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Frequently asked questions Examiners (MPA/GA/CPL/H)

September 2017

Frequently asked questions | Examiners (MPA/GA/CPL/H) | September 2017

Colofon

Uitgegeven door Inspectie Leefomgeving en Transport

ILT / Luchtvaart

Published by The Human Environment and Transport Inspectorate

ILT / Civil Aviation Authority (The Netherlands)

Postbus 16191, 2500 BD Den Haag

088 489 00 00

www.ilent.nl

@InspectieLenT

http://www.ilent.nl/


Table of Contents

PREAMBLE ........................................................................................... 4

ABBREVIATION LIST ............................................................................. 5

REGULATIONS AND ORGANISATION ....................................................... 7

EXAMINERS ......................................................................................... 8

SENIOR EXAMINERS ........................................................................... 12

EXAMS AND PROFICIENCY CHECKS ...................................................... 14

DOCUMENTS AND FORMS .................................................................... 23

SEP/TMG/MLA .................................................................................... 26

LANGUAGE PROFICIENCY ENDORSEMENT (LPE) ..................................... 28

MISCELLANEOUS ............................................................................... 29


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PREAMBLE

This list of Frequently Asked Questions is the result of, as the name implies, many recurring questions about how to interpret and apply rules and regulations. It is a dynamic document

which is constantly being monitored and updated. Updates are published when deemed necessary.

The FAQ also serves as a reference document where CAA-NL decisions and interpretations of

rules and regulations are found. These are initially published in the “Nieuwsbrief voor

examinatoren voor luchtvarenden” (Newsletter for aviation examiners). When topics remain in effect, these will be incorporated in this document.

During examiner training conducted by a registered/qualified Approved Training Organization

(ATO), and during courses/seminars conducted by CAA-NL, several topics are covered. These topics are related to Air law, Dutch laws, and European rules and regulations.

For the Assessment of Competence (AoC) the examiner must demonstrate the ability to

apply and interpret these rules and regulations in an operational manner. The list of

frequently asked questions also serves as a guide in preparation for the Assessment of Competence (AoC). Besides “practical” questions some topics have been added for better

understanding of the rules and regulations or procedures. When you can answer these questions, you should have sufficient knowledge to pass the

theoretical part of the AoC.

Answers to the questions can be found in: - EC basic Regulation nr 216/2008 and the associated Regulations and Additional Means of

Compliance (AMC)

- The “Regeling examinatoren voor luchtvarenden 2004” (Dutch text) - The “Examenregelement voor luchtvarenden 2004” (Dutch text)

- The “Regeling bewijzen van bevoegdheid en bevoegdverklaringen voor luchtvarenden 2001” (Dutch text)

- Infosheets “Loggen van vlieguren (A) en (H)” (Dutch text) - The explanation ”Hernieuwde afgifte bevoegdverklaringen” