiner should complete the required assessment prior to undertaking the general
knowledge oral quiz. It is recommended that the KDR is completed prior to the day of the
flight test so as not to overload the applicant.
10.4.4
Review Flight Planning
The examiner should review the applicant’s preparation for the flight test. When reviewing
the applicant's flight preparation documents the examiner should be satisfied that the
applicant can interpret, validate, and manage the data on which the planning decisions and
calculations have been made (example: forecast weather, aircraft data, etc).
The actual environmental conditions on the day of the flight test may not provide sufficient
basis for the examiner to be assured of the applicant's ability to interpret and apply
operational information. In this circumstance, the examiner should have sample forecast
and NOTAMS available that will require the applicant to demonstrate their knowledge and
skill in interpreting and applying this data to the planned flight.
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10.5
Flight Component
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness, accuracy, procedures and flight management. The following explanations are
provided to assist examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
aeroplane energy state, environmental conditions and effects such as cloud, wind
and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures - the applicant should demonstrate awareness and practical application
of nominated standard operating procedures and IFR requirements throughout the
flight test.

Flight Management – The applicant should demonstrate satisfactory proficiency in
the management of the Flight Management System (FMS), Autopilot Flight Director
System (AFDS), Mode Control Panel (MCP), related systems, and crew resource
management (CRM).
Assessment should be based on the technique used by the applicant to satisfy compliance
with SOPs in a multi-crew environment and not just the ability to perform the task within
specified flight tolerances. Safety of flight should be paramount.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aeroplane may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
10.5.1
Pre-Flight Brief and Daily Inspection
Prior to conducting the flight sequence, the examiner should brief the applicant on all the
items listed below:

The scenario applied to the test environment

If the flight test is to be conducted in an aeroplane, the method of simulating
failures/emergencies and any associated phraseology,

If the flight test is to be conducted in an aeroplane, the crew responsibilities in the
event of a real emergency,

Relevant reference points for assessing flight tolerances in Table 2 and Table 5 of
Schedule 8 of the Part 61 MOS.
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
If the flight test is to be conducted in a FSTD (simulator), how the examiner will
reconfigure and manage the simulator after a non-normal event(s) have been
completed, e.g., after a rejected take-off.

If the flight test is to be conducted in a FSTD (simulator), that the examiner should
not introduce simultaneous multiple unrelated emergency or non-normal situations
during the flight test.
For the ATPL flight test, the examiner may occupy either a control seat or a suitable
observer seat (jump seat).
Where the examiner occupies a co-pilot control seat (as co-pilot), the examiner should be
the nominated pilot in command (PIC).
Where the examiner occupies a jump seat, a suitably qualified company pilot should
occupy the co-pilot seat and be the nominated PIC.
Where the examiner or a company pilot occupies a control seat, the examiner should brief
all crew members on the following:

Command/safety of flight responsibilities;

Flight test profile and scenario;

Role of the ‘co-pilot’;

Introduction of non-normal sequences;

Discontinuation/termination of the flight test;

Communication protocols.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
10.5.2
Manage Flight during Multi-Crew Operations (MCO)
The ATPL flight test examines the ability of the applicant to demonstrate the competencies
specified in the Part 61 Manual of Standard Section 2 MCO. Due to the subjective nature of
the MCO performance criteria, the examiner should adopt a flexible approach to
assessment of competency. At all times, the applicant should demonstrate safe and
effective management of the flight. The successful outcome of the task should never be in
doubt.
The flight test will examine the ability of the applicant to operate effectively and safely as
the pilot in command (PIC) in a multi-crew environment. To this end the applicant should
be assessed during operations as pilot flying (PF) and pilot monitoring (PM). The examiner
should ensure that the flight test is structured in such a way that the applicant
demonstrates PM duties for take-off, landing and an instrument approach.
10.5.3
Use of Aeroplane Automation Systems
The applicant should demonstrate a sound working knowledge of the aeroplane’s
automation system, including use of the Flight Management Computer System (FMCS),
the Autopilot Flight Director System (AFDS) and the Mode Control Panel (MCP) (or
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however these systems are described). The applicant may use the aeroplane automation
systems unless otherwise directed by the examiner.
The applicant should demonstrate proficiency to operate the aeroplane on at least
one instrument approach without the autopilot or flight director being used.
10.5.4
Flight Tests conducted in a Flight Simulation Training Device
The flight test may be conducted in an approved Flight Simulation Training Device (FSTD).
Where a FSTD is used to meet the flight test requirements, the examiner should conduct
the assessment as if it was in the aeroplane. The applicant should demonstrate the normal
flight management skills required when operating any aeroplane. To this end the examiner
should provide the applicant with the route for the flight test.
The examiner should not position the applicant over the top of a navigation aid or at the
commencement of the approach procedure being assessed. The examiner should not
speed up or in any other way change the real-time nature of the flight, except when a nonnormal sequence has been completed and the simulator returned to its normal operating
state.
10.5.5
Instrument Flight Assessment
The ATPL-A-IFR instrument flight assessment should consist of a flight with at least the
CIR, IAP2 and IAP3 elements conducted under the IFR. The flight should include a sector
to an aerodrome (other than the departure aerodrome) serviced by a published instrument
approach which the aeroplane is equipped to use.
In addition to the en-route and approach sectors, the applicant should demonstrate the
following manoeuvres solely by reference to flight instruments:

Instrument Flight on full and limited panel;

Recovery from unusual attitudes (UA’s);

General instrument handling;

Published sector entry and holding procedures;

Engine failure on take-off (V1 cut)

One-engine inoperative (OEI) instrument approach

One-engine inoperative (OEI) missed approach (MAP)
If the flight test is being conducted in an aeroplane as opposed to an approved simulator,
recovery from unusual attitudes should only be conducted by day and the examiner should
have a clear horizon.
Approach Procedures
The applicant should demonstrate proficiency in 2D and 3D approach procedures for the
issue of an ATPL.
The applicant should demonstrate proficiency in the management of the aircraft with one
engine inoperative (OEI) during an approach. The simulated engine failure should be
introduced at or before the Final Approach Fix (FAF). The applicant should then fly the
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published approach followed by the published missed approach whilst maintaining the
specified flight path tolerances for OEI operations.
10.5.6
Simulated Emergencies (in an aeroplane)
The examiner should have regard to the in-flight conditions when simulating emergencies.
The safety of the aircraft should never be in doubt when conducting simulated emergencies
in an aircraft.
Where a failure of the primary attitude system is introduced, the examiner should not
simulate a failure of the system when the aircraft is flying in IMC or at night.
10.5.7
Failure Assessment
An ATPL flight test is comprised of two components, the ground and flight component.
A failure of any item in the ground component precludes the commencement of the flight
component and no credits are available for the ground component in this case.
If fail assessment is made during the flight component, the flight test is to be terminated at
that time. Credits for flight test items (including the ground component) may be given at the
discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits may be given.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits may be given. Examples of poor flight management include, but are not limited
to:

Failure to complete checks in accordance with the flight check system (FCS),
including failure to recall memory items (however described);

Failure to correctly prepare aircraft for flight;

Failure to operate the aircraft within the parameters of the AFM or Operations
Manual;

Failure to demonstrate sound working knowledge of aeroplane automation (ie: FMS,
AFDS, and/or MCP);

Incorrect use of the aeroplane automation systems;

Sustained failure to maintain SOP’s;

Failure to follow appropriate procedures and maintain required separation;

Descent/ascent below/above any specified altitude limitations when operating in IMC
or simulated IMC;

Loss of situational awareness;

Failure to comply with ATC clearances; and

Inadequate crew briefing/resource management (CRM).
In the event of a fail assessment where the examiner is crediting certain flight test items,
the credits for any item are valid for 28 days after which a complete flight test should be
undertaken. Credits are available for one retest only.
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10.6
Post Flight
Examiners should debrief the applicant and the flying training organisation as soon as
practicable after the conclusion of the flight component.
10.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process above, examiners should:

Complete the Flight Test report and provide copies to the applicant, the Part 141 or
142 operator and CASA; and

Within 14 days complete the FTNS notification requirements.
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11
11.1
Air Transport Pilot Licence Flight Test - Helicopter
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skill and
attitudes as required in Schedule 5 of the Part 61 Manual of Standards for the issue of an
Air Transport Pilot Licence (ATPL) and associated helicopter category rating.
11.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the ATPL flight test.
1.
Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight
test.
2.
Examiners must ensure that the practical flight standards of CIR, IAP2 and IAP3 are
conducted under the Instrument Flight Rules (IFR).
3.
Examiners must not introduce simultaneous multiple unrelated simulated emergency
or non-normal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft/simulator is
configured back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked.
5.
An examiner must ensure that they do not impart training or assistance to the
applicant during the conduct of the test. If the examiner is occupying a control seat
they must provide the normal duties of a co-pilot in that role, but only to the extent
required by the operator’s operations manual.
6.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
7.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
11.3
Testing Methodology
Examiners should apply the flight test methodology described in the FEH Section 03 Flight Test Principles and Standardisation.
The examiner should assess the applicant’s performance against the competencies
contained in Schedule 2 of the CASR Part 61 MOS as required by schedule 5.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for preparation and planning. The applicant should be given the
test route at least 1 hour before and not more than 2 hours in advance of the flight test
commencement time (simulating a commercial operation and normal sign on times).
The examiner should provide a suitable flight test route that will ensure that an applicant
can demonstrate proficiency in:
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
Flight planning;

Preparation for flight;

Altimetry, air traffic control (ATC), departure, en-route, arrival procedure;

All manoeuvres and procedures associated with the operation of an aircraft and the
use of navigation aids (VFR or IFR as applicable)

General handling including normal and non-normal procedures and basic instrument
flying

Application of both technical and non-technical skills during the flight test
For assessment of CIR and/or RNE units, the flight test route should include navigation to a
location that is at least 20 minutes from the departure aerodrome at normal cruise speed.
The distance should be sufficient for the applicant to demonstrate use of radio navigation
aids/systems in en-route navigation and in-flight management skills.
As part of the pre-flight briefing to the applicant, the examiner should advise the applicant
of the procedures for simulating IMC. These procedures will vary when conducting the
flight test in the aircraft versus the simulator.
The entire flight test should be conducted as a multi-crew operation (2 pilot) for all flight
component test items.
Applicants should not be given a second opportunity to demonstrate a manoeuvre unless,
in the opinion of the examiner, the circumstances causing failure of the first attempt were
outside the control of the applicant in the test environment.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. An applicant should
not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
examiner.
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The examiner may split the flight component into general handling and instrument flight
components.
The examiner should give the applicant a pre-flight briefing on the format and expectations
of the flight test.
For all ATPL flight tests conducted in the aircraft the briefing should include clarification of
crew responsibilities in the event of a real emergency.
The applicant should demonstrate competency in performing instrument approach
operations for at least three different kinds of procedures. Additionally the applicant is
required to demonstrate the use of both course deviation indicator and azimuth guidance
operation during the conduct of 2D instrument approach operations.
During the flight test the applicant is required to demonstrate sector entry and holding
pattern procedures.
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Part of the ATPL flight test is the conduct of a circling approach. The circling approach
should be demonstrated as the continuation of the instrument approach from the specified
circling minima.
For simulators, the environmental settings should be set to not more than 1.5 times the
visibility minima of the circling approach minima. The circling approach may not be
demonstrated in a flight simulator unless it is specifically approved for visual operations.
The instrument approach and circling manoeuvres should be flown over the aerodrome
specified on the instrument approach plate, and should not be flown as a standalone low
level circuit.
The examiner should assess competency based on all the required competencies including
adherence to either company SOP’s, Part 142 organisation SOP’s or helicopter
manufacturer’s SOP’s, e.g., operator specific, Boeing or Airbus, as nominated by the
applicant.
11.4
Ground Component
11.4.1
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
11.4.2
Obligations of Examiners
Document Review
The examiner should confirm that an applicant for an ATPL satisfies the requirements in
the CASR for the grant of the licence. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
Age Verification - The examiner should sight one of the following documents:

Australian Drivers Licence

CASA issued medical certificate

Australian Passport

Australian Birth Certificate
Medical Certificate - The examiner should check that the applicant holds either a class 1
medical certificate or a medical exemption allowing them to exercise the privileges of an air
transport pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
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Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
11.4.3
General Knowledge Oral Quiz
Questions for the oral quiz should be based on the knowledge requirements prescribed in
Part 61 MOS Schedule 5, Questions should be relevant and scenario based to allow the
examiner to be satisfied that the applicant has the required level of knowledge.
If the Knowledge Deficiency Report (KDR) requirement has not been addressed, the
examiner should complete the required assessment prior to undertaking the general
knowledge oral quiz. It is recommended that the KDR is completed prior to the day of the
flight test so as not to overload the applicant.
11.4.4
Review Flight Planning
The examiner should review the applicant’s preparation for the flight test. When reviewing
the applicant's flight preparation documents the examiner should be satisfied that the
applicant can interpret, validate, and manage the data on which the planning decisions and
calculations have been made (example: forecast weather, aircraft data, etc).
The actual environmental conditions on the day of the flight test may not provide sufficient
basis for the examiner to be assured of the applicant's ability to interpret and apply
operational information. In this circumstance, the examiner should have sample forecast
and NOTAMS available that will require the applicant to demonstrate their knowledge and
skill in interpreting and applying this data to the planned flight.
11.5
Flight Component
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness, accuracy, procedures and flight management. The following explanations are
provided to assist examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
helicopter energy state, environmental conditions and effects such as cloud, wind
and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures - the applicant should demonstrate awareness and practical application
of nominated standard operating procedures and IFR requirements throughout the
flight test.
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
Flight Management – The applicant should demonstrate satisfactory proficiency in
the management of the Flight Management System (FMS), Autopilot Flight Director
System (AFDS), Mode Control Panel (MCP), related systems, and crew resource
management (CRM).
Assessment should be based on the technique used by the applicant to satisfy compliance
with SOPs in a multi-crew environment and not just the ability to perform the task within
specified flight tolerances. Safety of flight should be paramount.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the helicopter may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
11.5.1
Pre-Flight Brief and Daily Inspection
Prior to conducting the flight sequence, the examiner should brief the applicant on all the
items listed below:

The scenario applied to the test environment

If the flight test is to be conducted in an helicopter, the method of simulating
failures/emergencies and any associated phraseology,

If the flight test is to be conducted in an helicopter, the crew responsibilities in the
event of a real emergency,

Relevant reference points for assessing flight tolerances in Table 2 and Table 5 of
Schedule 8 of the Part 61 MOS.

If the flight test is to be conducted in a FSTD (simulator), how the examiner will
reconfigure and manage the simulator after a non-normal event(s) have been
completed, e.g., after a rejected take-off.

If the flight test is to be conducted in a FSTD (simulator), that the examiner should
not introduce simultaneous multiple unrelated emergency or non-normal situations
during the flight test.
For the ATPL flight test, the examiner may occupy either a control seat or a suitable
observer seat (jump seat).
Where the examiner occupies a co-pilot control seat (as co-pilot), the examiner should be
the nominated pilot in command (PIC).
Where the examiner occupies a jump seat, a suitably qualified company pilot should
occupy the co-pilot seat and be the nominated PIC.
Where the examiner or a company pilot occupies a control seat, the examiner should brief
all crew members on the following:

Command/safety of flight responsibilities;

Flight test profile and scenario;

Role of the ‘co-pilot’;

Introduction of non-normal sequences;
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
Discontinuation/termination of the flight test;

Communication protocols.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
11.5.2
Manage Flight during Multi-Crew Operations (MCO)
The ATPL flight test examines the ability of the applicant to demonstrate the competencies
specified in the Part 61 Manual of Standard Section 2 MCO. Due to the subjective nature of
the MCO performance criteria, the examiner should adopt a flexible approach to
assessment of competency. At all times, the applicant should demonstrate safe and
effective management of the flight. The successful outcome of the task should never be in
doubt.
The flight test will examine the ability of the applicant to operate effectively and safely as
the pilot in command (PIC) in a multi-crew environment. To this end the applicant should
be assessed during operations as pilot flying (PF) and pilot monitoring (PM). The examiner
should ensure that the flight test is structured in such a way that the applicant
demonstrates PM duties for one take-off and landing. In addition, for IFR assessment, the
applicant should also demonstrate PM duties during one instrument approach.
11.5.3
Use of Helicopter Automation Systems
The applicant should demonstrate a sound working knowledge of the helicopter’s
automation system, including use of the Flight Management Computer System (FMCS),
the Autopilot Flight Director System (AFDS) and the Mode Control Panel (MCP) (or
however these systems are described). The applicant may use the helicopter automation
systems unless otherwise directed by the examiner.
If the flight test is conducted under the IFR, the applicant should demonstrate
proficiency to operate the helicopter on at least one instrument approach without
the autopilot or flight director being used.
11.5.4
Flight Tests conducted in a Flight Simulation Training Device
The flight test may be conducted in an approved Flight Simulation Training Device (FSTD).
Where a FSTD is used to meet the flight test requirements, the examiner should conduct
the assessment as if it was in the helicopter. The applicant should demonstrate the normal
flight management skills required when operating any helicopter. To this end the examiner
should provide the applicant with the route for the flight test.
The examiner should not position the applicant over the top of a navigation aid or at the
commencement of the approach procedure being assessed. The examiner should not
speed up or in any other way change the real-time nature of the flight, except when a nonnormal sequence has been completed and the simulator returned to its normal operating
state.
11.5.5
Instrument Flight Rules Assessment
Where the ATPL flight test is conducted under the IFR, the instrument flight assessment
should consist of a flight with at least the CIR, IAP2 and IAP3 elements conducted under
the IFR. The flight should include a sector to an aerodrome (other than the departure
aerodrome) serviced by a published instrument approach which the helicopter is equipped
to use.
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The examiner should use only the authorised instrument approach procedures for the
aerodromes being used. Overlay instrument approaches are not to be used for an ATPL
flight test, except where a helicopter’s navigation system has been approved for such
approaches.
The applicant should demonstrate competency in performing instrument approach
operations for at least three different kinds of procedures. Additionally the applicant is
required to demonstrate the use of both course deviation indicator and azimuth guidance
operation (bearing pointer) during the conduct of 2D instrument approach operations.
During the flight test the applicant is required to demonstrate sector entry and holding
pattern procedures.
Part of the ATPL flight test is the conduct of a circling approach. The circling approach
should be demonstrated as the continuation of the instrument approach from the specified
circling minima.
For simulators, the environmental settings should be set to not more than 1.5 times the
visibility minima of the circling approach minima. The circling approach may not be
demonstrated in a flight simulator unless it is specifically approved for visual operations.
The instrument approach and circling manoeuvres should be flown over the aerodrome
specified on the instrument approach plate, and should not be flown as a standalone low
level circuit.
If the flight test is being conducted in a helicopter as opposed to an approved simulator,
recovery from unusual attitudes should only be conducted by day and the examiner should
have a clear horizon.
Approach Procedures
The applicant should demonstrate proficiency in 2D and 3D approach procedures for the
issue of an ATPL.
The applicant should demonstrate proficiency in the management of the aircraft with one
engine inoperative (OEI) during an approach. The simulated engine failure should be
introduced at or before the Final Approach Fix (FAF). The applicant should then fly the
published approach followed by the published missed approach whilst maintaining the
specified flight path tolerances for OEI operations.
11.5.6
Visual Flight Rules Assessment
Where the ATPL flight test is conducted under the VFR, to assess the applicant against
NAV4, NAV5, NAV6, NAV7, NAV8, NAV9, CTR3, CTR4, ONTA3, ONTA4, CTA1 and OGA
competencies, the navigation task will require a minimum flight time of 2.5 hours (without
taking into account any airspace restrictions i.e Bankstown/Essendon). Additionally, the
assessment of the general handling competencies shall require a minimum of 1.0 hours
(minimum total flight time 3.5 hours).
11.5.7
Simulated Emergencies (in a Helicopter)
The examiner should have regard to the in-flight conditions when simulating emergencies.
The safety of the aircraft should never be in doubt when conducting simulated emergencies
in an aircraft.
Where a failure of the primary attitude system is introduced, the examiner should not
simulate a failure of the system when the aircraft is flying in IMC or at night.
11.5.8
Failure Assessment
An ATPL flight test is comprised of two components, the ground and flight component.
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A failure of any item in the ground component precludes the commencement of the flight
component and no credits are available for the ground component in this case.
If fail assessment is made during the flight component, the flight test is to be terminated at
that time. Credits for flight test items (including the ground component) may be given at the
discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits may be given.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits may be given. Examples of poor flight management include, but are not limited
to:

Failure to complete checks in accordance with the flight check system (FCS),
including failure to recall memory items (however described);

Failure to correctly prepare aircraft for flight;

Failure to operate the aircraft within the parameters of the AFM or Operations
Manual;

Failure to demonstrate sound working knowledge of helicopter automation (ie: FMS,
AFDS, and/or MCP);

Incorrect use of the helicopter automation systems;

Sustained failure to maintain SOP’s;

Failure to follow appropriate procedures and maintain required separation;

Descent/ascent below/above any specified altitude limitations when operating in IMC
or simulated IMC;

Loss of situational awareness;

Failure to comply with ATC clearances; and

Inadequate crew briefing/resource management (CRM).
In the event of a fail assessment where the examiner is crediting certain flight test items,
the credits for any item are valid for 28 days after which a complete flight test should be
undertaken. Credits are available for one retest only.
11.6
Post Flight
Examiners should debrief the applicant and the flying training organisation as soon as
practicable after the conclusion of the flight component.
11.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process above, examiners should:

Complete the Flight Test report and provide copies to the applicant, the Part 141 or
142 operator; and

Within 14 days complete the FTNS notification requirements.
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12
Single Engine Aeroplane Class Rating Flight Test
12.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Schedule 5 of the CASR Part 61 MOS, for the issue of a Single
Engine Aeroplane Class Rating (SEACR).
12.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the SEACR flight
test.
1.
The examiner must ensure that the flight component is conducted in daylight under
the V.F.R. in VMC.
2.
The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
3.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
12.3
Testing Methodology
The examiner should apply the flight test methodology described in Chapter 03 Flight Test
Principles and Standardisation.
The assessment of the SEACR competencies should involve a recommended minimum of
1.2 hours airborne time.
The examiner should assess all units and elements required by Schedule 5 of the MOS for
the applicable licence, rating or endorsement. Where one or more units or elements are
unable to be assessed for any reason, the flight test cannot be completed.
12.4
Ground Component
12.4.1 Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

Flight test context, purpose and content,

Assessment procedure,

Function of the examiner,

Standards against which competency will be assessed,
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
Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
12.4.2
Documents
Document Review
The examiner should confirm that an applicant for a SEACR satisfies the requirements in
the CASR for the grant of the licence. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a PPL, CPL, MPL or ATPL.
Medical Certificate - The examiner should check that the applicant holds a valid medical
certificate appropriate to the calls of pilot licence, or a medical exemption allowing them to
exercise the privileges of their pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
12.4.3
General Knowledge Quiz
For the Ground Component of the flight test, questions for the oral quiz should be based on
the relevant aeronautical knowledge requirements listed in Schedule 5of the CASR Part 61
MOS.
12.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The SEACR applicant should demonstrate that control of the aircraft or procedure is
maintained at all times but if the successful outcome is in doubt, corrective action is taken
promptly to recover to safe flight.
The applicant’s performance should be assessed on technique, judgement, knowledge,
smoothness and accuracy. The following explanations are provided to assist the examiner
in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and the examiner should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.
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
Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and should result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction, balance and trim are
all important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions the flight conditions (e.g. turbulence) are such that even though the pilot's
technique is sound the aircraft may deviate outside specified tolerances for short periods.
In such cases the assessment of technique and judgement should be the determining
factors.
12.5.1
Pre-Flight Brief and Daily Inspection
In accordance with the flight test principles in Chapter 03, the examiner should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers),

Multiple flights and the assessment of competencies (if applicable)
The examiner should observe and assess the applicant conducting a daily inspection.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
Assessing ‘Non-Technical Skills
An applicant should not be deemed competent in these competencies (by default) simply
from an ‘uneventful flight’.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. The NTS
competencies should be assessed either in flight under actual conditions
(traffic/weather/terrain) or through pre-planned scenarios presented to the applicant by the
examiner.
12.5.2
General Handling Assessment
Assessing ‘Take-Off & Land Aeroplane in a Crosswind
Where the meteorological conditions on the day of the flight test preclude the assessment
of ‘Take-Off Aeroplane’ (A2.3) and ‘Land Aeroplane’ (A4.2), the examiner may continue the
flight test utilising the provision contained in subclause 1.3 of Appendix G1 in Schedule 5 of
the MOS. In this case the examiner should indicate this by marking the applicable items in
the flight test report with “TR”
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Assessing ‘Aeroplane Advanced Manoeuvers
In assessing achievement of the “minimum height loss” requirement, the examiner should
place emphasis on the application of a correct technique.
Assessing ‘Manage Engine Failure’ – Take-off (simulated) (A6.1)
In assessing this element the examiner should:

Place emphasis on the application of correct technique and sound judgement

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in the element
Assessing ‘Perform Forced Landing (Simulated)’ (A6.3)
In assessing A6.3 the examiner should:

Place emphasis on the application of correct technique and sound judgment

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in A6.3.
Assessing ‘Refuel Aircraft’ (C4.3)
Refuelling of aircraft during the test is not mandatory; however the examiner should be
satisfied the applicant has the knowledge that would enable them to refuel an aircraft
satisfactorily. This may be achieved by review of student records (task has been signed
off) and an oral quiz.
12.5.3
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/failures.
12.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits shall be given for the
flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC,

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the flight component. Examples include, but are not limited to:

Sustained failure to lookout,
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
•Sustained descent below minimum heights (e.g. built up area),

Sustained failure to comply with hand over take over drill.
12.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program.
12.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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13
Single Engine Helicopter Class Rating Flight Test
13.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Schedule 5 of the CASR Part 61 MOS, for the issue of a Single
Engine Helicopter Class Rating (SEHCR).
13.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the SEHCR flight
test.
1.
The examiner must ensure that the flight component is conducted in daylight under
the V.F.R. in VMC.
2.
The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
3.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
13.3
Testing Methodology
The examiner should apply the flight test methodology described in Chapter 03 Flight Test
Principles and Standardisation.
The assessment of the SEHCR competencies should require a recommended minimum of
1.2 hour airborne time.
The examiner should assess all units and elements required by Schedule 5 of the MOS for
the rating. Where one or more units or elements are unable to be assessed for any reason,
the flight test cannot be completed.
13.4
13.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

Flight test context, purpose and content,

Assessment procedure,

Function of the examiner,

Standards against which competency will be assessed,
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
Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
13.4.2
Documents
Document Review
The examiner should confirm that an applicant for a SEHCR satisfies the requirements in
the CASR for the grant of the licence. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
Current licence held - sight the applicant’s current licence to verify that the applicant
holds a PPL, CPL, MPL or ATPL.
Medical Certificate - The examiner should check that the applicant holds a valid medical
certificate appropriate to the calls of pilot licence, or a medical exemption allowing them to
exercise the privileges of their pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
13.4.3
General Knowledge Quiz
For the Ground Component of the flight test, questions for the oral quiz should be based on
the relevant aeronautical knowledge requirements listed in Schedule 5 of the CASR Part
61 MOS.
13.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The SEHCR applicant should demonstrate that control of the aircraft or procedure is
maintained at all times but if the successful outcome is in doubt, corrective action is taken
promptly to recover to safe flight.
The applicant’s performance should be assessed on technique, judgement, knowledge,
smoothness and accuracy. The following explanations are provided to assist the examiner
in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and the examiner should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and should result in a fail assessment.
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
Accuracy - accuracy in the control of height, airspeed, direction, balance and trim are
all important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions the flight conditions (e.g. turbulence) are such that even though the pilot's
technique is sound the aircraft may deviate outside specified tolerances for short periods.
In such cases the assessment of technique and judgement should be the determining
factors.
13.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in Chapter 03, the examiner should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for flight tolerances in schedule 8 of the MOS),

Multiple flights and the assessment of competencies (if applicable)
The examiner should observe and assess the applicant conducting a daily inspection.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
Assessing ‘Non-Technical Skills
An applicant should not be deemed competent in these competencies (by default) simply
from an ‘uneventful flight’.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. The NTS
competencies should be assessed either in flight under actual conditions
(traffic/weather/terrain) or through pre-planned scenarios presented to the applicant by the
examiner.
13.5.2
General Handling Assessment
Assessing ‘Refuel Aircraft’ (C4.3)
Refuelling of aircraft during the test is not mandatory; however the examiner should be
satisfied the applicant has the knowledge that would enable them to refuel an aircraft
satisfactorily. This may be achieved by review of student records (task has been signed
off) and an oral quiz.
Assessing ‘Helicopter Advanced Manoeuvers, Abnormal Situations and
Emergencies’ (H6 and H7)
In assessing the required units and elements the examiner should:

Place emphasis on the application of correct technique and sound judgment
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
13.5.3
Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in H6 and H7 to Schedule 2 CASR Part
61 MOS.
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/failures.
13.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits shall be given for the
flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC,

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the flight component. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained descent below minimum heights (e.g. built up area),

Sustained failure to comply with hand over take over drill.
13.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program.
13.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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14
Multi-Engine Aeroplane Class Rating Flight Test
14.1
Overview
The aim of the Multi Engine Aeroplane class rating test is to allow the applicant to
demonstrate their ability to exercise the privileges of the rating. The privileges may only be
exercised if the holder also holds the relevant design features.
14.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the Multi Engine
Aeroplane Class Rating Flight Test. Requirements 2, 3 and 4 only apply if the flight test is
conducted in an aircraft.
1.
The examiner must ensure that the ground component is successfully completed
prior to conducting the pre-flight briefing and flight component of the flight test.
2.
A simulated engine failure after take-off must not be initiated at a height less than
400ft and must only be conducted by day in VMC.
3.
Simulated engine failures must be conducted by day.
4.
An assessment of upset situations and unusual attitudes must only be flown by day
in visual conditions.
5.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
6.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
7.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
8.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the multi-engine aeroplane class rating flight test must be conducted in full.
14.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
Examiners should assess the applicant’s performance against the competencies contained
in schedule 5 of the Part 61 MOS and the requirements of the applicable multi-engine
aeroplane class rating flight test report form.
14.4
14.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

Flight test context, purpose and content,

Assessment procedure,

Function of the examiner,

Standards against which competency will be assessed,
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
Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
14.4.2
Documents
Document Review
The examiner should confirm that an applicant for a MEACR satisfies the requirements in
the CASR for the grant of the licence. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
Current licence held - sight the applicant’s current licence to verify that the applicant
holds a PPL, CPL, MPL or ATPL.
Medical Certificate - The examiner should check that the applicant holds a valid medical
certificate appropriate to the calls of pilot licence, or a medical exemption allowing them to
exercise the privileges of their pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training
file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
14.4.3
General Knowledge Quiz
Knowledge requirements listed in Schedule 5 CASR Part 61 MOS should be satisfactorily
covered during the ground component.
If required, the examiner should refer to the underpinning knowledge requirements for each
of the relevant unit codes and relevant aeronautical knowledge requirements listed in
Schedule 3 for further guidance on questioning topics.
14.4.4
Review the Flight Planning
The applicant should complete a fuel plan and flight plan.
When reviewing an applicant's flight preparation documents, the applicant should be able
to demonstrate that the data on which the planning decisions and calculations have been
made is valid (forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
14.5
Flight Component
The multi-engine aeroplane class rating flight test should be designed such that all required
components can be assessed in a logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.
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
Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures – the applicant should demonstrate awareness and practical application
of procedures throughout the flight test.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified flight tolerances. Technique involves smooth and
accurate control application in adjusting power, attitude, trim and balance in a timely and
coordinated fashion whilst following correct procedures.
Additionally, multi-engine aeroplane class rating flight test applicants should demonstrate
efficient and effective decision making, continuous situational awareness and confident
task management whilst maintaining positive and smooth aircraft control.
14.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in section 03, the examiner should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

References (for flight tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying operation /
simulation of passengers)
The examiner should observe and assess the applicant conducting a daily inspection as
applicable for the aircraft class. This does not have to be the daily inspection used for
maintenance release certification.
14.5.2
Use of Auto Pilot
The applicant may use the auto-pilot unless otherwise directed by the examiner.
If the multi-engine aeroplane class rating flight test is conducted in an aircraft certified for
single pilot operation, the examiner should not perform any duty essential to the operation
of the aircraft. That is, if the auto-pilot is not available, they may not “act” as the auto-pilot.
Assessing ‘Full Instrument Panel Manoeuvres’ (IFF.2)
The examiner may determine competency of full panel manoeuvres:
• With reference to the primary attitude indicator/display and primary heading
indicator/display simultaneously.
14.5.3
Simulated Emergencies
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The safety of the aircraft should never be in doubt when simulating emergencies / failures.
14.5.4
Failure Assessment
The examiner should consider fail items and the overall flight test outcome based on three
categories.
1. Failure to demonstrate competency on an individual sequence or manoeuvre.
Where the control of the aircraft is such that the successful outcome of a sequence or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
If the sequence or manoeuvre is not performed to standard but the examiner does not
need to take control of the aircraft, then a fail assessment should be made for that item. In
this situation, at the discretion of the examiner, credits for other test items may be given
and the flight test continued. To avoid the possibility of ‘deferred assessment’ the examiner
should immediately advise the applicant that the item will need to be reassessed on a
retest.
2. Failure of a safety critical item or procedure.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made for that item. Examples of safety critical items include, but are
not limited to:

Failure to correctly prepare aircraft for flight

Failure to complete checks in accordance with the AFM (or equivalent)

Failure to operate the aircraft within the parameters of the AFM
If a fail assessment is made for a safety critical item, the multi-engine aeroplane class
rating flight test should be terminated at that time and no credits given.
3. Failure to demonstrate sound flight management.
Any demonstration of sustained poor flight management is considered safety critical and an
overall fail assessment should be made with no credits given. Examples include, but are
not limited to:

Failure to maintain appropriate procedures and separation,

Failure to comply with ATC clearances & airspace requirements,

Failure to comply with any nominated or specified altitudes,

Failure to lookout,

Loss of situational awareness.
Categories 2 and 3 failures will require a complete retest.
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14.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program.
14.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process above, examiners should:

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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15 Single Engine Aeroplane Type Rating Flight Test
(Reserved)
This chapter is reserved.
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16
Single Engine Helicopter Type Rating Flight Test
16.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Schedule 5 of the CASR Part 61 MOS, for the issue of a Single
Engine Helicopter Class Rating (SEHTR).
16.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the SEHTR flight
test.
1.
The examiner must ensure that the flight component is conducted in daylight under
the V.F.R. in VMC.
2.
The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
3.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
16.3
Testing Methodology
The examiner should apply the flight test methodology described in Chapter 03 Flight Test
Principles and Standardisation.
The assessment of the SEHTR competencies should require a recommended minimum of
1.2 hour airborne time.
The examiner should assess all units and elements required by Schedule 5 of the MOS for
the rating. Where one or more units or elements are unable to be assessed for any reason,
the flight test cannot be completed.
16.4
16.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,
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
Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
16.4.2
Documents
Document Review
The examiner should confirm that an applicant for a SEHTR satisfies the requirements in the
CASR for the grant of the licence. To achieve this, the CASR 61.235(5) certification, training
records, logbook, licence and medical certificate should be checked.
Current licence held- sight the applicant’s current licence to verify that the applicant holds a
PPL, CPL, MPL or ATPL.
Medical Certificate - The examiner should check that the applicant holds a valid medical
certificate appropriate to the calls of pilot licence, or a medical exemption allowing them to
exercise the privileges of their pilot licence.
Passes in required theory examinations - The examiner should review the applicant’s
theory examination pass records.
Required aeronautical experience - The examiner should review the applicant’s pilot
logbook.
Completed required training - The examiner should review the applicant’s pilot training file.
If the flight test is a retest following a fail assessment, the examiner should review the
applicant’s training records for evidence that appropriate remedial training has been carried
out with the applicant.
16.4.3
General Knowledge Quiz
For the Ground Component of the flight test, questions for the oral quiz should be based on
the relevant aeronautical knowledge requirements listed in Schedule 5 of the CASR Part
61 MOS.
16.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The SEHTR applicant should demonstrate that control of the aircraft or procedure is
maintained at all times but if the successful outcome is in doubt, corrective action is taken
promptly to recover to safe flight.
The applicant’s performance should be assessed on technique, judgement, knowledge,
smoothness and accuracy. The following explanations are provided to assist the examiner
in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and the examiner should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.
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
Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and should result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction, balance and trim are
all important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the applicant and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions the flight conditions (e.g. turbulence) are such that even though the pilot's
technique is sound the aircraft may deviate outside specified tolerances for short periods.
In such cases the assessment of technique and judgement should be the determining
factors.
16.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in Chapter 03, the examiner should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for flight tolerances in schedule 8 of the MOS),

Multiple flights and the assessment of competencies (if applicable)
The examiner should observe and assess the applicant conducting a daily inspection.
Where the aircraft already has a valid maintenance release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the maintenance release or an equivalent document.
Assessing ‘Non-Technical Skills
An applicant should not be deemed competent in these competencies (by default) simply
from an ‘uneventful flight’.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2 of the CASR Part 61 MOS. The NTS
competencies should be assessed either in flight under actual conditions
(traffic/weather/terrain) or through pre-planned scenarios presented to the applicant by the
examiner.
16.5.2
General Handling Assessment
Assessing ‘Refuel Aircraft’ (SEH.1)
Refuelling of aircraft during the test is not mandatory; however the examiner should be
satisfied the applicant has the knowledge that would enable them to refuel an aircraft
satisfactorily. This may be achieved by review of student records (task has been signed
off) and an oral quiz.
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Assessing ‘Helicopter Advanced Manoeuvers, Abnormal Situations and
Emergencies’ (SEH.4 and SEH.5)
In assessing the required units and elements the examiner should:

Place emphasis on the application of correct technique and sound judgment

Initiate simulated failures or emergencies at heights and airspeeds that permit the
assessment of all performance criteria listed in TR-SHE.4 and TR-SHE.5 to Schedule
2 CASR Part 61 MOS.
16.5.3
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/failures.
16.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits shall be given for the
flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC,

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the flight component. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained descent below minimum heights (e.g. built up area),

Sustained failure to comply with hand over take over drill.
16.6
Post Flight
The examiner should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
In the event of a fail assessment, in addition to the verbal de-briefing, the examiner should
ensure sufficient detail is entered in to the applicants training record to allow the operator to
construct a remedial training program.
16.6.1

Complete Post-Examination Administration
Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Manual for licence entry instructions
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
Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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17
Multi-Engine Aeroplane Type Rating Flight Test
17.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skill and
attitudes as required in Schedule 5, Appendix L.4 to the CASR Part 61 MOS for the issue
of a multi-engine aeroplane type rating.
17.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the multi-engine
aeroplane type rating flight test.
1.
Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight
test.
2.
Examiners must not introduce simultaneous multiple unrelated simulated
emergency or non-normal situations during the flight.
3.
After a simulated failure, examiners must ensure the aircraft/simulator is configured
back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked.
4.
Examiners must ensure that they do not impart training or assistance to the
applicant during the conduct of the test. If the examiner is occupying a control seat
they must provide the normal duties of a co-pilot in that role, but only to the extent
required by the operator’s operations manual.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
17.3
Testing Methodology
The examiner should apply the Flight test methodology described in FEH Chapter 03
Flight Test Principles and Standardisation.
The assessment of type rating competencies should generally require a minimum of 1.5
hours.
17.4
Ground Component
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
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The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
17.4.1
Pre-flight Briefing Requirements
A flight test (or skills test) is a demonstration of knowledge and skill for a rating issue and
may include such oral examination as the examiner may determine necessary.
Prior to conducting the flight sequence, the examiner should brief the applicant on all the
items listed below:

The objective of the flight

Simulated weather assumptions

Standard Operating Procedures to be followed as advised by the applicant, (e.g.
Operator specific SOPs, Aeroplane manufacturer’s SOPs or otherwise)

The standards against which competency will be assessed.

If an instruction from the examiner is unclear, the applicant should be encouraged to
ask for clarity of the request.

The scenario applied to the test environment

If the flight test is to be conducted in an aeroplane, the method of simulating
failures/emergencies and any associated phraseology,

If the flight test is to be conducted in an aeroplane, the crew responsibilities in the
event of a real emergency,

Relevant reference points for assessing flight tolerances in Table 2 and Table 5 of
Schedule 8 of the Part 61 MOS.

If the flight test is to be conducted in a FSTD, how the examiner will reconfigure and
manage the simulator after a non-normal event(s) have been completed, e.g., after
an RTO.

If the flight test is to be conducted in a FSTD, that the examiner will not involve
simultaneous multiple failures of systems during the flight test.
Crew Seating Options
For the type rating flight test, the examiner may occupy either a control seat (single-pilot
ops) or a suitable observer seat (jump seat, multi-crew ops).
Where the examiner occupies a right hand side control seat (as co-pilot), the examiner
should be the nominated pilot in command (PIC).
Where the examiner occupies a jump seat, a suitably qualified company pilot should
occupy the co-pilot seat and be the nominated PIC. Where this occurs, the examiner
should brief the company pilot on the following items:

Command/safety of flight responsibilities in the event of a real emergency during the
flight test (aeroplane)

Flight test profile and scenario;

Role of the ‘co-pilot’;

Introduction of non-normal sequences;

Discontinuation/termination of the flight test;

Communication protocols.
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17.4.2
Daily Inspection
Where the flight test is conducted in an aeroplane (as opposed to a FSTD), the examiner
should observe and assess the applicant conducting a daily inspection. This does not have
to be the daily inspection used for Maintenance Release certification.
Where the aeroplane already has a valid Maintenance Release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the Maintenance release or an equivalent document.
If the test is to be conducted in an aeroplane or FSTD with unserviceable equipment (albeit
in accordance with the MEL), the examiner should ensure that the unserviceability will not
have a materially negative impact on the test.
17.4.3
Documents
Document Review
The Examiners should confirm that an applicant for a TR-MEA satisfies the requirements in
the CASR for the grant of the rating. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
The examiner should sight the following documents;
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a PPL, CPL, MPL or ATPL.
Passes in required aeronautical knowledge examination - The examiner should sight
the applicant’s theory examination pass records if applicable.
Required training – The examiner should review the applicant’s pilot training file to be
satisfied they have completed the required training.
Required aeronautical experience - Examiners should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the flight test is conducted in an aeroplane, the examiner should
confirm that the applicant has a valid medical certificate for the class of licence allowing the
person to exercise the privileges of the licence.
If the flight test is a re-test following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
17.4.4
General Knowledge Quiz
Questions for the oral quiz should be based knowledge requirements as listed in Schedule
5 of the Part 61 MOS. Questions should be relevant and preferably scenario based to allow
the examiner to be satisfied that the applicant has the required level of knowledge.
17.4.5
Review Flight Planning
Examiners should review the applicant’s preparation for the flight test.
The preparation should include:

All documentation required for the flight test, including flight plan, NOTAMs and
appropriate weather forecasts

Production of weight and balance calculations

Calculation of aeroplane performance requirements
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
17.4.6
Interpretation of the aeroplane maintenance release/tech log if flight test is to be
conducted in an aeroplane
Assessing Non-technical skills
Non-technical skills is a complex of resources, e.g. knowledge and attitude, enabling the
pilot to safely handle the aeroplane with due regard to rules and regulations, whatever the
circumstances, both on the ground and in the air.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2, Section 2, NTS1 & NTS2 of the CASR Part 61
MOS.
An applicant should not be deemed competent in these competencies (by default) simply
from an “uneventful flight”, rather, the NTS competencies encapsulated by airmanship,
CRM, decision making, situational awareness and threat and error management, to name
a few, should be assessed either in flight under actual conditions (traffic/weather/terrain) or
through pre-planned scenarios presented to the applicant by the examiner.
17.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness, accuracy, sound flight management, and adherence to SOPs and other
required procedures. The following explanations are provided to assist examiners in
assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of the
aeroplane energy state, environmental conditions and effects such as cloud (icing),
wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height/altitude, airspeed, vertical profile during
descent, and heading/tracking are all important. Persistent errors in any of these
aspects should result in a fail assessment.

Flight Management – the applicant should demonstrate proficiency in general flight
management, including FMS, AFDS and MCP (or however called) use and nontechnical skills

SOP adherence – the applicant should demonstrate adherence to operator or
aeroplane manufacturer (as nominated by the applicant) SOPs and IFR procedures
as required.
Assessment should be based on the technique used by the applicant to satisfy compliance
with operator specific or aeroplane manufacturer specific SOPs (as nominated by the
applicant) and not just the ability to perform the task within specified flight tolerances. The
successful outcome of the task should never be in doubt. Safety of flight should be
paramount.
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Additionally, applicants should demonstrate sound judgement, efficient and effective
decision making, continuous situational awareness, confident task management and a
sound understanding of their aeroplane’s automation systems as the pilot in command.
It may be that on some occasions flight conditions (eg, turbulence) are such that even
though the pilot's technique is sound, the aeroplane may deviate outside specified
tolerances for short periods. In such cases the assessment of technique and procedural
compliance should be the determining factor.
The examiner should give the applicant a pre-flight briefing on the format and expectations
of the in-flight examination.
If the flight test is to be conducted in an aeroplane, the briefing should include clarification
of crew responsibilities in the event of a real emergency.
If the flight test is to be conducted in an aeroplane, the examiner should only introduce a
simulated engine failure after take-off. The simulated engine failure should not be
conducted in IMC and the examiner should have visual reference at all times during the
one engine inoperative (OEI) manoeuvre.
The applicant shall attain optimum aeroplane performance following failure of an engine.
The speed at which the failure may be simulated shall be as follows:
(i)
Aeroplanes for which the take-off performance is predicated on the establishment of a
V1, failure of the engine shall be simulated at a speed greater than V1
(ii) Aeroplanes other than those described in subparagraph (i), failure of the engine shall
be simulated at a speed greater than either the OEI best rate of climb speed or Vtoss +
17 kias, whichever is higher.
Manage Flight during Multi-Crew Operations
If conducted in a multi-crew aeroplane, (or simulator), the flight test should assess the
ability of the applicant to demonstrate NTS1 and NTS2 units and elements, as required by
Part 61 MOS Schedule 5, in the context of the multi-crew environment.
To adequately demonstrate competency, the applicant should be assessed during
operations as both pilot flying (PF) and pilot monitoring (PM). The examiner should ensure
that the flight test is structured in such a way that the applicant is able to demonstrate
proficiency in both PF and PM duties for take-off, an instrument approach and landing,
including Non-Normal operations.
Use of Aeroplane Automation & Auto Pilot
The applicant should demonstrate competency in the use of the autopilot, where fitted.
The applicant should demonstrate a sound working knowledge of the aeroplane’s
automation system, including use of the Flight Management Computer System (FMCS),
the Autopilot Flight Director System (AFDS) and the Mode Control Panel (MCP) (or
however these systems are described)as installed. The applicant may use the autopilot
unless otherwise directed by the examiner.
Where an autopilot is used, the applicant should demonstrate proficiency to operate the
aeroplane on at least one instrument approach without the autopilot or flight director being
used.
Use of Flight Simulation Training Device
The flight test may be conducted in a relevant aircraft or approved flight simulation training
device (FSTD).
Where a FSTD is used to meet the flight test requirements, the examiner should conduct
the assessment as if it was in the aircraft. The applicant should demonstrate the normal
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flight management skills required when operating any aircraft. To this end the examiner
should provide the applicant with the route for the flight test.
The examiner should not position the applicant over the top of a navigation aid or at the
commencement of the approach procedure being assessed. The examiner should not
speed up or in any other way change the real-time nature of the flight, except when a nonnormal sequence has been completed and the simulator returned to its normal operating
state.
If a FSTD is to be used for the flight test, the Examiner may “re-position the aeroplane”
when required to meet the flight test requirements e.g., after an RTO, the “aeroplane” may
be re-positioned to the start of the runway to facilitate another take-off without the
requirement to taxi to the holding point once again.
17.5.1
Flight Assessment
The applicant should demonstrate proficiency in the skills and knowledge required under
Schedule 5, Appendix L.4, Multi-engine aeroplane type rating flight test.
It is emphasised that the applicant should concern themselves only with flying and
operating the aeroplane (or FSTD) to the best of their ability. Definition of, and compliance
with, the Test Standards is the responsibility of the examiner, however these are shown in
Schedule 5 Appendix L.4 Section 3, Practical flight standards, of the Part 61 MOS as a
reference for the examiner and applicant.
If the flight test is being conducted in an aeroplane as opposed to an approved simulator,
simulated engine failure on take-off, in cruise, on approach and during the goaround/rejected landing and recovery from unusual attitudes should only be conducted
under visual conditions, by day, and the examiner should have a clear horizon.
17.5.2
Manage Non-normal and Emergency Conditions
The assessment should cover sufficient simulated malfunctions to allow the examiner to
assess all units and elements required to be assessed under Schedule 5, Appendix L.4,
and Schedule 2, Section 4, TR-MEA including but not limited to, RTO, Engine Failure after
V1, Engine Failure in cruise, Unusual Attitudes & Upset recovery, approach to stall
recovery and emergency descent.
The examiner should initiate the simulated engine failure (or engine failure in the case of
an FSTD) after V1, or Vtoss + 17 knots (as applicable) at a height that permits an
assessment of all elements and performance criteria listed in Schedule 2, Section 4, TRMEA of the Part 61 MOS.
If the test is to be conducted in an aeroplane, the Examiner is required to display sound
judgement particularly when establishing any non-normal or simulated emergency exercise
so that the safety of the flight is never placed at risk.
Throughout the flight compliance with briefing/checklists, procedures (including SOP
adherence), anti-icing precautions, airmanship, ATC liaison and compliance, RT
procedures, flight management and MCC (as applicable) will be assessed.
17.5.3
Simulated Emergencies
An Examiner should not introduce simultaneous multiple unrelated simulated emergency or
non-normal situations during the flight test.
After a simulated failure, the Examiner should ensure that the aeroplane/simulator is
configured back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked, (e.g. subsequent system
failures following an engine failure).
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Applicants should not be given a second opportunity to demonstrate a manoeuvre unless,
in the opinion of the examiner, the circumstances causing failure of the first attempt were
outside the control of the applicant in the test environment.
The examiner should have regard to the in-flight conditions and comply with company
operating procedures in relation to simulating emergencies. The safety of the aeroplane
should never be in doubt when simulating emergencies/failures.
17.5.4
Failure Assessment
If fail assessment is made, the flight test is to be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft/FSTD is such that the successful outcome of a procedure
or manoeuvre is in doubt and the examiner has to take control of the aircraft/FSTD,
(physically or by direction) an overall fail assessment should be made and no credits may
be given for the flight component.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Sustained failure to adhere to SOPs, (operator specific or Aeroplane manufacturer
specific, however so nominated by the applicant)

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits may be given. Examples of poor flight management include, but are not limited
to:

Failure to complete checks as required

Failure to correctly prepare aircraft for flight

Failure to operate the aircraft within the parameters of the AFM/FOM

Failure to demonstrate sound working knowledge of the aeroplane’s automation
systems, i.e., FMS, AFDS and/or MCP(or however called)

Failure to follow appropriate procedures and maintain required separation

Descent/ascent below/above any specified altitude limitations (+/- allowed
tolerances) when operating in IMC or simulated IMC

Sustained loss of situational awareness

Inadequate crew briefing/management

Sustained non-adherence to or critical deviation from, operator or aeroplane
manufacturer (as nominated by the applicant) SOPs
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17.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
To ensure effective dissemination of unsatisfactory performance criteria, in addition to the
verbal de-briefing, the Examiner should ensure sufficient detail is entered into the
applicant’s training record to allow the operator to construct a remedial training program.
17.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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18 Multi-Engine Helicopter Type Rating Flight Test
18.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skill and
attitudes as required in Schedule 5, Appendix L.4 to the CASR Part 61 MOS for the issue
of a multi-engine helicopter type rating.
18.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the multi-engine
helicopter type rating flight test.
1.
An examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
2.
An examiner must not introduce simultaneous multiple unrelated simulated
emergency or non-normal situations during the flight.
3.
After a simulated failure, the examiner must ensure the aircraft/simulator is
configured back to a normal operating mode before another simulated failure may
be introduced, except where the simulated failures are linked.
4.
An examiner must ensure that they do not impart training or assistance to the
applicant during the conduct of the test. If the examiner is occupying a control seat
they must provide the normal duties of a co-pilot in that role, but only to the extent
required by the operator’s operations manual.
5.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
18.3
Testing Methodology
The examiner should apply the Flight test methodology described in FEH Chapter 03 Flight
Test Principles and Standardisation.
The assessment of type rating competencies should generally require a minimum of 1.5
hours.
18.4
Ground Component
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
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18.4.1
Pre-Flight Briefing Requirements
A flight test (or skills test) is a demonstration of knowledge and skill for a rating issue and
may include such oral examination as the examiner may determine necessary.
Prior to conducting the flight sequence, the examiner should brief the applicant on all the
items listed below:

The objective of the flight

Simulated weather assumptions

Standard Operating Procedures to be followed as advised by the applicant, (e.g.
Operator specific SOPs, Helicopter manufacturer’s SOPs or otherwise)

The standards against which competency will be assessed.

If an instruction from the examiner is unclear, the applicant should be encouraged to
ask for clarity of the request.

The scenario applied to the test environment

If the flight test is to be conducted in an helicopter, the method of simulating
failures/emergencies and any associated phraseology,

If the flight test is to be conducted in an helicopter, the crew responsibilities in the
event of a real emergency,

Relevant reference points for assessing flight tolerances in Table 2 and Table 5 of
Schedule 8 of the Part 61 MOS.

If the flight test is to be conducted in a FSTD, how the examiner will reconfigure and
manage the simulator after a non-normal event(s) have been completed,

If the flight test is to be conducted in a FSTD, that the examiner will not involve
simultaneous multiple failures of systems during the flight test.
Crew Seating Options
For the type rating flight test, the examiner may occupy either a control seat (single-pilot
ops) or a suitable observer seat (jump seat, multi-crew ops).
Where the examiner occupies a control seat (as co-pilot), the examiner should be the
nominated pilot in command (PIC).
Where the examiner occupies a jump seat, a suitably qualified company pilot should
occupy the co-pilot seat and be the nominated PIC. Where this occurs, the examiner
should brief the company pilot on the following items:

Command/safety of flight responsibilities in the event of a real emergency during the
flight test (helicopter)

Flight test profile and scenario;

Role of the ‘co-pilot’;

Introduction of non-normal sequences;

Discontinuation/termination of the flight test;

Communication protocols.
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18.4.2
Daily Inspection
Where the flight test is conducted in an helicopter (as opposed to a FSTD), the examiner
should observe and assess the applicant conducting a daily inspection. This does not have
to be the daily inspection used for Maintenance Release certification.
Where the helicopter already has a valid Maintenance Release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the Maintenance release or an equivalent document.
If the test is to be conducted in an helicopter or FSTD with unserviceable equipment (albeit
in accordance with the MEL), the examiner should ensure that the unserviceability will not
have a materially negative impact on the test.
18.4.3
Documents
Document Review
The Examiners should confirm that an applicant for a TR-MEA satisfies the requirements in
the CASR for the grant of the rating. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
The examiner should sight the following documents;
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a PPL, CPL, MPL or ATPL.
Passes in required aeronautical knowledge examination- The examiner should sight
the applicant’s theory examination pass records if applicable.
Required Training – The examiner should review the applicant’s pilot training file to be
satisfied they have completed the required training.
Required aeronautical experience - Examiners should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the test is to be conducted in a helicopter, a valid medical
certificate appropriate for the Class of licence should accompany the licence for the licence
holder legally to exercise the privileges of the licence.
If the flight test is a re-test following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
18.4.4
General Knowledge Quiz
Questions for the oral quiz should be based on the knowledge requirements as listed in
Schedule 5 of the Part 61 MOS. Questions should be relevant and preferably scenario
based to allow the examiner to be satisfied that the applicant has the required level of
knowledge.
18.4.5
Review Flight Planning
Examiners should review the applicant’s preparation for the flight test.
The preparation should include:

All documentation required for the flight test, including flight plan, NOTAMs and
appropriate weather forecasts

Production of weight and balance calculations

Calculation of helicopter performance requirements
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
18.4.6
Interpretation of the helicopter maintenance release/tech log if flight test is to be
conducted in an helicopter
Assessing Non-technical skills
Non-technical skills is a complex of resources, e.g. knowledge and attitude, enabling the
pilot to safely handle the helicopter with due regard to rules and regulations, whatever the
circumstances, both on the ground and in the air.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2, Section 2, NTS1 & NTS2 of the CASR Part 61
MOS.
An applicant should not be deemed competent in these competencies (by default) simply
from an “uneventful flight”, rather, the NTS competencies encapsulated by airmanship,
CRM, decision making, situational awareness and threat and error management, to name
a few, should be assessed either in flight under actual conditions (traffic/weather/terrain) or
through pre-planned scenarios presented to the applicant by the examiner.
18.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
The applicant’s performance will be assessed on technique, judgement, knowledge,
smoothness, accuracy, sound flight management, and adherence to SOPs and other
required procedures. The following explanations are provided to assist examiners in
assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of the
helicopter energy state, environmental conditions and effects such as cloud (icing),
wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height/altitude, airspeed, vertical profile during
descent, and heading/tracking are all important. Persistent errors in any of these
aspects should result in a fail assessment.

Flight Management – the applicant should demonstrate proficiency in general flight
management, including FMS, AFDS and MCP (or however called) use and nontechnical skills

SOP adherence – the applicant should demonstrate adherence to operator or
helicopter manufacturer (as nominated by the applicant) SOPs and IFR procedures
as required.
Assessment should be based on the technique used by the applicant to satisfy compliance
with operator specific or helicopter manufacturer specific SOPs (as nominated by the
applicant) and not just the ability to perform the task within specified flight tolerances. The
successful outcome of the task should never be in doubt. Safety of flight should be
paramount.
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Additionally, applicants should demonstrate sound judgement, efficient and effective
decision making, continuous situational awareness, confident task management and a
sound understanding of their helicopter’s automation systems as the pilot in command.
It may be that on some occasions flight conditions (eg, turbulence) are such that even
though the pilot's technique is sound, the helicopter may deviate outside specified
tolerances for short periods. In such cases the assessment of technique and procedural
compliance should be the determining factor.
The examiner should give the applicant a pre-flight briefing on the format and expectations
of the in-flight examination.
If the flight test is to be conducted in a helicopter, the briefing should include clarification
Manage Flight during Multi-Crew Operations
If conducted in a multi-crew helicopter, (or simulator), the flight test should assess the
ability of the applicant to demonstrate the competencies specified in Schedule 2 of Part 61
Manual of Standards (MOS), Section 2, MCO, i.e. the ability of the applicant to operate
effectively and safely as the pilot in command in a multi-crew environment. Due to the
subjective nature of the MCO performance criteria, the examiner should adopt a flexible
approach to the assessment of competency. At all times, the applicant should demonstrate
safe and effective management of the flight.
To this end the applicant should be assessed during operations as pilot flying (PF) and
pilot monitoring (PM). The examiner should ensure that the flight test is structured in such a
way that the applicant is able to demonstrate proficiency executing PM duties for take-off,
an en route sector, an instrument approach and landing, including Non-Normal operations.
Use of Helicopter Automation & Auto Pilot
The applicant should demonstrate competency in the use of the autopilot, where fitted.
The applicant should demonstrate a sound working knowledge of the helicopter’s
automation system, including use of the Flight Management Computer System (FMCS),
the Autopilot Flight Director System (AFDS) and the Mode Control Panel (MCP) (or
however these systems are described)as installed. The applicant may use the autopilot
unless otherwise directed by the examiner.
Where an autopilot is used, the applicant should demonstrate proficiency to operate the
helicopter on at least one instrument approach without the autopilot or flight director being
used.
Use of Flight Simulation Training Device
The flight test may be conducted in a relevant aircraft or approved flight simulation training
device (FSTD).
Where a FSTD is used to meet the flight test requirements, the examiner should conduct
the assessment as if it was in the aircraft. The applicant should demonstrate the normal
flight management skills required when operating any aircraft. To this end the examiner
should provide the applicant with the route for the flight test.
The examiner should not position the applicant over the top of a navigation aid or at the
commencement of the approach procedure being assessed. The examiner should not
speed up or in any other way change the real-time nature of the flight, except when a nonnormal sequence has been completed and the simulator returned to its normal operating
state.
If a FSTD is to be used for the flight test, the Examiner may “re-position the helicopter”
when required to meet the flight test requirements e.g., after an RTO, the “helicopter” may
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be re-positioned to the start of the runway to facilitate another take-off without the
requirement to taxi to the holding point once again.
18.5.1
Flight Assessment
The applicant should demonstrate proficiency in the skills and knowledge required under
Schedule 5, Appendix L.4, Multi-engine helicopter type rating flight test.
It is emphasised that the applicant should concern themselves only with flying and
operating the helicopter (or FSTD) to the best of their ability. Definition of, and compliance
with, the Test Standards is the responsibility of the examiner, however these are shown in
Schedule 5 Appendix L.4 Section 3, Practical flight standards, of the Part 61 MOS as a
reference for the examiner and applicant.
If the flight test is being conducted in an helicopter as opposed to an approved simulator,
simulated engine failure on take-off, in cruise, on approach and during the goaround/rejected landing and recovery from unusual attitudes should only be conducted
under visual conditions, by day, and the examiner should have a clear horizon.
18.5.2
Manage Non-normal and Emergency Conditions
The assessment should cover sufficient simulated malfunctions to allow the examiner to
assess all units and elements required to be assessed under Schedule 5, Appendix L.8,
If the test is to be conducted in an helicopter, the Examiner is expected to display sound
judgement particularly when establishing any non-normal or simulated emergency exercise
so that the safety of the flight is never placed at risk.
Throughout the flight compliance with briefing/checklists, procedures (including SOP
adherence), anti-icing precautions, airmanship, ATC liaison and compliance, RT
procedures, flight management and MCC (as applicable) will be assessed.
18.5.3
Simulated Emergencies
An Examiner should not introduce simultaneous multiple unrelated simulated emergency or
non-normal situations during the flight test.
After a simulated failure, the Examiner should ensure that the helicopter/simulator is
configured back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked, (e.g. subsequent system
failures following an engine failure).
Applicants should not be given a second opportunity to demonstrate a manoeuvre unless,
in the opinion of the examiner, the circumstances causing failure of the first attempt were
outside the control of the applicant in the test environment.
The examiner should have regard to the in-flight conditions and comply with company
operating procedures in relation to simulating emergencies. The safety of the helicopter
should never be in doubt when simulating emergencies/failures.
18.5.4
Failure Assessment
If fail assessment is made, the flight test is to be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft/FSTD is such that the successful outcome of a procedure
or manoeuvre is in doubt and the examiner has to take control of the aircraft/FSTD,
(physically or by direction) an overall fail assessment should be made and no credits may
be given for the flight component.
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Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Sustained failure to adhere to SOPs, (operator specific or Helicopter manufacturer
specific, however so nominated by the applicant)

Failure to follow published procedures (including radio).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits may be given. Examples of poor flight management include, but are not limited
to:

Failure to complete checks as required

Failure to correctly prepare aircraft for flight

Failure to operate the aircraft within the parameters of the AFM/FOM

Failure to demonstrate sound working knowledge of the helicopter’s automation
systems, i.e., FMS, AFDS and/or MCP(or however called)

Failure to follow appropriate procedures and maintain required separation

Descent/ascent below/above any specified altitude limitations (+/- allowed
tolerances) when operating in IMC or simulated IMC

Sustained loss of situational awareness

Inadequate crew briefing/management

Sustained non-adherence to or critical deviation from, operator or helicopter
manufacturer (as nominated by the applicant) SOPs
18.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
To ensure effective dissemination of unsatisfactory performance criteria, in addition to the
verbal de-briefing, the Examiner should ensure sufficient detail is entered into the
applicant’s training record to allow the operator to construct a remedial training program.
18.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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19
Cruise Relief Co-Pilot Type Rating Flight Test
19.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skill and
attitudes as required in Schedule 5, Appendix of the CASR Part 61 MOS for the issue of a
Cruise Relief Co-Pilot Type Rating.
19.2
Examiner Requirements
The following requirements are applicable to the conduct of the multi-engine aeroplane
type rating flight test.
1. An examiner must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight test.
2. An examiner must not introduce simultaneous multiple unrelated simulated emergency
or non-normal situations during the flight.
3. After a simulated failure, the examiner must ensure the aircraft/simulator is configured
back to a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
4. An examiner must ensure that they do not impart training or assistance to the applicant
during the conduct of the test. If the examiner is occupying a control seat they must
provide the normal duties of the pilot in command in that role, but only to the extent
required by the operator’s operations manual.
5. Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
6. Where credits are available for flight test items they are valid for 28 days only. After 28
days, the flight test must be conducted in full.
19.3
Testing Methodology
The examiner should apply the Flight test methodology described in FEH Chapter 03 Flight
Test Principles and Standardisation.
19.4
Ground Component
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
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19.4.1
Pre-flight Briefing Requirements
A flight test (or skills test) is a demonstration of knowledge and skill for a rating issue and
may include such oral examination as the examiner may determine necessary.
Prior to conducting the flight sequence, the examiner should brief the applicant on all the
items listed below:

The objective of the flight

Simulated weather assumptions

Standard Operating Procedures to be followed as advised by the applicant, (e.g.
Operator specific SOPs, Aeroplane manufacturer’s SOPs or otherwise)

The standards against which competency will be assessed.

If an instruction from the examiner is unclear, the applicant should be encouraged to
ask for clarity of the request.

The scenario applied to the test environment

If the flight test is to be conducted in an aeroplane, the method of simulating
failures/emergencies and any associated phraseology,

If the flight test is to be conducted in an aeroplane, the crew responsibilities in the
event of a real emergency,

Relevant reference points for assessing flight tolerances in Table 2 and Table 5 of
Schedule 8 of the Part 61 MOS.

If the flight test is to be conducted in a FSTD, how the examiner will reconfigure and
manage the simulator after a non-normal event(s) have been completed, e.g., after
an RTO.

If the flight test is to be conducted in a FSTD, that the examiner will not involve
simultaneous multiple failures of systems during the flight test.
Crew Seating Options
For the type rating flight test, the examiner may occupy either a control seat or a suitable
observer seat (jump seat).
Where the examiner occupies a jump seat, a suitably qualified company pilot should
occupy one of the control seats and be the nominated PIC. Where this occurs, the
examiner should brief the company pilot on the following items:

Command/safety of flight responsibilities in the event of a real emergency during the
flight test (aeroplane)

Flight test profile and scenario;

Role of the ‘co-pilot’;

Introduction of non-normal sequences;

Discontinuation/termination of the flight test;

Communication protocols.
19.4.2
Daily Inspection
Where the flight test is conducted in an aeroplane (as opposed to a FSTD), the examiner
should observe and assess the applicant conducting a daily inspection. This does not have
to be the daily inspection used for Maintenance Release certification.
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Where the aeroplane already has a valid Maintenance Release certification for the day, the
applicant is required to complete the daily inspection in all respects with the exception of
certifying the Maintenance release or an equivalent document.
If the test is to be conducted in an aeroplane or FSTD with unserviceable equipment (albeit
in accordance with the MEL), the examiner should ensure that the unserviceability will not
have a materially negative impact on the test.
19.4.3
Documents
Document Review
The Examiners should confirm that an applicant for a TR- CR satisfies the requirements in
the CASR for the grant of the rating. To achieve this, the CASR 61.235(5) certification,
training records, logbook, licence and medical certificate should be checked.
The examiner should sight the following documents;
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a CPL, MPL or ATPL.
Passes in required aeronautical knowledge examination- The examiner should sight
the applicants theory examination pass records if applicable.
Completed required training – The examiner should review the applicant’s pilot training
file to be satisfied they have completed the required training.
Required Aeronautical Experience - Examiners should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the test is to be conducted in an aeroplane, a valid medical
certificate appropriate for the Class of licence should accompany the licence for the licence
holder legally to exercise the privileges of the licence.
If the flight test is a re-test following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
19.4.4
General Knowledge Quiz
Reserved
19.4.5
Review Flight Planning
Reserved
19.4.6
Assessing Non-technical skills
Non-technical skills is a complex of resources, e.g. knowledge and attitude, enabling the
pilot to safely handle the aeroplane with due regard to rules and regulations, whatever the
circumstances, both on the ground and in the air.
The examiner should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within Schedule 2, Section 2, NTS1 & NTS2 of the CASR Part 61
MOS.
An applicant should not be deemed competent in these competencies (by default) simply
from an “uneventful flight”, rather, the NTS competencies encapsulated by airmanship,
CRM, decision making, situational awareness and threat and error management, to name
a few, should be assessed either in flight under actual conditions (traffic/weather/terrain) or
through pre-planned scenarios presented to the applicant by the examiner.
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19.5
Flight Component
Reserved
19.5.1
Flight Assessment
Reserved
19.5.2
Manage Non-normal and Emergency Conditions
Reserved
19.5.3
Simulated Emergencies
An Examiner should not introduce simultaneous multiple unrelated simulated emergency or
non-normal situations during the flight test.
After a simulated failure, the Examiner should ensure that the aeroplane/simulator is
configured back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked, (e.g. subsequent system
failures following an engine failure).
Applicants should not be given a second opportunity to demonstrate a manoeuvre unless,
in the opinion of the examiner, the circumstances causing failure of the first attempt were
outside the control of the applicant in the test environment.
The examiner should have regard to the in-flight conditions and comply with company
operating procedures in relation to simulating emergencies. The safety of the aeroplane
should never be in doubt when simulating emergencies/failures.
19.5.4
Failure Assessment
Reserved
19.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
To ensure effective dissemination of unsatisfactory performance criteria, in addition to the
verbal de-briefing, the Examiner should ensure sufficient detail is entered into the
applicant’s training record to allow the operator to construct a remedial training program.
19.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, 142 operator and
CASA

Within 14 days complete the FTNS notification requirements.
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20 Airship Class Rating Flight Test (Reserved)
This chapter is reserved.
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21
21.1
Instrument Rating Flight Test – Aeroplane and
Helicopter
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 5 of the CASR Part 61 MOS for the issue of an
Instrument Rating and associated endorsements.
21.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the instrument rating
flight test.
1.
An examiner must ensure that the flight component is conducted under the
Instrument Flight Rules (IFR).
2.
An examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
3.
A simulated engine failure after take-off must not be at a height below 400ft and
shall be conducted by day in VMC.
4.
A simulated engine failure in the cruise or instrument approach procedure must be
conducted by day.
5.
An assessment of upset situations and unusual attitudes must be flown by day in
visual conditions.
6.
An examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
7.
After a simulated failure, the examiner must ensure the aircraft/simulator is
configured back to a normal operating mode before another simulated failure may
be introduced, except where the simulated failures are linked.
8.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
9.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
21.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
Examiners should assess the applicant’s performance against the competencies contained
in schedule 5 of the Part 61 MOS and the requirements of the applicable flight test report
form.
The examiner should ascertain, prior to the day of the flight test, whether the Part 141 or
142 operator has completed the Knowledge Deficiency Report (KDR) requirements. It is
strongly recommended that KDR assessment be conducted by the Head of Operations
(HOO) in advance of the flight test. If the KDR has not been completed by the Head of
Operations (HOO), the examiner should complete this prior to the flight component. Where
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the examiner conducts the KDR assessment, this should be on the (first) day of flight test
notification (FTNS).
21.3.1
Use of Multi-Engine Aircraft
If the flight test is conducted in a multi-engine aeroplane, the examiner should simulate at
least two engine failures in simulated IMC (an engine failure after take-off and an engine
failure during the cruise). A simulated engine failure after take-off should not be at a height
below 400ft and shall be conducted in day VFR conditions. A simulated engine failure in
the cruise should be conducted in day VFR conditions.
21.3.2
Flight Test
To assess the applicant against, CIR.2, CIR.3, CIR.4, and CIR.5, CIR.6 competencies, the
navigation task should be not be less than 2.0 hours of flight time (without taking into
account any airspace restrictions i.e Bankstown/Essendon). This is in addition to the time
required for conducting instrument approaches.
21.4
21.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
21.4.2
Documents
Document Review
The examiner should confirm that an applicant for an instrument rating satisfies the
requirements in the CASR for the grant of the licence. The certification, training records,
logbook, licence and medical certificate should be checked.
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a PPL or CPL
Passes in required aeronautical knowledge examination- The examiner should sight
the applicant’s theory examination pass records if applicable.
Has completed required training – The examiner should review the applicant’s pilot
training file to be satisfied they have completed the required training.
Has required aeronautical experience – The examiner should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the test is to be conducted in an aeroplane, a valid medical
certificate appropriate for the Class of licence should accompany the licence for the licence
holder legally to exercise the privileges of the licence.
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If the flight test is a retest following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
21.4.3
General Knowledge Quiz
Knowledge requirements as listed in Schedule 5 CASR Part 61 MOS should be
satisfactorily covered during the ground component.
21.4.4
Review the Flight Planning
As part of the flight test an applicant should complete:

A flight plan

A fuel plan
When reviewing the applicant's flight preparation documents, examiners should be satisfied
that the data on which the planning decisions and calculations have been made is valid
(forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
Examiners should ensure through considered questioning, that the preparation is solely the
work of the applicant and meets the knowledge standards as applicable.
21.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures – the applicant should demonstrate awareness and practical application
of IFR procedures throughout the flight test.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
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Additionally, CIR applicants should demonstrate efficient and effective decision making,
continuous situational awareness and confident task management whilst maintaining
positive and smooth aircraft control.
21.5.1
Pre-Flight Brief and Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

References (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying operation /
simulation of passengers),

The expectations of the applicant during the simulation of Instrument conditions,
visual flight conditions and any simulated weather when advised “visual” by the
examiner,

The expectations when operating the aircraft at the minima (i.e. numerical
tolerances),

Multiple flights and the assessment of competencies (if applicable)
Examiners should observe and assess the applicant conducting a daily inspection. This
does not have to be the daily inspection used for maintenance release certification.
21.5.2
Use of Automation
The applicant may use the automation systems fitted to the aircraft unless otherwise
directed by the examiner.
The applicant should demonstrate proficiency to operate the aircraft for at least one
instrument approach without the autopilot or flight director being used.
If the flight test is conducted in an aircraft certified for single pilot operation, the Examiner
should not perform any duty essential to the operation of the aircraft. Example, if the autopilot is not available, they may not “act” as the auto-pilot.
21.5.3
Assessing – Perform an Instrument Approach 1 engine inoperative
(CIR.9)
When the flight test is conducted in a multi-engine aircraft, the examiner should ensure one
approach is conducted 1 engine inoperative in simulated IMC. This simulated engine failure
shall be initiated not later than the FAF and include a segment of this missed approach
sufficient to assess competency.
21.5.4
Assessing – Limited Instrument Panel Manoeuvres (IFL.2)
The examiner may determine competency of limited panel manoeuvres:

without reference to the primary attitude indicator/display and

Without reference to the primary heading indicator/display simultaneously.
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The assessment of manoeuvres ‘without reference to reliable airspeed indication should be
assessed where the applicant has access to serviceable primary attitude and heading
displays.
21.5.5
Circling Approach
The circling approach should be demonstrated as the continuation of the published
aerodrome instrument approach from the specified minima. The instrument approach and
circling manoeuvres should be flown onto the actual aerodrome named on the instrument
approach plate.
The circling approach should not be flown as a standalone low level circuit.
21.5.6
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies / failures.
21.5.7
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate procedures and separation,

Descent / ascent below / above any specified altitude limitations when operating in
IMC or simulated IMC,

Failure to maintain descent minima’s,

Loss of situational awareness.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. For example - but are not limited to:
• Sustained failure to comply with hand over take over drill.
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21.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
21.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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22 Instrument Rating Proficiency Check – Aeroplane and
Helicopter
22.1
Overview
The aim of this proficiency check is to allow the applicant to demonstrate the knowledge,
skills and attitudes as required in Schedule 6 of the CASR Part 61 MOS for the Instrument
Rating proficiency check.
22.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the IR proficiency
check. Requirements 3, 4 and 5 only apply if the proficiency check is conducted in an
aircraft.
1. The examiner must ensure that the flight component is conducted under the Instrument
Flight Rules (IFR).
2. The examiner must ensure that the ground component of the proficiency check is
successfully completed prior to conducting the pre-flight briefing and flight component of
a proficiency check.
3. A simulated engine failure in the cruise or instrument approach procedure must be
conducted by day.
4. An assessment of upset situations and unusual attitudes must only be flown by day in
visual conditions.
5. The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
6. After a simulated failure, the examiner must ensure the aircraft is configured back to a
normal operating mode before another simulated failure may be introduced, except
where the simulated failures are linked.
7. Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
8. Where credits are available for proficiency check items they are valid for 28 days only.
After 28 days, the proficiency check must be conducted in full.
22.3
Testing Methodology
Examiners should apply the proficiency check methodology described in section 03
Proficiency check Principles and Standardisation.
Examiners should assess the applicant’s performance against the competencies contained
in schedule 6 of the Part 61 MOS.
22.4
22.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,
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
The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
22.4.2
Documents
Document Review
Before commencing the proficiency check, the examiner should check the applicant holds
a relevant licence and instrument rating with associated endorsements. Additionally there
should be sufficient blank space in the appropriate section of the licence to enter the
proficiency check details after satisfactory completion.
If for any reason the applicant is unable to provide the above documentation, the examiner
should consider their obligations under CASR 61.1305.
22.4.3
General Knowledge Quiz
Knowledge requirements as listed in Schedule 6 CASR Part 61 MOS should be
satisfactorily covered during the ground component.
22.4.4
Review the Flight Planning
The applicant should complete a fuel plan and flight plan.
When reviewing an applicant's flight preparation documents, the applicant should be able
to demonstrate that the data on which the planning decisions and calculations have been
made is valid (forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
22.5
Flight Component
The proficiency check should be designed such that all required components can be
assessed in a logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the proficiency check the applicant’s knowledge
may be further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.
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
Procedures – the applicant should demonstrate awareness and practical application
of IFR procedures throughout the proficiency check.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, proficiency check applicants should demonstrate efficient and effective
decision making, continuous situational awareness and confident task management whilst
maintaining positive and smooth aircraft control.
22.5.1
Pre-Flight Brief
In accordance with the proficiency check principles in section 03, examiners should brief
the applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

References (for flight tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying operation /
simulation of passengers),

The expectations of the applicant during the simulation of Instrument conditions,
visual flight conditions and any simulated weather when advised “visual” by the
examiner, and the expectations when operating the aircraft at the applicable minima,

Multiple flights and the assessment of competencies (if applicable)
22.5.2
Daily Inspection
Examiners should observe and assess the applicant conducting a daily inspection as
applicable for the aircraft type or class. This does not have to be the daily inspection used
for maintenance release certification.
22.5.3
Use of Automation
The applicant may use the automation systems fitted to the aircraft unless otherwise
directed by the examiner.
The applicant should demonstrate proficiency to operate the aircraft for at least one
instrument approach without the autopilot or flight director being used.
If the proficiency check is conducted in an aircraft certified for single pilot operation, the
examiner should not perform any duty essential to the operation of the aircraft. Example; if
the auto-pilot is not available, they may not “act” as the auto-pilot.
22.5.4
Use of Flight Simulation Training Devices
Instrument proficiency checks can be conducted in either an aircraft or an approved Flight
Simulation Training Device (FSTD). The approval should specifically approve the conduct
of Instrument Proficiency Checks in the specific FSTD device. Where a FSTD is used in a
single pilot environment, the examiner should not occupy a control seat.
22.5.5
Assessing ‘Limited Instrument Panel Manoeuvres’ (IFL.2)
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The examiner should determine competency of limited panel manoeuvres:

without reference to the primary attitude indicator/display and

without reference to the primary heading indicator/display.
The assessment of manoeuvres ‘without reference to reliable airspeed indication
should only be assessed where the applicant has access to serviceable primary attitude
and heading displays.
22.5.6
Circling Approach
The circling approach should be demonstrated as the continuation of the aerodrome
instrument approach from the specified minima. The instrument approach and circling
manoeuvres should be flown onto the actual aerodrome named on the instrument
approach plate.
The circling approach should not be flown as a standalone low level circuit.
22.5.7
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/ failures.
22.5.8
Co-pilot Instrument Rating
Where the applicant for an IPC has a co-pilot limitation on their instrument rating, the
following requirements apply:
If the IPC is conducted in an aircraft,
1. the examiner should occupy the command control seat and carry out all command
functions.
If the IPC is conducted in a FSTD;
1. the examiner may either occupy the command control seat and carry out all command
functions or,
2. a suitably qualified pilot may occupy the command control seat and carry out all
command functions with the examiner occupying an observer seat.
The following items are NOT required to be assessed when conducting an IPC for a copilot instrument rating

CIR.1 paragraphs 2.1(c) and (d)

CIR.2 paragraphs 2.2(b) and (d)

CIR.4

CIR.9
The examiner should use the Instrument Rating Proficiency Check form and mark the
items not assessed with an “N”.
22.5.9
Failure Assessment
If fail assessment is made, the proficiency check should be terminated at that time. Credits
for test items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
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Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate procedures and separation,

Descent / ascent below / above any specified altitude limitations when operating in
IMC or simulated IMC,

Failure to maintain descent minima’s,

Loss of situational awareness.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:
• Sustained failure to comply with hand over take over drill.
22.6
Post Flight
Examiners should debrief the applicant as soon as practicable after the conclusion of the
flight component.
22.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the proficiency check notification
form and proficiency check report. Provide a copy of these reports to the pilot and
CASA

Within 14 days complete the FTNS notification requirements.
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23 Private Instrument Rating Flight Test – Aeroplane and
Helicopter
23.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Schedule 5 of the CASR Part 61 MOS for the private instrument
rating flight test.
23.2
Examiner Requirements
The following requirements are applicable to the conduct of the private instrument rating
flight test.
1.
The examiner must ensure that the flight component is conducted under the
Instrument Flight Rules (IFR).
2.
The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
3.
A simulated engine failure after take-off must not be initiated at a height less than
400ft and must only be conducted by day in VMC.
4.
A simulated engine failure in the cruise or instrument approach procedure must be
conducted by day.
5.
An assessment of upset situations and unusual attitudes must only be flown by day
in visual conditions.
6.
The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
7.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
8.
Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment
9.
Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
23.2.1
Use of Multi-Engine Aircraft
The flight test may be undertaken in a multi-engine aircraft.
Demonstration of competence for a private instrument rating endorsement in one aircraft
category does not satisfy demonstration of competence in another category. Additionally,
competence in a single-engine aircraft does not satisfy competence in a multi-engine
aircraft. Refer 1.3 of appendix N.1 of schedule 5 in the part 61 MOS.
23.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight test
Principles and Standardisation.
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Examiners should assess the applicant’s performance against the competencies contained
in schedule 5 of the Part 61 MOS and the requirements of the applicable instrument rating
flight test report form.
For the purpose of clause 1.2 of appendix N.1, schedule 5 in the Part 61 MOS, where the
test is for the grant of an additional private instrument endorsement, competency need only
be assessed in the units and elements applicable to the private instrument endorsement
sought.
23.4
23.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
23.4.2
Documents
Document Review
Examiners should confirm that an applicant for a PIR satisfies the requirements in the
CASR for the grant of the rating. The certification, training records, logbook, licence and
medical certificate should be checked.
Passes in required theory examinations - Examiners should sight the applicant’s theory
examination pass records.
Has required aeronautical experience - Examiners should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Has completed required training - Examiners should review the applicant’s pilot training
file to be satisfied they have completed the required training.
If the flight test is a retest following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
23.4.3
General Knowledge Quiz
Knowledge requirements 2.1(a) through (o) as listed in Schedule 5 CASR Part 61 MOS
should be satisfactorily covered during the ground component.
If required, the examiner should refer to the underpinning knowledge requirements for each
of the relevant unit codes and relevant aeronautical knowledge requirements listed in
Schedule 3 for further guidance on questioning topics.
23.4.4
Review the Flight Planning
The applicant should complete a fuel plan and flight plan.
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When reviewing an applicant's flight preparation documents, the applicant should be able
to demonstrate that the data on which the planning decisions and calculations have been
made is valid (forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
23.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures – the applicant should demonstrate awareness and practical application
of IFR procedures throughout the flight test.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, flight test applicants should demonstrate efficient and effective decision
making, continuous situational awareness and confident task management whilst
maintaining positive and smooth aircraft control.
23.5.1
Pre-Flight Brief and Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

References (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying operation /
simulation of passengers),
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
The expectations of the applicant during the simulation of Instrument conditions,
visual flight conditions and any simulated weather when advised “visual” by the
examiner,

The expectations when operating the aircraft at the minima (i.e. numerical
tolerances),

Multiple flights and the assessment of competencies (if applicable)
Examiners should observe and assess the applicant conducting a daily inspection as
applicable for the aircraft type or class. This does not have to be the daily inspection used
for maintenance release certification.
23.5.2
Use of Automation
The applicant may use the automation systems fitted to the aircraft unless otherwise
directed by the Examiner.
The applicant should demonstrate proficiency to operate the aeroplane for at least
one instrument approach without the autopilot or flight director being used.
If the flight test is conducted in an aircraft certified for single pilot operation, the examiner
should not perform any duty essential to the operation of the aircraft. Example, if the autopilot is not available, they may not “act” as the auto-pilot.
23.5.3
Endorsement Standards
For the purpose of the Navigation private instrument endorsement, at least one of NDB,
VOR/LLZ or GNSS should be assessed.
If the flight test includes a departure endorsement, the assessment should be conducted in
a suitably equipped aircraft.
If the flight test includes an approach endorsement, the assessment should be conducted
at the actual aerodrome of the published approach procedure and include a sector entry,
holding pattern and missed approach.
Category or class private instrument endorsement - If the flight test is for the grant of an
additional aircraft category or class private instrument endorsement, the applicant should
demonstrate her or his competency performing the 2D approach operations that he or she
is authorised to conduct.
3D approach endorsement - If the flight test includes an RNP APCH - 3D private
instrument endorsement the examiner should ensure the applicant already holds the
Navigation – GNSS private instrument endorsement and Approach - RNP APCH - 2D
private instrument endorsement. (refer table 61.935).
23.5.4
Circling Approach
If the flight test includes a circling approach, the circling approach should be demonstrated
as the continuation of the aerodrome instrument approach from the specified minima. The
instrument approach and circling manoeuvres should be flown onto the actual aerodrome
named on the instrument approach plate.
The circling approach should not be flown as a standalone low level circuit.
23.5.5
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies / failures.
23.5.6
Failure Assessment
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If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate procedures and separation,

Descent / ascent below / above any specified altitude limitations when operating in
IMC or simulated IMC,

Failure to maintain descent minima’s,

Loss of situational awareness.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:
• Sustained failure to comply with hand over take over drill.
23.6
Post Flight
Examiners should debrief the applicant as soon as practicable after the conclusion of the
flight component.
23.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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24 Night VFR Rating Flight Test – Aeroplane and
Helicopter
24.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 5 of the CASR Part 61 MOS for the issue of a Night VFR
Rating and an associated endorsement.
24.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the NVFR flight test.
1. The examiner must ensure that the navigation and circuit components of the flight
test are conducted by night under the V.F.R.
2. An assessment of upset situations, unusual attitudes and simulated engine failures,
must be flown by day, under the VFR.
3. The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
4. After a simulated failure, the examiner must ensure the aircraft/simulator is
configured back to a normal operating mode before another simulated failure may be
introduced, except where the simulated failures are linked.
5. The examiner must ensure that the ground component of the flight test is
successfully completed prior to conducting the pre-flight briefing and flight component
of a flight test.
6. Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
7. Where credits are available for flight test items they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
24.2.1
Use of IFR Procedures
If IFR procedures are used for a positioning flight, this part of the flight should not form part
of the flight test or be taken into account in the flight test flight time. A full stop landing and
shutdown should terminate the IFR flight segment before commencing the NVFR
assessment flight sequences.
The NVFR flight test should be concluded by a full stop landing and shutdown in VFR
conditions before commencing the IFR return positioning flight.
Only the flight time associated with the NVFR flight test should be considered as the flight
time for the flight test.
If the NVFR applicant holds a valid CIR and elects to convert to IFR during the NVFR
assessment flight, then a fail assessment should be recorded and no NVFR flight
component test credits are to be given.
24.2.2
Use of Multi-Engine Aircraft
If the flight test is conducted in a multi-engine aeroplane, the examiner should simulate at
least two engine failures in simulated IMC (an engine failure after take-off and an engine
failure during the cruise). A simulated engine failure after take-off should not be at a height
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below 400ft and shall be conducted in day VFR conditions. A simulated engine failure in
the cruise should be conducted in day VFR conditions.
24.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for unhurried preparation and planning.
Examiners should assess the applicant’s performance against the competencies contained
in schedule 2 of the Part 61 MOS and the requirements of the applicable flight test report
form.
To adequately assess the applicant against the NTS 1, NTS 2, IFF, IFL, NVR1 and NVR 2
or 3 competencies, the flight test should be not less than 2.5 hours of total flight time.
24.4
24.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
24.4.2
Documents
Document Review
The examiner should confirm that an applicant for a NVFR satisfies the requirements in the
CASR for the grant of the licence. The certification, training records, logbook, licence and
medical certificate should be checked.
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a PPL, CPL, MPL or ATPL.
Passes in required aeronautical knowledge examination- The examiner should sight
the applicant’s theory examination pass records if applicable.
Has completed required training – The examiner should review the applicant’s pilot
training file to be satisfied they have completed the required training.
Has required aeronautical experience – The examiner should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the test is to be conducted in an aeroplane, a valid medical
certificate appropriate for the Class of licence should accompany the licence for the licence
holder legally to exercise the privileges of the licence.
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If the flight test is a retest following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
24.4.3
General Knowledge Quiz
Questions for the oral quiz should be based on the relevant aeronautical knowledge
requirements listed in Schedule 3 of the CASR Part 61 MOS.
24.4.4
Review the Flight Planning
As part of the flight test an applicant should complete the below:

A flight plan

A fuel plan
When reviewing an applicant's flight preparation documents, the applicant should be able
to demonstrate that the data on which the planning decisions and calculations have been
made is valid (forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
Examiners should ensure through considered questioning, that the preparation is solely the
work of the applicant and meets the knowledge standards as applicable.
24.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aeroplane may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
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24.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers),

The expectations of the applicant during the diversion procedure simulation,

Multiple flights and the assessment of competencies (if applicable)
Examiners should observe and assess the applicant conducting a daily inspection. This
does not have to be the daily inspection used for maintenance release certification.
24.5.2
Navigation Assessment
The navigation task should be a cross-country flight of sufficient complexity to allow the
examiner to assess every element listed in schedule 5 of the CASR Part 61 MOS for the
issue of a Night VFR Rating.
The navigation task should be designed such that all of the components can be assessed
in a logical sequence. There should be at least one sector of sufficient distance that allows
the applicant’s navigation technique to be adequately assessed. The use of navigation aids
on this sector is acceptable. This sector should be of a sufficient duration to enable the
opportunity to assess:

Multiple navigation cycles,

Track correction techniques,

Continued maintenance of navigation and fuel logs (ETAs and fuel status)

Position fixing at suitable intervals.
Importantly, examiners should be satisfied that the applicant is using a suitable navigation
methodology that is supported by sound reasoning and application of recognised NVFR
navigation procedures.
Assessing ‘Non-Technical Skills’ (NTS 1/NTS 2)
Examiners should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within schedule 2 of the CASR Part 61 MOS. An applicant should
not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
examiner.
Assessing ‘Perform Diversion Procedure’ (NVR2.13 OR NVR3.11)
In order to assess the performance criteria of ‘Perform Diversion Procedure’, examiners
should provide a suitable scenario that will enable the applicant to ‘self-select’ the ‘alternate
aerodrome’, ‘navigation aid’ and the ‘revised track’.
Examiners should ensure that the applicant is at a known position prior to introducing the
diversion task.
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24.5.3
General Handling Assessment
It is recommended the examiner separated the airborne assessment into two flights General handling (prior to last light) and navigation (by night). Where the flight test includes
a ‘prior to last light’ component, the only elements that may be assessed by day are
marked with a #.

IFF.2 – Perform manoeuvers using full instrument panel

IFF.3# – Recover from upset situations and unusual attitudes

IFL.1 – Recognise failure of attitude indicator and/or stabilised heading indicator

IFL.2 – Perform Manoeuvers – Limited Panel

IFL.3# – Recover from upset situations and unusual attitudes – limited panel

IFL.4 - Re-establish visual flight

NVR3.9# – Engine failure after take-off (for multi-engine aircraft)

NVR3.12# – Engine failure during cruise (for multi-engine aircraft)
Where the airborne assessment is separated into two flights, the applicant should be
advised that an initial assessment of competency does not preclude later and continuing
assessment in these elements.
Assessing ‘Limited Instrument Panel Manoeuvers’ (IFL)
Examiners may determine competency of ‘without reference to the primary attitude
indicator/display’ (A8.1a) and ‘without reference to the primary heading indicator/display’
(A8.1b) simultaneously. The assessment of manoeuvers ‘without reference to reliable
airspeed indication’ (A8.1c) should be flown with the primary attitude indicator and primary
heading indicator available to the applicant.
Assessing ‘Control Aircraft on the ground at night’ (NVR1.1)
To allow assessment of the ‘control aircraft on the ground at night’ (NVR1.1) performance
criteria, the examiner should ensure the applicant conducts a full stop landing and vacates
the active runway at an aerodrome other than the departure aerodrome.
24.5.4
Simulated Emergencies
When simulating emergencies / failures to assess NVR2.12 (where applicable), the safety
of the aircraft should never be in doubt.
24.5.5
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,
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
Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC (excluding the immediate execution of a manoeuver to reestablish visual flight where IMC was not either forecast or required),

Failure to maintain appropriate VFR procedures and separation,

Failure to follow published procedures (including radio),

Descent below minimum heights (e.g. LSALT).
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained failure to comply with hand over take over drill.
24.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
24.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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25 Night VFR Rating Flight Test – Balloon – (Reserved)
This chapter is reserved.
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26
26.1
Night Vision Imaging System Rating Flight Test
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 5 of the CASR Part 61 MOS for the issue of a Night
Vision Imaging System (NVIS) RATING.
26.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the NVIS Rating
flight test.
1. If the flight test is conducted in a multi-engine Helicopter, the examiner must simulate at
least one engine failure under NVIS flight (an engine failure after take-off, during landing
or engine failure during the cruise). A simulated engine failure after take-off must not be
at a height below 400ft.
2. Examiners must assess at least one take-off, circuit and landing at an HLS which is
remote from ground/cultural illumination.
3. Examiners must not introduce simultaneous, multiple unrelated simulated emergencies
or abnormal situations during the flight.
4. After a simulated failure, the examiner must ensure the aircraft/simulator is configured
back to a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
5. Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight test.
6. Examiners must ensure the aircraft/simulator is operated in accordance with procedures
specified in the aircraft flight manual and Operations Manual NVIS supplement.
7. To ensure effective dissemination of unsatisfactory performance criteria, in addition to
the verbal de-briefing, the examiner should ensure sufficient detail is entered in to the
applicant’s training record to allow the operator to construct a remedial training program.
8. Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
9. Where credits are available for flight test items they are valid for 28 days only. After 28
days, the flight test must be conducted in full.
26.2.1
Use of IFR Procedures
If IFR procedures are used for a positioning flight, this part of the flight should not form part
of the NVIS flight test or be taken into account in the NVIS flight test flight time.
Only the flight time associated with the NVIS rating flight test should be considered as the
flight time for the flight test.
26.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of all required
assessment components to allow for unhurried preparation and planning by the applicant.
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Examiners should assess the applicant’s performance against the competencies listed in
schedule 2 of the Part 61 MOS and the requirements of the applicable flight test report
form.
To adequately assess the applicant against the NTS 1, NTS 2, IFF, IFL and NVI
competencies, the flight test should be not less than 1.5 hours of total NVIS flight time.
Examiners should have regard for the operating procedures prescribed within an
Operations Manual provided by the relevant operator.
26.4
26.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
26.4.2
Documents
Document Review
The examiner should confirm that an applicant for a NVIS rating satisfies the requirements
in the CASR for the grant of the licence. The certification, training records, logbook, licence
and medical certificate should be checked.
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a CPL or ATPL.
Passes in required aeronautical knowledge examination- The examiner should sight
the applicant’s theory examination pass records if applicable.
Has completed required training – The examiner should review the applicant’s pilot
training file to be satisfied they have completed the required training.
Has required aeronautical experience – The examiner should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the test is to be conducted in an aeroplane, a valid medical
certificate appropriate for the Class of licence should accompany the licence for the licence
holder legally to exercise the privileges of the licence.
If the flight test is a retest following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant.
26.4.3
General Knowledge Quiz
Questions for the oral quiz should be based on the relevant aeronautical knowledge
requirements listed in Schedule 3 of the CASR Part 61 MOS.
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26.4.4
Review the Flight Planning
When reviewing an applicant's flight preparation documents, the applicant should be able
to demonstrate that the data on which the planning decisions and calculations have been
made is valid (forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
Examiners should ensure that all flight planning preparation is solely the work of the
applicant and meets the knowledge standards as applicable.
26.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
A competent performance in operating the helicopter is one in which the pilot is in
command of the helicopter and is able to manage unplanned situations to achieve the
desired task outcome. The applicant’s performance will be assessed on knowledge,
technique, judgement and appropriate aircraft handling. The following definitions are
provided to assist examiners in assessing the flight component of the NVIS rating
assessment:

Technique - the method by which a task is performed. There may be more than one
acceptable technique, and examiners should take this into account in their
assessment.

Judgement - is of particular importance with respect to environmental conditions and
effects, such as illumination, cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.

Accuracy - accuracy in the control of height, airspeed, heading and balance should
be of an acceptable standard.
Assessment should be based on the techniques used by the applicant and not just the
ability to perform the task within specified tolerances in Schedule 8 of the Manual of
Standards.
Sound judgement and decision-making should be displayed. Under some flight conditions
(e.g., turbulence or poor illumination) the pilot's technique may be sound; however the
helicopter may deviate outside specified tolerances for short periods. In such cases the
examiner should take prevailing flight conditions into account when assessing the
applicant.
26.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for tolerances detailed in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers).
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Examiners should observe and assess the applicant conducting a daily inspection of the
aircraft and the applicable NVIS equipment. This inspection does not have to be the daily
inspection used for maintenance release certification.
26.5.2
Navigation Assessment
The navigation component should be of sufficient complexity to allow the examiner to
assess every element listed in schedule 5 of the CASR Part 61 MOS for the issue of a
NVIS Rating.
The navigation component should be designed such that all of the components may be
assessed in a logical sequence. There should be at least one sector of sufficient distance
that allows the applicant’s navigation technique to be adequately assessed. This sector
should be of sufficient duration to enable the assessment of:

Continued maintenance of navigation and fuel logs (ETAs and fuel status)

Position fixing at suitable intervals.

Navigation by an appropriate route taking into account ambient illumination and
obstacles/hazards.
Examiners should be satisfied that the applicant is using a suitable navigation methodology
that is supported by sound decision making and application of appropriate NVIS navigation
techniques.
26.5.3
General Handling Assessment
Assessment to include the following

IFF.2 – Perform manoeuvres using full instrument panel. Perform transition from
NVIS flight to IFR following simulated inadvertent failure of NVG equipment.

IFL.1 – Recognise failure of selected aircraft flight instruments.

IFL.4 – Re-establish visual flight or continue flight under the IFR as appropriate.

NVI.
To allow assessment of all ‘Perform circuit procedures using NVG’ (NV1.2) performance
criteria, the examiner should ensure the applicant conducts an approach to the hover in
addition to the required manoeuvres within the HLS.
26.5.4
Simulated Emergencies
When simulating emergencies / failures to assess NV1.3 (where applicable), the safety of
the aircraft should never be compromised.
26.5.5
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,
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
Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate NVIS procedures and separation,

Failure to follow published procedures (including radio),

Descent below authorised heights.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to maintain NVIS scan.

Sustained failure to employ NVIS CRM procedures

Sustained failure to comply with hand over take over drill.
26.6
Post Flight
Examiners should debrief the applicant and the flying training organisation as soon as
practicable after the conclusion of the completed assessment.
26.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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27 Night Vision Imaging System Proficiency Check
27.1
Overview
The aim of this proficiency check is to allow the applicant to demonstrate continued
proficiency in the knowledge, skills and attitudes as required in Appendix 5 of the CASR
Part 61 MOS for the conduct of Night Vision Imaging System operations
27.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the NVIS Rating
proficiency check.
1. If the proficiency check is conducted in a multi-engine Helicopter, the examiner must
simulate at least one engine failure under NVIS flight (an engine failure after take-off,
during landing or engine failure during the cruise). A simulated engine failure after takeoff must not be at a height below 400ft.
2. Examiners must assess at least one take-off, circuit and landing at an HLS which is
remote from ground/cultural illumination.
3. Examiners must not introduce simultaneous, multiple unrelated simulated emergencies
or abnormal situations during the flight.
4. After a simulated failure, the examiner must ensure the aircraft/simulator is configured
back to a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
5. Examiners must ensure that the ground component of the proficiency check is
successfully completed prior to conducting the pre-flight briefing and flight component of
a proficiency check.
6. Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
7. Where credits are available for proficiency check items they are valid for 28 days only.
After 28 days, the proficiency check must be conducted in full.
27.2.1
Use of IFR Procedures
If IFR procedures are used for a positioning flight, this part of the flight should not form part
of the NVIS proficiency check or be taken into account in the NVIS proficiency check flight
time.
Only the flight time associated with the NVIS rating proficiency check should be considered
as the flight time for the proficiency check.
27.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of all required
assessment components to allow for unhurried preparation and planning by the applicant.
Examiners should assess the applicant’s performance against the competencies listed in
schedule 2 of the Part 61 MOS and the requirements of the applicable proficiency check
report form.
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To adequately assess the applicant against the NTS 1, NTS 2, IFF, IFL and NVI
competencies, the proficiency check should be not less than 1.5 hours of total NVIS flight
time.
Examiners should have regard for the operating procedures prescribed within an
Operations Manual provided by the relevant operator.
27.4
27.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
27.4.2
Documents Review
Before commencing the proficiency check, the examiner should check the applicant holds
a relevant licence and applicable ratings with associated endorsements. Additionally there
should be sufficient blank space in the appropriate section of the licence to enter the
proficiency check details after satisfactory completion.
If for any reason the applicant is unable to provide the above documentation, the examiner
should consider their obligations under CASR 61.1305.
27.4.3
General Knowledge Quiz
Questions for the oral quiz should be based on the relevant aeronautical knowledge
requirements listed in Schedule 3 of the CASR Part 61 MOS.
27.4.4
Review the Flight Planning
When reviewing an applicant's flight preparation documents, the applicant should be able
to demonstrate that the data on which the planning decisions and calculations have been
made is valid (forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc.)
Examiners should ensure that all flight planning preparation is solely the work of the
applicant and meets the knowledge standards as applicable.
27.5
Flight Component
The proficiency check should be designed such that all required components can be
assessed in a logical sequence.
A competent performance in operating the helicopter is one in which the pilot is in
command of the helicopter and is able to manage unplanned situations to achieve the
desired task outcome. The applicant’s performance will be assessed on knowledge,
technique, judgement and appropriate aircraft handling. The following definitions are
provided to assist examiners in assessing the flight component of the NVIS rating
assessment:
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
Technique - the method by which a task is performed. There may be more than one
acceptable technique, and examiners should take this into account in their
assessment.

Judgement - is of particular importance with respect to environmental conditions and
effects, such as illumination, cloud, wind and turbulence.

Knowledge - during the course of the proficiency check the applicant’s knowledge
may be further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.

Accuracy - accuracy in the control of height, airspeed, heading and balance should
be of an acceptable standard.
Assessment should be based on the techniques used by the applicant and not just the
ability to perform the task within specified tolerances in Schedule 8 of the Manual of
Standards.
Sound judgement and decision-making should be displayed. Under some flight conditions
(e.g., turbulence or poor illumination) the pilot's technique may be sound; however the
helicopter may deviate outside specified tolerances for short periods. In such cases the
examiner should take prevailing flight conditions into account when assessing the
applicant.
27.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for tolerances detailed in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. passenger carrying private
operation / simulation of passengers).
Examiners should observe and assess the applicant conducting a daily inspection of the
aircraft and the applicable NVIS equipment. This inspection does not have to be the daily
inspection used for maintenance release certification.
27.5.2
Navigation Assessment
The navigation component should be of sufficient complexity to allow the examiner to
assess every element listed in schedule 6 of the CASR Part 61 MOS for the NVIS
proficiency check.
The navigation component should be designed such that all of the components may be
assessed in a logical sequence. There should be at least one sector of sufficient distance
that allows the applicant’s navigation technique to be adequately assessed. This sector
should be of sufficient duration to enable the assessment of:

Continued maintenance of navigation and fuel logs (ETAs and fuel status)

Position fixing at suitable intervals.
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
Navigation by an appropriate route taking into account ambient illumination and
obstacles/hazards.
Examiners should be satisfied that the applicant is using a suitable navigation methodology
that is supported by sound decision making and application of appropriate NVIS navigation
techniques.
27.5.3
General Handling Assessment
Assessment to include the following

IFF.2 – Perform manoeuvres using full instrument panel. Perform transition from
NVIS flight to IFR following simulated inadvertent failure of NVG equipment.

IFL.1 – Recognise failure of selected aircraft flight instruments.

IFL.4 – Re-establish visual flight or continue flight under the IFR as appropriate.

NVI.
To allow assessment of all ‘Perform circuit procedures using NVG’ (NV1.2) performance
criteria, the examiner should ensure the applicant conducts an approach to the hover in
addition to the required manoeuvres within the HLS.
27.5.4
Simulated Emergencies
When simulating emergencies / failures to assess NV1.3 (where applicable), the safety of
the aircraft should never be compromised.
27.5.5
Failure Assessment
If fail assessment is made, the proficiency check should be terminated at that time. Credits
for test items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate NVIS procedures and separation,

Failure to follow published procedures (including radio),

Descent below authorised heights.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to maintain NVIS scan.

Sustained failure to employ NVIS CRM procedures

Sustained failure to comply with hand over take over drill.
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27.6
Post Flight
Examiners should debrief the applicant and the flying training organisation as soon as
practicable after the conclusion of the completed assessment.
27.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the proficiency check notification
form and proficiency check report. Provide a copy of these reports to the pilot, and
CASA

Within 14 days complete the FTNS notification requirements.
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28 Low-Level Rating Flight Test – Aeroplane and
Helicopter
28.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 5 of the CASR Part 61 MOS for the issue of a Low Level
Rating and Associated Low Level Operations Endorsement.
28.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the Low Level
Operations Endorsement flight test.
1. An examiner must ensure that the flight component is conducted by day under the
V.F.R.
2. A simulated engine failure in low level operations must be conducted not below a height
of 200 ft. A simulated engine failure after take-off must not be at a height below 200ft.
3. Examiners must not introduce simultaneous, multiple unrelated simulated emergencies
or abnormal situations during the flight.
4. After a simulated failure, the examiner must ensure the aircraft is configured back to a
normal operating mode before another simulated failure may be introduced, except
where the simulated failures are linked.
5. Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight test.
6. Applicants should not be given a second opportunity to demonstrate a manoeuvre
unless, in the opinion of the examiner, the circumstances causing failure of the first
attempt were outside the control of the applicant in the test environment.
7. Where credits are available for flight test items they are valid for 28 days only. After 28
days, the flight test must be conducted in full.
28.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of the intended
navigation task to allow for adequate preparation and planning.
Examiners should assess the applicant’s performance against the competencies as
required by schedule 5 of the Part 61 MOS.
To adequately assess the applicant against the required competencies, the flight test
should be not less than 1.5 hours (dual/solo) of total airborne time.
28.4
28.4.1
Ground Component
Initial Brief to Applicants
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,
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
The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
28.4.2
Documents
Document Review
The examiner should confirm that an applicant for a Low Level rating satisfies the
requirements in the CASR for the grant of the rating. The certification, training records,
logbook, licence and medical certificate should be checked.
Current licence held- sight the applicant’s current licence to verify that the applicant holds
a PPL, CPL or ATPL.
Passes in required aeronautical knowledge examination- The examiner should sight
the applicant’s theory examination pass records if applicable.
Has completed required training – The examiner should review the applicant’s pilot
training file to be satisfied they have completed the required training.
Has required aeronautical experience – The examiner should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Medical certificate – If the test is to be conducted in an aeroplane, a valid medical
certificate appropriate for the Class of licence should accompany the licence for the licence
holder legally to exercise the privileges of the licence.
If the flight test is a retest following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant and a recommendation for flight test has been provided.
28.4.3
General Knowledge Quiz
For flight test report, questions for the oral quiz should be based on the relevant
aeronautical knowledge requirements listed in Schedule 3 of the CASR Part 61 MOS.
28.4.4
Review the Flight Planning
As part of the assessment for item 23, 30 or 37 (as applicable) of the flight test report, an
applicant should complete:

A flight log

Sortie plan

Fuel, weight and balance and performance calculations
When reviewing an applicant's flight preparation documents, examiners should be satisfied
that the data on which the planning decisions and calculations have been made is valid
(forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
Examiners should ensure through considered questioning, that the preparation is solely the
work of the applicant and meets the knowledge standards as applicable.
28.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
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A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment to
achieve a safe outcome.

Judgement and situational awareness - is applicable to all tasks but is of particular
importance in respect of environmental conditions and hazard assessment in low
level flight operations

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aircraft may deviate outside specified tolerances for short periods.
In such cases the assessment of technique should be the determining factor.
28.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:







Simulating emergencies,
Actual emergencies,
Pilot in command,
Transfer of control,
Ground references (for numerical tolerances in schedule 8 of the MOS),
The scenario applied to the test environment (e.g. bird scaring or survey / simulation
of observers),
Multiple flights and the assessment of competencies (if applicable)
Examiners should observe and assess the applicant conducting a daily inspection. This
does not have to be the daily inspection used for maintenance release certification.
28.5.2
Low level Assessment
The flight assessment should address the elements mentioned in the flight test report and
in accordance with the applicable section of schedule 5 of the Part 61 MOS.
Assessing ‘Non-Technical Skills’ (NTS1/NTS2)
Examiners should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within schedule 2 of the CASR Part 61 MOS. An applicant should
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not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
examiner.
28.5.3
Simulated Emergencies
When simulating emergencies/failures, the safety of the aircraft should never be in doubt.
28.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC (excluding the immediate execution of a manoeuver to reestablish visual flight where IMC was not either forecast or required),

Failure to maintain appropriate VFR procedures and separation,

Failure to identify hazards

Failure to identify populous or noise sensitive areas
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained failure to comply with hand over take over drill.
28.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
28.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process, the examiner should:

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the pilot and CASA

Within 14 days complete the FTNS notification requirements.
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29 Aerial Application Rating Flight Test – Aeroplane and
Helicopter
29.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 5 of the CASR Part 61 MOS for the issue of an Aerial
Application Rating and an associated endorsement..
29.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the Aerial Application
flight test.
1. A simulated engine failure in low level operations must be conducted not below a height
of 200ft. A simulated engine failure after take-off must not be at a height below 200ft.
2. Examiners must not introduce simultaneous, multiple unrelated simulated emergencies
or abnormal situations during the flight.
3. After a simulated failure, the examiner must ensure the aircraft is configured back to a
normal operating mode before another simulated failure may be introduced, except
where the simulated failures are linked.
4. Examiners must ensure that the ground component of the flight test is successfully
completed prior to conducting the pre-flight briefing and flight component of a flight test.
5. The flight test must be conducted in full. Applicants should not be given a second
opportunity to demonstrate a manoeuvre unless, in the opinion of the examiner, the
circumstances causing failure of the first attempt were outside the control of the
applicant in the test environment.
6. Where credits are available for flight test items they are valid for 28 days only. After 28
days
29.3
Testing Methodology
Examiners should apply the flight test methodology described in section 03 Flight Test
Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of the intended task to
allow for adequate preparation and planning.
Examiners should assess the applicant’s performance against the competencies contained
in schedule 5 of the Part 61
To adequately assess the applicant against the required competencies, the flight test
should not be less than 1.5 hours (dual/solo) of total flight time.
Examiners should have regard for the operating procedures prescribed within an
operations manual by the training organisation.
29.4
29.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,
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
The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
29.4.2
Documents
Document Review
Examiners should confirm that an applicant for a Aerial Application Rating satisfies the
requirements in the CASR for the grant of the rating. The certification, training records,
logbook, licence and medical certificate should be checked.
Passes in required theory examinations - Examiners should sight the applicant’s theory
examination pass records.
Has required aeronautical experience - Examiners should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Has completed required training - Examiners should review the applicant’s pilot training file
to be satisfied they have completed the required training.
If the flight test is a retest following a fail assessment, examiners should review the
applicants training record for evidence that appropriate remedial training has been carried
out with the applicant and a recommendation for flight test has been provided.
29.4.3
General Knowledge Quiz
For the Aerial Application flight test, the Examiner should ask questions on all items
mentioned in the ground component section of the CASA flight test report form.
29.4.4
Review the Flight Planning
As part of the assessment an applicant should complete:

A flight log

Sortie plan

Fuel, weight and balance and performance calculations
When reviewing an applicant's flight preparation documents, examiners should be satisfied
that the data on which the planning decisions and calculations have been made is valid
(forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
Examiners should ensure through considered questioning, that the preparation is solely the
work of the applicant and meets the knowledge standards as applicable
29.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:
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
Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment to
achieve a safe outcome.

Judgement and situational awareness - is applicable to all tasks but is of particular
importance in respect of environmental conditions and hazard assessment for low
level operations.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aeroplane may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
29.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the flight test principles in section 03, examiners should brief the
applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. bird scaring or survey / simulation
of observers),

Multiple flights and the assessment of competencies (if applicable)
Examiners should observe and assess the applicant conducting a daily inspection. This
does not have to be the daily inspection used for maintenance release certification.
29.5.2
Aerial Application Assessment
The flight assessment should address the elements mentioned in the flight test report and
in accordance with the applicable section of schedule 5 of the Part 61 MOS.
Assessing ‘Non-Technical Skills’ (NTS1/NTS2)
Examiners should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within schedule 2 of the CASR Part 61 MOS. An applicant should
not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
examiner.
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29.5.3
Simulated Emergencies
When simulating emergencies /failures, the safety of the aircraft should never be in doubt.
29.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC (excluding the immediate execution of a manoeuver to reestablish visual flight where IMC was not either forecast or required),

Failure to maintain appropriate VFR procedures and separation,

Descent below minimum heights.

Failure to identify hazards

Failure to identify populous or noise sensitive areas

Failure to conduct extra hazard check prior to clean up runs

Failure to dump in a simulated non-normal operation
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained failure to comply with hand over take over drill.
29.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
29.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process, the examiner should:

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
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30 Aerial Application Rating Proficiency Check
30.1
Overview
The aim of this flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes as required in Appendix 6 of the CASR Part 61 MOS for the conduct of an Aerial
Application Rating Proficiency Check.
30.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of the Aerial Application
Proficiency Check.
1.
A simulated engine failure in low level operations must be conducted not below a
height of 200ft. A simulated engine failure after take-off must not be at a height
below 200ft.
2.
Examiners must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
3.
After a simulated failure, the examiner must ensure the aircraft is configured back to
a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
4.
Examiners must ensure that the ground component of the proficiency check is
successfully completed prior to conducting the pre-flight briefing and flight
component of a flight test.
5.
The proficiency check must be conducted in full. Applicants should not be given a
second opportunity to demonstrate a manoeuvre unless, in the opinion of the
examiner, the circumstances causing failure of the first attempt were outside the
control of the applicant in the test environment.
6.
Where credits are available for proficiency check items they are valid for 28 days
only. After 28 days,
30.3
Testing Methodology
Examiners should apply the proficiency check methodology described in section 03
Proficiency check Principles and Standardisation.
The examiner should ensure the applicant is given adequate notice of the intended task to
allow for adequate preparation and planning.
Examiners should assess the applicant’s performance against the competencies contained
in schedule 5 of the Part 61 MOS.
30.4
30.4.1
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,
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
The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
30.4.2
Documents
Document Review
Before commencing the proficiency check, the examiner should check the applicant holds
a relevant licence and applicable ratings with associated endorsements. Additionally there
should be sufficient blank space in the appropriate section of the licence to enter the
proficiency check details after satisfactory completion.
If for any reason the applicant is unable to provide the above documentation, the examiner
should consider their obligations under CASR 61.1305.
30.4.3
General Knowledge Quiz
For the Aerial Application flight test, the Examiner should ask questions on all items
mentioned in the ground component section of the CASA flight test report form.
30.4.4
Review the Flight Planning
As part of the assessment for an applicant should complete:

A flight log

Sortie plan

Fuel, weight and balance and performance calculations
When reviewing an applicant's flight preparation documents, examiners should be satisfied
that the data on which the planning decisions and calculations have been made is valid
(forecast weather, NOTAMs, considered CTA avoidance, aircraft data etc).
Examiners should ensure through considered questioning, that the preparation is solely the
work of the applicant and meets the knowledge standards as applicable
30.5
Flight Component
The proficiency checks should be designed such that all required components can be
assessed in a logical sequence.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the proficiency check the applicant’s knowledge
may be further tested.
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
Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, sound judgement and decision-making should be displayed. It may be that on
some occasions flight conditions (eg, turbulence) are such that even though the pilot's
technique is sound the aeroplane may deviate outside specified tolerances for short
periods. In such cases the assessment of technique should be the determining factor.
30.5.1
Pre-Flight Brief & Daily Inspection
In accordance with the proficiency check principles in section 03, examiners should brief
the applicant on all items listed below:

Simulating emergencies,

Actual emergencies,

Pilot in command,

Transfer of control,

Ground references (for numerical tolerances in schedule 8 of the MOS),

The scenario applied to the test environment (e.g. bird scaring or survey / simulation
of observers),

Multiple flights and the assessment of competencies (if applicable)
Examiners should observe and assess the applicant conducting a daily inspection. This
does not have to be the daily inspection used for maintenance release certification.
30.5.2
Aerial Application Assessment
The flight assessment should address the elements mentioned in the flight test report and
in accordance with the applicable section of schedule 5 of the Part 61 MOS.
Assessing ‘Non-Technical Skills’ (NTS1/NTS2)
Examiners should pre-plan scenarios that will enable assessment of the NTS
competencies detailed within schedule 2 of the CASR Part 61 MOS. An applicant should
not be deemed competent in these competencies (by default) simply from an ‘uneventful
flight’. Rather, the NTS assessment should be pre-planned and well considered by the
examiner.
30.5.3
Simulated Emergencies
When simulating emergencies /failures, the safety of the aircraft should never be in doubt.
30.5.4
Failure Assessment
If fail assessment is made, the proficiency check should be terminated at that time. Credits
for test items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
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direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of immediate failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain VMC (excluding the immediate execution of a manoeuver to reestablish visual flight where IMC was not either forecast or required),

Failure to maintain appropriate VFR procedures and separation,

Descent below minimum heights.

Failure to identify hazards

Failure to identify populous or noise sensitive areas

Failure to conduct extra hazard check prior to clean up runs

Failure to dump in a simulated non-normal operation
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to lookout,

Sustained failure to comply with hand over take over drill.
30.6
Post Flight
Examiners should debrief the applicant and the flying training organisation in as soon as
practicable after the conclusion of the flight component.
30.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process, the examiner should:

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the proficiency check notification
form and proficiency check report. Provide a copy of these reports to the pilot and
CASA

Within 14 days complete the FTNS notification requirements.
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31
Flight Instructor Rating Flight Test
31.1
Overview
The Flight Instructor Role
Flight instructors should be good pilots and their flying should be smooth, polished and it
should also be spirited. An instructor should possess and outwardly demonstrate a high
standard of leadership, discipline, common sense and initiative.
Examiners are responsible for ensuring that these qualities are evident in an applicant
when making an assessment of the applicant for an instructor rating and associated
training endorsements.
Examiners are the key to ensuring the continuing high standard of flight instructors. Flying
Instructors in turn, are the key to the standard of flying training. Therefore examiners, when
assessing applicants for flight instructor ratings and training endorsements, directly
influence the standards of pilots.
It is of the utmost importance that examiners are aware of their responsibilities and role in
establishing and maintaining the standards of flying training. They should also be mindful of
the quality assurance aspects intrinsic in the assessment process for the issue of instructor
ratings and training endorsements.
Instructors should develop and enhance their own patience and perseverance. The training
and testing roles have different responsibilities and the latter is reserved for more
experienced instructors who are examiners.
Instructors and examiners involved in training and testing flying instructors need to develop
role playing skills acting as a pilot learning to fly. Instructors should be familiar with the
CASR Part 61 MOS which, amongst other matters, sets out the standards that should be
achieved during training.
The Flight Instructor Rating and Training Endorsement Flight Test
The aim of the flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes prescribed in Appendix 5 of the CASR Part 61 MOS for the issue of a flight
instructor rating and any associated training endorsement(s). The applicant should have
the ability to:

Apply suitable instructional techniques to ground and flying training situations,

Analyse student responses and determine corrective measures, when necessary,

Satisfactorily demonstrate air manoeuvres,

Conduct the pre-flight briefing and post-flight debriefing.
The flight test comprises two components:


Ground component:
o
Assessment of the Applicant’s knowledge from schedule 5 of the CASR Part
61 MOS,
o
Assessment of aeronautical knowledge training skills – long brief(s)
Flight component:
o
Pre-flight briefing (same as air exercise one),
o
Air Exercise One – A period of simulated in-flight instruction,
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o
Air Exercise Two – A period of in-flight demonstrations involving:
o
narrated sequences with no simulated student response,
o
fault analysis and
o
demonstrations of pure flying ability,
o
Post-flight briefing
An unsatisfactory final performance of any item or procedure results in an overall fail
assessment for the test. The examiner should terminate the flight test at the point where a
fail assessment is made. Where the ground component is completed satisfactorily and the
applicant fails an item in the flight component, credit may be given for the ground
component. Where credits are issued, they have value for a single retest only.
The duration of the flight test will be dependent on the complexity of the relevant training
endorsement. For example, the addition of design feature training endorsement to an
experienced instructor, may only take half a day. The issue of a grade one training
endorsement or a multi-crew pilot training endorsement should take most of a day.
Structure of the flight instructor rating and the associated endorsements
A flight instructor rating consists of the ‘core’ rating, with associated training endorsements.
The ‘initial’ grant of a flight instructor rating must include a test of competency for the
purpose of granting at least one training endorsement. The representations below provide
an illustration of the flight instructor rating structure.
Grade 1
Instrument
Rating
Example 1 – A flight instructor with
a sole Grade 3A training
endorsement.
Grade 2
Flight
Instructor
Rating
Night VFR
Grade 3A
Design
Feature
Glider
Towing
Spinning
Spinning
Flight
Instructor
Rating
Formation
Aerobatics
Aerobatics
Example 2 – An experienced flight
instructor rating holder with multiple
training endorsements.
Aerobatics
Formation
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Example 3 – An experienced
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training endorsements.
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31.2
31.2.1
Instructor Requirements
Applicability – All Training Endorsements
The following requirements are applicable to the conduct of a flight test for any training
endorsement.
1. Only emergency and abnormal systems failures listed in the test aeroplane flight manual
are to be simulated by an examiner during the flight component.
2. The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
3. After a simulated failure, the examiner must ensure the aircraft/simulator is configured
back to a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
4. The examiner must give the pre-flight briefing sequence on the day of the flight test.
5. The examiner must not give credits for any items of the ground component of the flight
test if that component of the flight test is terminated due to failure of an item.
6. The examiner must terminate the flight test at the point where a fail assessment is
made. This applies to either the ground or the flight components.
7. The examiner must complete and de-brief the ground component of the flight test prior
to the commencement of the flight component of the flight test. The flight component
includes the pre-flight briefing.
8. Where credits are available for flight test items, they are valid for 28 days only. After 28
days, the flight test must be conducted in full.
31.2.2
Applicability – Specific Training Endorsements
The following requirements are applicable to the conduct of a flight test for a training
endorsement related to a licence or rating.
Training Endorsement
1 - Grade 1 training
endorsement (category
specific)
Specific Requirements
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative basic
training aircraft.
2. LONG BRIEFINGS (2) - An examiner is to nominate a longbriefing sequence that is associated with the training for an
RPL, PPL or CPL. This is to be nominated on the day of the
flight test.
Second Long Briefing - An examiner is to give the applicant
advanced notice of a second long briefing to allow
appropriate time for research and preparation. The topic
may be on any subject involving flying standards or aviation
knowledge as described in schedule 3 of the Part 61 MOS,
as relevant to the licence level and aircraft category held by
the Applicant.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
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2 - Grade 2 training
endorsement (category
specific)
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative basic
training aircraft.
2. LONG BRIEF - An examiner is to nominate a long-briefing
sequence that is associated with the training for an RPL,
PPL, CPL. This is to be nominated on the day of the flight
test.
3 - Grade 3 training
endorsement
(Category Specific other
than aeroplanes)
3A - Grade 3 training
endorsement
(Aeroplane)
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative basic
training aircraft.
2. LONG BRIEF - An examiner is to nominate a long-briefing
sequence that is associated with the training for an RPL.
This is to be nominated on the day of the flight test.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative basic
training aircraft.
2. LONG BRIEF - An examiner is to nominate a long-briefing
sequence that is associated with the training for an RPL.
This is to be nominated on the day of the flight test.
4 - Multi-crew Pilot
training endorsement
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
1. AIRCRAFT/SIMULATOR - An examiner must ensure that
the aircraft/simulator and procedures to be used for the flight
component is representative of an air transport operation.
2. LONG BRIEFINGS (2) - An examiner is to nominate a longbriefing sequence that is associated with the training for an
instrument rating.
5 - Type rating training
endorsement (type
specific)
Second Long Briefing - An examiner is to nominate a
second long-briefing associated with multi-crew cooperation.
1. AIRCRAFT/SIMULATOR - An examiner must ensure that
the aircraft/simulator to be used for the flight component is
on the type proposed.
2. LONG BRIEFINGS (2) - An examiner is to nominate one
long-briefing sequence that is associated with theory or
technical training on the type proposed.
Second Long Briefing - An examiner is to nominate a
second long-briefing sequence associated with an
aerodynamic aspect of the type.
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6 - Multi engine
aeroplane training
endorsement
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative basic
multi-engine (class) training aeroplane.
2. LONG BRIEFINGS (2) - An examiner is to nominate a longbriefing sequence that is associated with unit AME as
described within schedule 2 of the Part 61 MOS.
Second Long Briefing - An examiner is to nominate a
second long-briefing sequence on the ‘Asymmetric control
problem’.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
7 - Design feature
training endorsement
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight components includes the design
feature described in the pre-flight brief.
2. LONG BRIEF - An examiner is to nominate a long-briefing
sequence that is associated with the training for a design
feature.
The following requirements are applicable to the conduct of a flight test for a training
endorsement related to an operational rating.
Training Endorsement
8 – Instrument rating
training endorsement
(category specific)
Specific Requirements
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is an aircraft certified to IFR
standard on the maintenance release.
2. LONG BRIEFINGS (2) - An examiner is to nominate two
long-briefing sequences that are associated with training for
an instrument rating.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted under the
I.F.R.
9 – Night VFR training
endorsement (category
specific)
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is an aircraft certified to at
least the NVFR standard on the maintenance release.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for a
night VFR rating.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted at night
under the V.F.R. in V.M.C
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10 – Night vision
Imaging system rating
training endorsement
1. AIRCRAFT - An examiner must ensure that the helicopter to
be used for the flight component is a helicopter certified to at
least, the NVFR standards on the maintenance release and
is equipped for operations using night vision goggles.
2. LONG BRIEFINGS (2) - An examiner is to nominate two
long-briefing sequences that are associated with the training
for a night vision imaging system rating.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted at night.
11 – Low level rating
training endorsement
(category specific)
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is representative of an
aircraft used in low level operations.
2. LONG BRIEFING - An examiner is to nominate one longbriefing sequence that is associated with the training for a
low level rating.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
12 – Aerial application
rating (day) training
endorsement (category
specific)
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is dual control and
representative of an aircraft used in aerial application
operations.
2. LONG BRIEFINGS (2) - An examiner is to nominate two
long-briefing sequences that are associated with the training
for an aerial application (day) rating. However, where the
applicant already holds a flight instructor rating, only one
long brief is required.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted by daylight under the V.F.R in
V.M.C.
13 – Aerial application
(night) training
endorsement (category
specific)
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a dual control aircraft
and representative of an aircraft used in aerial application
operations.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for an
aerial application (night) rating.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted by night
under the V.F.R in V.M.C.
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14 - Instructor rating
training endorsement
(category specific)
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative training
aircraft used for one of the applicant’s existing training
endorsements.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the ‘principles of
training’ for a training endorsement held by the applicant.
15 – Multi-engine
aeroplane class rating
Instructor training
endorsement
1. AIRCRAFT - An examiner must ensure that the aircraft to
be used for the flight component is a representative basic
multi-engine (class) training aeroplane.
2. LONG BRIEFINGS (2) - An examiner is to nominate a longbriefing sequence that is associated with ‘principles of
training’ of multi-engine class rating instructors.
Second Long Briefing - An examiner is to nominate a
second long-briefing sequence on the ‘Asymmetric control
problem’.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component is conducted in daylight under the V.F.R in
V.M.C.
The following requirements are applicable to the conduct of a flight test for a training
endorsement related to a flight activity or low level rating.
Training Endorsement
16 – Sling operations
training endorsement
Specific Requirements
1. AIRCRAFT - An examiner must ensure that the helicopter to
be used for the flight component is equipped to undertake
sling operations.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for a
sling operations endorsement.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted in daylight
under the V.F.R in V.M.C.
17 – Winch and
rappelling operations
training endorsement
1. AIRCRAFT - An examiner must ensure that the helicopter to
be used for the flight component is equipped to undertake
winch and rappelling operations.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for
both the winch and rappelling operation endorsement.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted in daylight
under the V.F.R in V.M.C.
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18 – Spinning training
endorsement
1. AIRCRAFT - An examiner must ensure that the aeroplane
to be used for the flight component is approved in the AFM
for spinning.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for a
spinning flight activity endorsement.
19 – Aerobatics training
endorsement
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted in daylight
under the V.F.R in V.M.C.
1. AIRCRAFT - An examiner must ensure that the aeroplane
to be used for the flight component is approved in the AFM
for the aerobatic manoeuvers described in the pre-flight
brief.
2. LONG BRIEFINGS (2) - An examiner is to give the applicant
one long-briefing sequence that is associated with the
training for an aerobatic flight activity endorsement.
20 – Formation
(aeroplane) training
endorsement
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted in daylight
under the V.F.R in V.M.C.
1. AIRCRAFT - An examiner must ensure that the applicant
provides a second aeroplane flown by a pilot who is the
holder of a formation flight activity endorsement. The preflight briefing must include all pilots within the formation.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for a
formation flight activity endorsement.
21 – Formation
(helicopter) training
endorsement
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted in daylight
under the V.F.R in V.M.C.
1. AIRCRAFT - An examiner must ensure that the applicant
provides a second helicopter with a pilot who is the holder of
a formation flight activity endorsement. The pre-flight
briefing must include all pilots within the formation.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for a
formation flight activity endorsement.
22 – Formation
aerobatics training
endorsement
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of the air exercise is conducted in daylight
under the V.F.R in V.M.C.
1. AIRCRAFT - An examiner must ensure that the aeroplane
to be used for the flight component is approved in the AFM
for the aerobatic manoeuvers described in the pre-flight
brief. The pre-flight briefing must include all pilots within the
formation.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for an
aerobatic formation flight activity endorsement.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted by daylight
under the V.F.R in V.M.C.
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23 – Glider towing
training endorsement
1. AIRCRAFT - An examiner must ensure that the applicant
provides a glider with a suitably qualified pilot. The pre-flight
briefing must include the glider pilot.
The aeroplane to be used for the flight component must be
dual control and approved in the AFM for the towing of
gliders.
2. LONG BRIEFING - An examiner is to nominate a longbriefing sequence that is associated with the training for a
glider towing flight activity endorsement.
3. FLIGHT CONDITIONS - An examiner must ensure that the
flight component of air exercise one is conducted in daylight
under the V.F.R in V.M.C.
31.3
Testing Methodology
The examiner should apply the flight test methodology described in chapter 03 Flight Test
Principles and Standardisation. The examiner should assess the applicant’s performance
against the competencies contained in schedule 2 and schedule 8 of the Part 61 MOS and
the requirements of the applicable flight test report form.
Applicants should not be given a second opportunity to demonstrate a sequence on the
day of a test unless, if in the opinion of the examiner, the circumstances causing failure of
the first attempt were outside the control of the applicant in the test environment.
In addition to non-technical skills, the applicant’s performance should be assessed based
on their ability to:

Demonstrate competency in knowledge requirements,

Conduct aeronautical knowledge training,

Plan flight training,

Conduct pre-flight briefing,

Conduct airborne training,

Manage threats and errors,

Conduct post-flight briefing,

Complete post-training administration,

Review training.
Those applicants applying for a ‘multi-crew pilot training endorsement’ should also be
assessed on their ability to:

Demonstrate knowledge of competency based training as applied to multi-crew
operations,

Prepare to deliver,

Prepare trainees for training sessions,

Conduct a multi-crew training session,

Conduct a post session assessment,
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
•
Conduct post session administration.
When conducting the flight test, the examiners should have regard for the operating
procedures prescribed by the training organisation within their operations manual.
In order to assist examiners with a delineation of the progressive competency between the
Grade 3 (or 3A), Grade 2 and Grade 1 training endorsements, a pilot development gradient
using five key criteria are detailed in section 10.3.1. Examiners should have regard for
these word pictures when making assessment of the applicant capability required for each
grade.
31.3.1
Instructor Development Gradient
The instructor development gradient (IDG) demonstrates the progressive skills capability
required, as a flight instructor gains experience and hence transitions through the grades of
training endorsements. In particular, the IDG shows five key criteria, where the skill
requirements (between the grades of instructor training endorsements) are clearly
distinguishable. The word picture scenarios provide guidance to an examiner, by
describing how the verb phrase from those performance criteria changes in the depth of
capability. The table below provides guidance that an examiner may use when developing
the student profile for a given grade of training endorsement.
Word Picture Scenarios
The word pictures below expand on the key activity within the listed performance
criteria. Thus, the word pictures illustrates in a practical sense, the change in the
‘depth of capability’ across the grades, for the same criteria.
3/3A
2
1
The Grade 3/3A is able to
manage the training of the
average trainee.
The Grade 2 is able to
manage the training of
most trainees.
The Grade 1 is able to
manage the training for
all
student
pilots,
including
those
with
difficulties.
Is able to explain a
concept with minor
modifications.
Is able to use an
analogy to explain a
concept.
Is able to use an analogy
to explain a concept
which is relevant to the
trainee’s profile.
Is able to identify a
trainee’s weakness &
apply a remedial training
technique.
Is able to identify
trainee’s weaknesses &
apply several remedial
training techniques.
Is able to identify
trainee’s weaknesses
and apply multiple
remedial training
techniques, specifically
tailored to remedy faults
identified.
The accurate
demonstration, the aircraft
performance and the key
words, are coordinated.
The accurate
demonstration is
targeted to emphasise
key elements of the
correct technique.
The accurate
demonstration is targeted
to emphasise key
elements of the correct
technique. The specific
needs of the trainee are
considered.
The feedback identifies
deviations from the
required standards and
the Instructor directs, or
demonstrates another
attempt.
The feedback describes
general technique
improvement for the
next attempt.
The feedback describes
very specifically, the
action that is required to
improve the deficiency.
FIR 1.2(d)
Lesson plan is followed and
modified where applicable to
achieve training objectives and
transfer of knowledge.
FIR 3.1(a)
Review a trainee’s performance
records, identify the appropriate
units and elements of training to
be delivered and develop an
appropriate lesson plan, including
remedial training if required
FIR 3.3(a)
Coordinate demonstration with
explanation of manoeuver
FIR 3.3(c)
Identify the trainee’s deficiencies
and provide feedback to assist the
trainee in achieving the standard
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FIR 3.5(c)
Identify any deficiencies in
performance and suggest
remedial actions and training.
31.4
31.4.1
The training suggested is
simple, such as repeating
a sequence with basic
guidance.
The training suggested
incorporates appropriate
corrections for the
performance
deficiencies.
The training suggested is
tailored to the root cause
of the deficiency.
Ground Component
Initial Brief to Applicant
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.

The flight test sequence,

The standards against which competency will be assessed,

The “student profile” for the flight test scenario
The applicant should be encouraged to ask for clarification should they become uncertain
on any of the flight test elements.
31.4.2
Documents
Document Review
The examiner should confirm that an applicant for a flight instructor rating and/or training
endorsement satisfies the legislative requirements for the grant of the rating and/or
endorsement. The certification, training records, logbook, licence and medical certificate
should be checked.
Passes in required theory examinations – For the issue of the flight instructor rating, the
examiner should ensure the applicant has passed the aeronautical knowledge exam for the
flight instructor rating.
Required aeronautical experience – The examiner should review the applicant’s pilot
logbook to be satisfied they have the required aeronautical experience.
Completed required training – The examiner should review the applicant’s pilot training
file to be satisfied they have completed the required training.
If the flight test is a retest following a fail assessment, the examiner should review the
applicants training record to understand the reason for the fail assessment and to identify
that appropriate remedial training has been carried out with the applicant.
31.4.3
Knowledge Requirements
The applicant is required to demonstrate knowledge of the topics listed in schedule 5 of the
Part 61 MOS and as listed on the Flight Test Report for the ground component.
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Conducting the Aeronautical Knowledge Quiz
The examiner should include questions from the knowledge standards defined in schedule
3 of the Part 61 MOS, relating to the training endorsement being tested. The assessment
of aeronautical knowledge is related to the applicant’s ‘own knowledge’, not an ability to
transfer knowledge, therefore, the examiner should not require ‘teaching’ during this
assessment. Where they are relevant, the bank of questions should cover multiple
‘themes’ of knowledge, such as:

Basic Aeronautical Knowledge,

General Aeronautical Knowledge,

Aerodynamics,

Flight Rules and Air Law,

Human Factors Principles,

Navigation,

Meteorology.
To ensure the effective dissemination of essential knowledge during flight training, the
aeronautical knowledge (relevant to the training endorsement) of a flight instructor
applicant should be assessed against the aeronautical knowledge standards reflected in
schedule 3 of the Part 61 MOS, as relevant to the training endorsement. All applicants
should demonstrate a thorough understanding of the underpinning knowledge as listed in
schedule 2 of the Part 61 MOS, as relevant to the training endorsement being tested.
31.4.4
The Long Briefing
The flight test should include a long brief(s) as prescribed for the specific training
endorsement to satisfy test report. Prior notice of the briefing topic should be given to the
applicant prior to the day of the flight test, unless the specific requirements state “this is to
be given on the day of the test”. The long briefing duration should be approximately 40
minutes.
An examiner should assess the long brief against the competencies described within
element FIR 1.2 from Schedule 2 of the Part 61 MOS, unit ‘Conduct Aeronautical
Knowledge Training’.
During the long brief, the examiner should not interrupt the applicant to explore their
theoretical knowledge; rather, any occasional interjection should be as the “student”
reacting to the briefing content and delivery. The examiner may query the applicant upon
conclusion of the briefing.
31.4.5
Ground Component De-Brief
At the conclusion of the ground component, the examiner shall de-brief the applicant on
that portion of the flight test so far. The de-brief shall include feedback against the specific
performance criteria.
31.5
Flight Component
The flight test should be designed such that all required components can be assessed in a
logical sequence. To assist in the assessment of the applicant's flight management ability,
the applicant should decide positioning, height and orientation for all flight sequences and
manage all relevant radio communications.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
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outcome. The applicant’s performance will be assessed on technique, judgement,
knowledge, smoothness and accuracy. The following explanations are provided to assist
examiners in assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.

Knowledge - during the course of the flight test the applicant’s knowledge may be
further tested.

Smoothness - the applicant should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures – the applicant should demonstrate awareness and practical application
of procedures throughout the flight test.
Assessment should be based on the technique used by the candidate and not just the
ability to perform the task within specified numerical tolerances. Technique involves
smooth and accurate control application in adjusting power, attitude, trim and balance in a
timely and coordinated fashion whilst following correct procedures.
Additionally, applicants should demonstrate efficient and effective decision making,
continuous situational awareness and confident task management whilst maintaining
positive and smooth aircraft control.
31.5.1
Pre-Flight Briefings & Daily Inspection
Assessing the Applicant’s Pre-Flight Briefing
The pre-flight briefing sequence should be the same sequence as air exercise one. The
applicant’s pre-flight briefing should be assessed against the performance criteria
described in element FIR 3.2 from Schedule 2 of the Part 61 MOS.
The pre-flight briefing duration should be approximately 10 - 15 minutes. Examiners should
be cognisant that the purpose of the pre-flight briefing is to:

Check essential knowledge is ‘recalled’, as related to the practical aspects of flight
(i.e. not unnecessarily re-teaching the long brief theory), and

Ensure the student is made aware of what they will see and do during the flight.
Examiner Briefing to the Applicant Prior to Flight
In accordance with the flight test principles in chapter 3, examiners should brief the
applicant on all items listed below prior to flight:

Simulating emergencies,

Actual emergencies (crew responsibilities),

Pilot in command,

Transfer of control,

References (for numerical tolerances in schedule 8 of the MOS),

The student profile,
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
Requirement to de-brief the “student” on air exercise one,

The format of the air component to ensure that the applicant is in no doubt about
what is required,

Multiple flights and the assessment of competencies (if applicable).
The applicant should conduct a daily inspection which will be assessed by the examiner as
a segment of flight component FIR3.1 plan flight training. This does not have to be the daily
inspection used for maintenance release certification.
31.5.2
Air Exercises
When conducting the air exercises, examiners should ensure the flight time reflects a
thorough assessment of the units and elements of the training endorsement. This duration
should not include any transit time to assessment training areas.
Conducting Air Exercise 1 – Conduct Airborne Training
Air exercise 1 should be the same as the pre-flight briefing sequence. Where applicable,
this exercise should be different from the long briefing sequence so that the examiner has
the opportunity to review skills associated with a greater scope of instructional sequences.
Conducting Air Exercise 2 – Applicant’s Demonstration of skill
Air exercise 2 should include:

A demonstration and handling of in-flight emergencies,

Additional pattered sequence(s) as relevant to a training endorsement,

Fault analysis of simulated student flying,

A demonstration of pure flying ability.
31.5.3
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies / failures.
31.5.4
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of safety critical failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate procedures and separation,
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
Descent / ascent below / above any specified altitude limitations when operating in
IMC or simulated IMC,

Failure to maintain descent minima’s,

Loss of situational awareness.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given. Examples include, but are not limited to:

Sustained failure to comply with hand over take over drill,

Sustained instructional technique not to standard,

Sustained poor lookout.
31.6
Post Flight
Applicant De-Brief
On conclusion of the flight, the applicant shall de-brief the examiner on air exercise one as
they would de-brief a real student following an instructional flight. The examiner shall
assess the de-brief in accordance with element FIR 3.5 in schedule 2 of the Part 61 MOS.
Examiner De-Brief
Examiners should debrief the applicant and the flying training organisation as soon as
practicable after the conclusion of the flight and ”student” de-brief component.
The debriefing should cover the performance criteria for each phase listed below, as
appropriate:
• The ground component (where the Part 141 or 142 operator was not present for the
examiner’s ground de-brief prior to flight),

The pre-flight briefing,

The daily inspection,

Air exercise one,

Air exercise two,

The “Student” De-brief
31.6.1
Complete Post-Examination Administration

Make the appropriate entry in the pilot’s licence document. Examiners should refer to
the CASA Flight Crew Licencing Procedures Manual for licence entry instructions

Within 14 days after the day of the test, complete the flight test notification form and
flight test report. Provide a copy of these reports to the applicant, Part 141 or 142
operator and CASA

Within 14 days complete the FTNS notification requirements.
.
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32 Flight Instructor Rating Proficiency Check
32.1
Overview
The aim of the Flight Instructor proficiency check is to allow the instructor to demonstrate
the knowledge, skills and attitudes as required in Schedule 6 of the CASR Part 61 MOS for
the Instructor proficiency check.
Examiners and instructors need to be mindful of the rating and associated training
endorsements held. The expectation is that the instructor will demonstrate the knowledge
and skills required for the issue of the rating and associated training endorsements,
combined with a higher level of maturity commensurate with their experience.
Flying Instructors are the key to the standard of flying training. Therefore examiners, when
assessing flight instructors, directly influence the standards of pilots. Examiners should
therefore ensure that instructors can continue to:

Apply suitable instructional techniques to ground and flying training situations,

Analyse student responses and determine corrective measures, when necessary,

Satisfactorily demonstrate air manoeuvres,

Conduct the pre-flight briefing and post-flight debriefing.
The instructor proficiency check comprises two components:

Ground component:

Assessment of the Instructor’s knowledge from schedule 6 of the CASR Part 61 MOS

Assessment of aeronautical knowledge training skills – long brief(s)

Flight component:

Pre-flight briefing (same as air exercise one),

Air Exercise One – A period of simulated in-flight instruction,

Air Exercise Two – A period of in-flight demonstrations involving:

narrated sequences with no simulated student response

fault analysis and

demonstrations of pure flying ability

Post-flight briefing
An unsatisfactory final performance of any item or procedure results in an overall fail
assessment for the proficiency check. The examiner should terminate the proficiency check
at the point where a fail assessment is made. Where the ground component is completed
satisfactorily and the instructor fails an item in the flight component, credit may be given for
the ground component. Where credits are issued, they have value for a single retest only.
The duration of the proficiency check will be dependent on the instructor rating and the
training endorsement/s held. For example, the FPC for an instructor rating with only a
design feature training endorsement may take only half a day. On the other hand an FPC
for an Instructor rating with a grade one training endorsement and a multi crew pilot training
endorsement may require a full day.
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32.2
Examiner Requirements
The following examiner requirements are applicable to the conduct of an Instructor
proficiency check for any training endorsement/s.
1. Only emergency and abnormal systems failures listed in the test aeroplane flight manual
are to be simulated by an examiner during the flight component.
2. The examiner must not introduce simultaneous, multiple unrelated simulated
emergencies or abnormal situations during the flight.
3. After a simulated failure, the examiner must ensure the aircraft/simulator is configured
back to a normal operating mode before another simulated failure may be introduced,
except where the simulated failures are linked.
4. The examiner must give the pre-flight briefing sequence on the day of the proficiency
check.
5. The examiner must not give credits for any items of the ground component of the
proficiency check if that component of the proficiency check is terminated due to failure
of an item.
6. The examiner must terminate the proficiency check at the point where a fail assessment
is made. This applies to either the ground or the flight component
7. The examiner must complete and de-brief the ground component of the proficiency
check prior to the commencement of the flight component. The flight component
includes the pre-flight briefing.
8. Where credits are available for proficiency check items they are valid for 28 days only.
After 28 days, the proficiency check must be conducted in full.
9. The Examiner must review the applicant’s logbook to determine (or confirm) the
proficiency check assessment content relates to a training endorsement (or
endorsements) which have been active in the preceding 12 months.
10. Where an applicant for a proficiency check holds a class rating training endorsement
(multi-engine) or a type rating training endorsement for a multi-engine aircraft, then at
least each alternate proficiency check should be conducted in a multi-engine aircraft or
an FSTD approved for the purpose.
32.3
Testing Methodology
The examiner should apply the flight test methodology described in chapter 03 Flight Test
Principles and Standardisation. The examiner should assess the instructor’s performance
against the competencies contained in schedule 6 of the Part 61 MOS and the
requirements of the Instructor proficiency check report form.
Instructors should not be given a second opportunity to demonstrate a sequence on the
day of a test unless, if in the opinion of the examiner, the circumstances causing failure of
the first attempt were outside the control of the instructor in the test environment.
In addition to non-technical skills, the instructor’s performance should be assessed based
on their ability to:

Demonstrate competency in knowledge requirements,

Conduct aeronautical knowledge training,

Plan flight training,
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
Conduct pre-flight briefing,

Conduct airborne training,

Manage threats and errors,

Conduct post-flight briefing,

Complete post-training administration,

Review training.
Instructors holding a multi-crew pilot training endorsement should also be assessed on
their ability to:

Demonstrate knowledge of competency based training as applied to multi-crew
operations,

Prepare to deliver training,

Prepare trainees for training sessions,

Conduct a multi-crew training session,

Conduct a post session assessment,

Conduct post session administration.
When conducting the flight test, the examiners should have regard for the operating
procedures prescribed by the training organisation within their operations manual.
32.4
32.4.1
Ground Component
Initial Brief to Instructor
In accordance with the flight test principles in chapter 03, the examiner should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The function of the examiner,

The standards against which competency will be assessed,

Explain and confirm actions in the event of failure.

The flight test sequence,

The standards against which competency will be assessed,

The “student profile” for the flight test scenario
32.4.2
Document Review
Before commencing the proficiency check, the examiner should check the applicant holds
a relevant licence and instrument rating with associated endorsements. Additionally there
should be sufficient blank space in the appropriate section of the licence to enter the
proficiency check details after satisfactory completion.
If for any reason the applicant is unable to provide the above documentation, the examiner
should consider their obligations under CASR 61.1305.
32.4.3
Knowledge Requirements
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The instructor is required to demonstrate knowledge of the topics listed in schedule 6 of the
Part 61 MOS and as listed on the Instructor proficiency report for the ground component.
Conducting the Aeronautical Knowledge Assessment
The examiner should include questions from the knowledge standards defined in schedule
3 of the Part 61 MOS, relating to the training endorsement/s held. The assessment of
aeronautical knowledge is related to the instructor’s ‘own knowledge’, not an ability to
transfer knowledge, therefore, the examiner should not require ‘teaching’ during this
assessment. Where they are relevant, the bank of questions should cover multiple
‘themes’ of knowledge, such as:

Basic Aeronautical Knowledge,

General Aeronautical Knowledge,

Aerodynamics,

Flight Rules and Air Law,

Human Factors Principles,

Navigation,

Meteorology.
32.4.4
The Long Briefing
The flight test should include a long brief(s) as prescribed for the specific training
endorsement to satisfy the proficiency check report. Prior notice of the briefing topic should
be given to the instructor prior to the day of the proficiency check. The long briefing
duration should be approximately 40 minutes but no longer than 1 hour.
An examiner should assess the long brief against the competencies described within
element FIR 1.2 from Schedule 2 of the Part 61 MOS, unit ‘Conduct Aeronautical
Knowledge Training’.
32.4.5
Ground Component De-Brief
At the conclusion of the ground component, the examiner shall de-brief the instructor on
that portion of the flight test so far. The de-brief shall include feedback against the specific
performance criteria.
32.5
Flight Component
The proficiency check should be designed such that all required components can be
assessed in a logical sequence. To assist in the assessment of the instructor's flight
management ability, the instructor should decide positioning, height and orientation for all
flight sequences and manage all relevant radio communications.
A competent performance in operating the aircraft is one in which the pilot is in control of
the aircraft and is able to manage unplanned situations to achieve the desired task
outcome. The instructor’s performance therefore, should also be assessed on technique,
judgement, knowledge, smoothness and accuracy as well as the ability to teach, assess
and apply remedial actions. The following explanations are provided to assist examiners in
assessing the flight component:

Technique - the method in which a task is performed. There may be more than one
acceptable technique and examiners should be flexible in their assessment.

Judgement - is applicable to all tasks but is of particular importance in respect of
environmental conditions and effects such as cloud, wind and turbulence.
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
Knowledge - during the course of the flight test the instructor’s knowledge may be
further tested.

Smoothness - the instructor should demonstrate smooth flying in all sequences.
Anything less is unacceptable and will result in a fail assessment.

Accuracy - accuracy in the control of height, airspeed, direction and trim are all
important. Persistent errors in any of these aspects should result in a fail
assessment.

Procedures – the instructor should demonstrate awareness and practical application
of procedures throughout the flight test.
Assessment should be based on the technique used and not just the ability to perform the
task within specified tolerances. Technique involves smooth and accurate control
application in adjusting power, attitude, trim and balance in a timely and coordinated
fashion whilst following correct procedures.
Additionally, instructors should demonstrate efficient and effective decision making,
continuous situational awareness and confident task management whilst maintaining
positive and smooth aircraft control.
32.5.1
Pre-Flight Briefings & Daily Inspection
Assessing the Instructor’s Pre-Flight Briefing
The pre-flight briefing sequence should be the same sequence as air exercise one. The
instructor’s pre-flight briefing should be assessed against the performance criteria
described in element FIR 3.2 from Schedule 2 of the Part 61 MOS.
The pre-flight briefing duration should be approximately 10 - 15 minutes. Examiners should
be cognisant that the purpose of the pre-flight briefing is to:

Check essential knowledge is ‘recalled’, as related to the practical aspects of flight
(i.e. not unnecessarily re-teaching the long brief theory), and

Ensure the student is made aware of what they will see and do during the flight.
Examiner Briefing to the Instructor Prior to Flight
In accordance with the flight test principles in chapter 3, examiners should brief the
instructor on all items listed below prior to flight:

Simulating emergencies,

Actual emergencies (crew responsibilities),

Pilot in command,

Transfer of control,

References (for tolerances in schedule 8 of the MOS),

The student profile,

Requirement to de-brief the “student” on air exercise one,

The format of the air component to ensure that the instructor is in no doubt about
what is required,

Multiple flights and the assessment of competencies (if applicable).
Daily Inspection
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The instructor should conduct a daily inspection which will be assessed by the examiner as
a segment of flight component FIR3.1 plan flight training. This does not have to be the daily
inspection used for maintenance release certification.
32.5.2
Air Exercises
When conducting the air exercises, examiners should ensure the flight time reflects a
thorough assessment of the units and elements of the training endorsement/s selected for
the proficiency check. This duration should not include any transit time to assessment
training areas.
Conducting Air Exercise 1 – Conduct Airborne Training
Air exercise 1 should be the same as the pre-flight briefing sequence. Where applicable,
this exercise should be different from the long briefing sequence so that the examiner has
the opportunity to review skills associated with a greater scope of instructional sequences.
Conducting Air Exercise 2 – Instructor’s Demonstration of skill
Air exercise 2 should include:

A demonstration and handling of in-flight emergencies,

Additional narrated sequence(s) as relevant to a training endorsement,

Fault analysis of simulated student flying,

A demonstration of pure flying ability.
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/ failures.
32.5.3
Failure Assessment
The examiner should consider fail items and the overall flight test outcome based on the
following categories.
1. Failure to demonstrate competency on an individual sequence or manoeuvre.
Where the control of the aircraft is such that the successful outcome of a sequence or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given.
If the sequence or manoeuvre is not delivered by the instructor to the required standard as
prescribed in FIR 3.3 of schedule 2 of the MOS then a fail assessment should be made
and no credits given.
2. Failure of a safety critical item or procedure.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made for that item. Examples of safety critical items include, but are
not limited to:

Failure to correctly prepare aircraft for flight,

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to operate the aircraft within the parameters of the AFM,
If a fail assessment is made for a safety critical item, the multi-engine aeroplane class
rating flight test should be terminated at that time and no credits given.
3. Failure to demonstrate sound flight management.
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Any demonstration of sustained poor flight management is considered safety critical and an
overall fail assessment should be made with no credits given. Examples include, but are
not limited to:

Failure to maintain appropriate procedures and separation,

Failure to comply with ATC clearances & airspace requirements,

Failure to comply with any nominated or specified altitudes,

Failure to lookout,

Loss of situational awareness.

Failure to comply with hand-over take-over drill.

Poor instructional technique
In all cases above, a retest of the full flight component is required and no credits can be
given.
32.6
Post Flight
Instructor De-Brief
On conclusion of the flight, the instructor shall de-brief the examiner on air exercise one as
they would de-brief a real student following an instructional flight. The examiner shall
assess the de-brief in accordance with element FIR 3.5 in schedule 2 of the Part 61 MOS.
Examiner De-Brief
Examiners should debrief the instructor and the flying training organisation as soon as
practicable after the conclusion of the flight and student de-brief component.
The debriefing should cover the performance criteria for each phase listed below, as
appropriate:

The ground component (where the Part 141 or 142 operator was not present for the
examiner’s ground de-brief prior to flight),

The pre-flight briefing,

The daily inspection,

Air exercise one,

Air exercise two,

The “Student” De-brief.
32.6.1
Complete Post-Examination Administration
At the conclusion of the debrief process, the examiner should:

Make the appropriate entry in the instructor’s pilot licence document. Examiners
should refer to the CASA Flight Crew Licencing Procedures Manual for licence entry
instructions

Within 14 days after the day of the test, complete the proficiency check notification
form and proficiency check report. Provide a copy of these reports to the instructor
and CASA

Within 14 days complete the FTNS notification requirements.
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33 Simulator Instructor Rating Flight Test
RESERVED
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34 Simulator Instructor Proficiency Check
RESERVED
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35
Examiner Rating Flight Test
35.1
Overview
Definitions
The term ‘Assessor’ in this section shall be taken to refer to one of the following listed
persons (that is, a person assessing the applicant for a examiner rating):

CASA Flight Training Examiner,

CASA Flying Operations Inspector,

A person approved under CASR Part 61.040.
The term ‘Applicant’ in this section shall refer to the person applying for the examiner
rating and/or examiner endorsement.
The term ‘Simulated Trainee’ in this section shall refer to when the assessor is required to
role play a person applying for a licence, rating or endorsement.
The Examiner Role
The examiner plays a vital role in flight safety. With the ‘pass’ or ‘fail’ decision the examiner
is the ‘gatekeeper’ into the relevant licence, rating or endorsement privilege. As such, it is
essential that a examiner is thoroughly familiar with the required knowledge, skills and
attitudes (performance criteria and underpinning knowledge) described within schedule 2 of
the CASR part 61 MOS. An applicant should only be ‘passed’ having demonstrated the
required standards. Hence, a examiner requires attributes such as:

Engendering and influencing the continuous improvement of safety and standards in
both applicants and flying training organisations,

Excellent planning skills,

An ability to communicate accurately and effectively with people,

An ability to replicate realistic applicant profiles (e.g. pilot instructor applicants),

An ability to limit inflight intervention, whilst cognisant of flight safety,

Integrity in decision making.
The Examiner Rating and Examiner Endorsement Flight Test
The aim of the flight test is to allow the applicant to demonstrate the knowledge, skills and
attitudes prescribed in Appendix 5 of the CASR Part 61 MOS for the issue of a examiner
rating and any associated examiner endorsement(s). The applicant should have the ability
to:

Plan a flight test which includes assessment of those performance criteria described
by schedule 5 of the CASR part 61 MOS,

Deliver an adequate pre-test brief to an applicant for a flight test,

Conduct a flight test in accordance with the Examiner Handbook,

Make appropriate assessment decisions,

Conduct a post flight test briefing with the applicant,

Debrief the training organisation,

Complete all administrative requirements (pre and post flight test).
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The flight test for the examiner rating and/or examiner endorsement comprises three
components:
•
Component 1 (Managed by the Assessor)
o Flight test briefing,
o Document review,
o Examiner knowledge requirements.
•
Component 2 (Managed by the Applicant)
o A simulated or real flight test which is covered by the examiner
endorsement and includes:
 The relevant sections of the Examiner Handbook,
 The post-flight test de-brief,
 The training organisation de-brief,
 The completion of administration requirements.
•
Component 3 (Managed by the Assessor)
o Flight test de-brief,
o Administration.
An unsatisfactory performance of any item or procedure results in an overall fail
assessment for the test. The flight test should terminate at the point where a fail
assessment is made. Where component one is completed satisfactorily and the applicant
fails an item in component two, credit may be given for component one flight test report
items. Where credits are issued, they are valid for a single retest.
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Structure of the examiner rating and the associated endorsements
A examiner rating consists of the ‘core’ rating, with associated examiner endorsements.
The ‘initial’ grant of a examiner rating should include a test of competency for the purpose
of granting at least one examiner endorsement. The representation below provides an
illustration of a examiner rating structure.
Private pilot
licence flight
test
endorsement
Night VFR
rating flight
test
endorsment
(aeroplane)
Flight
Examiner
Commercial
pilot licence
flight test
endorsmenet
Rating
Instrument
rating flight
test
endorsement
(aeroplane)
35.2
Multi-engine
aeroplane
class rating
flight test
endorsmenet
Example – An experienced flight
examiner rating holder, with multiple
examiner endorsements.
Assessor Requirements
The following requirements are applicable to the conduct of an Examiner Rating
flight test.
The following assessor requirements are applicable to the conduct of a flight test for any
training endorsement.
1. Only emergency and abnormal systems failures listed in the test aircraft flight manual
are to be simulated by an assessor during the flight component.
2. Simultaneous, multiple unrelated simulated emergencies or abnormal situations must
not be initiated during the flight.
3. After a simulated failure, the aircraft/simulator must be configured back to a normal
operating mode before another simulated failure may be introduced, except where the
simulated failures are linked.
4. The assessor must terminate the flight test at the point where a fail assessment is
made. This applies to either the ground or the flight components.
5. The assessor must not give credits for any items of the ground component of the flight
test if that component of the flight test is terminated due to failure of a ground
component item.
6. An assessor must not give credits for any items of the flight component of the flight test
if the flight test is terminated due to failure of a flight component item.
7. Where credits are available for flight test items, they are valid for 28 days only. After 28
days, the flight test must be conducted in full.
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35.3
Testing Methodology
The flight test methodology described in chapter 03 Flight Test Principles and
Standardisation should be applied. An applicant should be assessed against the
competencies contained in schedule 2 as required by schedule 5 of the CASR Part 61 MOS.
35.4
35.4.1
Component One
Initial Brief to Applicant by the Assessor
In accordance with the flight test principles in chapter 03, the assessor should begin the
flight test with a brief to the applicant on all items listed below:

The flight test context, purpose and content,

The assessment procedure,

The role of the assessor,

The standards against which competency will be assessed,

The “simulated trainee profile” for the flight test scenario(s) where applicable,

Explain and confirm actions in the event of failure.
35.4.2
Documents
Document Review
The assessor should ensure the applicant for a examiner rating and/or examiner
endorsement satisfies the legislative requirements for the grant of the rating and/or
endorsement. The training records, logbook, licence and medical certificate should be
checked.
Required Prerequisites – The assessor should review the applicant’s pilot logbook to be
satisfied they have the required pre-requisites.
Completed required training - Assessors should review the applicant’s pilot training file to
be satisfied they have completed the required training.
If the flight test is a retest following a fail assessment, assessors should review the
applicants training record to understand the reason for the fail assessment and to identify
that appropriate remedial training has been carried out with the applicant.
35.4.3
Knowledge Requirements
The applicant is required to demonstrate knowledge of the topics listed in schedule 5 of the
Part 61 MOS.
The assessor should ask the applicant scenario based questions to ascertain their
knowledge of:
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
Privileges and limitations of a examiner

Authority given by the rating

Proficiency check and flight review requirements

Deliver an adequate pre-test brief to an applicant for a flight test

Assessment methods
In relation to the examiner rating endorsement, the assessor should ask the applicant
scenario based questions to ascertain their knowledge of:

Practical training aspects of the units and elements of competency

Assessment techniques and standards

Common errors demonstrated by students

Managing common threats and errors

Environmental conditions

Administrative matters
35.4.4
Demonstration of pure flying ability by the applicant.
At an appropriate time during the flight component the assessor will direct the applicant to
demonstrate appropriate manoeuvres so as to satisfy the assessor that the applicant has the
required skills to safely handle the aircraft in the event of error on the part of an applicant.
35.5
Component Two
Where the assessment is for a examiner applicant for a CAR 217 organisation, (at the
discretion of the examiner) the flight test for the examiner rating may utilise the observation
of an ‘’actual’ applicant for a licence or rating. In this case, the examiner applicant will be
assessed conducting the test in accordance with the examiner handbook for the
qualification. In this event, the flight test for the examiner rating comprises the activities and
workflow below:
•
FEH Procedures (Ground)
•
Assessor Pre-flight briefing
The Assessor shall brief the examiner rating applicant on the communication
requirements during the conduct of the flight test. This shall include provision for
terminating the flight test and take control events.
•
FEH Procedures (Airborne)
•
Assessor Confer
The examiner rating applicant should confer with the assessor prior to advising the
“real” applicant of any outcome. Prior to an opinion from the assessor, the applicant
should validate the pass / fail result in accordance with the relevant performance
criteria described in the CASR part 61 MOS.
•
FEH Procedures (Post-flight and Admin)
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35.5.1
Replicated Flight Test (where applicable)
The purpose of this component of the flight test is to provide a replicated flight test for the
applicant to demonstrate the performance criteria as prescribed in schedule 5 of the CASR
part 61 MOS.
In all examiner rating endorsements listed below, the assessor should act as a simulated
trainee:

Private pilot licence flight test endorsement,

Commercial pilot licence flight test endorsement,

Multi-engine aeroplane class rating flight test endorsement,

Instrument rating flight test endorsement (N/A simulator),

Night VFR rating flight test endorsement,

Night vision imaging system rating flight test endorsement,

Low level rating flight test endorsement,

Aerial application rating flight test endorsement,

Flight instructor rating flight test endorsement. (N/A simulator)
In order to assess all performance criteria as prescribed within schedule 5 of the CASR
part 61 MOS, the replicated flight test utilises the assessor as the simulated trainee for the
flight test simulation. The replicated flight test comprises the following activities and
workflow:

Simulated ground component

Assessor Pre-flight briefing

Simulated flight component

Training organisation de-brief (see 35.5.4)

Completion of administration requirements (see 35.5.5)
35.5.2
Assessor pre-flight briefing
In all cases (actual and simulated flight tests) the assessor should brief the applicant prior to
the airborne sequence as described below.
Assessor briefing requirements:

Simulating emergencies,

Actual emergencies (crew responsibilities),
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
Pilot in command,

Transfer of control,

References where applicable (for numerical tolerances in schedule 8 of the MOS),

The simulated trainee profile where applicable,

Requirement to de-brief the “simulated trainee” where applicable,

The format of the airborne component to ensure that the applicant is in no doubt
about what is required.
35.5.3
Post-flight test de-brief
The applicant should conduct a post-flight test briefing. This brief is to be given to the
assessor, role playing the simulated trainee. This brief should be in accordance with the
requirements of the examiner handbook (i.e. section 3 and the relevant section pertaining
to the simulated flight test).
35.5.4
Training organisation de-brief
The applicant should conduct a training organisation de-brief. This brief is to be given to
the assessor, role playing the Head of Operations. This brief should be in accordance with
the requirements of the examiner handbook (i.e. section 3 and the relevant section
pertaining to the simulated flight test).
35.5.5
Completion of administration requirements
The applicant should demonstrate their ability to perform the performance criteria
described in FER.7 in schedule 2 of the CASR part 61 MOS and also in accordance with
the CASA Flight Crew Licencing Procedures Manual. The assessor may assess the
performance criteria through questioning.
35.5.6
Simulated Emergencies
The safety of the aircraft should never be in doubt when simulating emergencies/failures.
35.5.7
Failure Assessment
If fail assessment is made, the flight test should be terminated at that time. Credits for test
items may be given at the discretion of the examiner.
Where the control of the aircraft is such that the successful outcome of a procedure or
manoeuvre is in doubt and the examiner has to take control of the aircraft, (physically or by
direction) an overall fail assessment should be made and no credits given for the Airborne
segment.
Where an applicant fails to demonstrate competency with a single safety critical item, a fail
assessment should be made. Examples of safety critical failure items include, but are not
limited to:

Failure to complete checks in accordance with the AFM (or equivalent),

Failure to correctly prepare aircraft for flight,

Failure to comply with ATC clearances & airspace requirements,

Failure to operate the aircraft within the parameters of the AFM,

Failure to maintain appropriate procedures and separation,
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
Descent / ascent below / above any specified altitude limitations when operating in
IMC or simulated IMC,

Failure to maintain descent minima’s,

Loss of situational awareness.
Any demonstration of sustained poor flight management is an overall fail assessment and
no credits given for the airborne segment. Examples include, but are not limited to:

Sustained failure to comply with hand over take over drill,

Sustained instructional technique not to standard,

Sustained poor lookout.
35.6
Component 3: Post-Observation
35.6.1
Assessor De-Brief
Assessors should debrief the applicant at the conclusion of the flight test. The debriefing
should cover the performance criteria for each phase, as appropriate.
35.6.2
Complete Post-Examination Administration
At the conclusion of the debrief process, the assessor should:

Make the appropriate entry in the examiner’s pilot licence document. Assessors
should refer to the CASA Flight Crew Licencing Procedures Manual for licence entry
instructions

Within 14 days after the day of the test, complete the proficiency check notification
form and proficiency check report. Provide a copy of these reports to the examiner
and CASA

Within 14 days complete the FTNS notification requirements.
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36 Flight Examiner Rating Proficiency Check
36.1
Overview
36.1.1
Definitions
The term ‘assessor’ in this chapter shall be taken to refer to one of the following listed
persons (that is, a person assessing an examiner undergoing a flight examiner rating
proficiency check):

CASA Flight Training Examiner,

CASA Flying Operations Inspector,

A person approved under CASR Part 61.040.
The term ‘examiner’ in this chapter shall refer to the person undergoing the examiner
rating proficiency check.
The term ‘simulated trainee’ in this chapter shall refer to when the assessor is required to
role play a person applying for a licence, rating, endorsement, or undergoing a proficiency
check.
The Examiner Role
The examiner plays a vital role in flight safety. With the ‘pass’ or ‘fail’ decision the examiner
is the ‘gatekeeper’ into the relevant licence, rating or endorsement privilege. As such, it is
essential that the examiner is thoroughly familiar with the required knowledge, skills and
attitudes (performance criteria and underpinning knowledge) described within schedule 2 of
the CASR part 61 MOS. Hence, an examiner requires attributes such as:

Engendering and influencing the continuous improvement of safety and standards in
both applicants and flying training organisations,

Excellent planning skills,

An ability to communicate accurately and effectively with people,

An ability to replicate realistic applicant profiles (e.g. pilot instructor applicants),

An ability to limit inflight intervention, whilst cognisant of flight safety,

Integrity in decision making.
36.1.2
The Flight Examiner Rating Proficiency Check
The aim of the Flight Examiner Rating Proficiency Check (EPC) is to allow the examiner to
demonstrate the knowledge, skills and attitudes prescribed in Appendix 6 of the CASR Part
61 MOS for the EPC. The examiner should have the ability to:

Plan a flight test/proficiency check which includes assessment of those performance
criteria prescribed in the CASR part 61 MOS for the applicable qualifications,

Deliver an adequate pre-test brief for a flight test/proficiency check,

Demonstrate required levels of aircraft manipulative skills

Conduct a flight test/proficiency check in accordance with the FEH,

Make appropriate assessment decisions,

Conduct an adequate post flight test briefing,
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
Debrief the training organisation,

Complete all administrative requirements (pre and post flight test).
The flight test for the examiner rating and/or examiner endorsement comprises three
components:
•
Component 1 (managed by the assessor)
o Flight test briefing,
o Document review,
o Examiner knowledge requirements.
o Demonstration of pure flying ability by the examiner
•
Component 2 (managed by the examiner)
o A simulated or real flight test/proficiency check which is covered by one of
the examiners endorsement and includes:
 The relevant sections of the Examiner Handbook,
 The post-flight test de-brief,
 The training organisation de-brief,
 The completion of administration requirements.
•
Component 3 (managed by the assessor)
o Flight test de-brief,
o Administration.
An unsatisfactory performance of any item or procedure results in an overall fail
assessment for the proficiency check. The proficiency check should terminate at the point
where a fail assessment is made. Where component one is completed satisfactorily and
the applicant fails an item in component two, credit may be given for component one
proficiency check report items. Where credits are issued, they are valid for a single retest.
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36.2
Assessor Requirements
The following requirements are applicable to the conduct of an examiner rating proficiency
check.
1. Only emergency and abnormal systems failures listed in the test aircraft flight manual
are to be simulated during the flight component.
2. Simultaneous, multiple unrelated simulated emergencies or abnormal situations must
not be initiated during the flight.
3. After a simulated failure, the aircraft/simulator must be configured back to a normal
operating mode before another simulated failure may be introduced, except where
the simulated failures are linked.
4. The assessor must terminate the flight test at the point where a fail assessment is
made. This applies to either the ground or the flight components.
5. The assessor must not give credits for any items of the ground component of the
flight test if that component of the flight test is terminated due to failure of a ground
component item.
6. An assessor must not give credits for any items of the flight component of the flight
test if the flight test is terminated due to failure of a flight component item.
7. Where credits are available for flight test items, they are valid for 28 days only. After
28 days, the flight test must be conducted in full.
36.3
Testing Methodology
The flight test methodology described in chapter 03 Flight Test Principles and
Standardisation should be applied. An examiner should be assessed against the
requirements prescribed in schedule 6 of the CASR Part 61 MOS.
36.4
36.4.1
Component One
Initial Brief to Applicant by the Assessor
In accordance with the flight test principles in chapter 03, the assessor should begin the
proficiency check with a brief to the applicant on all items listed below:

The proficiency check context, purpose and content,

The assessment procedure,

The role of the assessor,

The standards against which competency will be assessed,

The “simulated trainee profile” for the flight test/proficiency check scenario(s) where
applicable,

Explain and confirm actions in the event of failure.
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36.4.2
Document Review
Before commencing the proficiency check, the assessor should check the examiner holds a
relevant licence and FER with associated endorsements. Additionally there should be
sufficient blank space in the appropriate section of the licence to enter the proficiency check
details after satisfactory completion.
If for any reason the applicant is unable to provide the applicable documentation, the
assessor should consider their obligations under CASR 61.1305.
36.4.3
Knowledge Requirements
The applicant is required to demonstrate detailed knowledge of the topics prescribed by
schedule 6 of the Part 61 MOS.
36.4.4
Demonstration of pure flying ability by the examiner.
At an appropriate time during the flight component the assessor will direct the examiner to
demonstrate appropriate manoeuvres so as to satisfy the assessor that the examiner has
the required skills to safely handle the aircraft in the event of error on the part of an
applicant.
36.5
Component Two
36.5.1
Assessor simulating flight test applicant
The normal practice for EPCs is to utilise a replicated flight test/proficiency check for the
applicant to demonstrate the requirements as prescribed in schedule 6 of the CASR part 61
MOS.
In order to assess all the requirements as prescribed within schedule 6 of the CASR part 61
MOS, the replicated flight test/proficiency check utilises the assessor as the simulated
trainee for the flight test/proficiency check simulation. The replicated flight test/proficiency
check comprises the following activities:





Simulated ground component
Assessor Pre-flight briefing
Simulated flight component
Training organisation de-brief (if applicable)
Completion of administration requirements
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36.5.2
Actual flight test observation
At the discretion of the assessor, the proficiency check for the examiner rating may utilise
the observation of an actual flight test/proficiency check. In this case for component 2, the
examiner will be assessed conducting the test in accordance with the examiner handbook
for the qualification. The following additional procedures ally in this case.
Assessor Pre-flight briefing
The Assessor shall brief the examiner on the communication requirements during the
conduct of the proficiency check. This shall include provision for terminating the
proficiency check and take control events.
Assessor Confer
The examiner should confer with the assessor prior to advising the “real” applicant of
any outcome. Prior to an opinion from the assessor, the examiner should validate the
pass / fail result in accordance with the relevant performance criteria described in the
CASR part 61 MOS.
36.6
Component 3: Post-Observation
36.6.1
Assessor De-Brief
Assessors should debrief the applicant at the conclusion of the proficiency check. The
debriefing should cover the performance criteria for each phase, as appropriate.
36.7
Complete Post-Examination Administration
At the conclusion of the debrief process, the assessor should:

Make the appropriate entry in the examiner’s pilot licence document. Assessors
should refer to the CASA Flight Crew Licencing Procedures Manual for licence entry
instructions

Within 14 days after the day of the test, complete the proficiency check notification
form and proficiency check report. Provide a copy of these reports to the examiner
and CASA

Within 14 days complete the FTNS notification requirements.
.
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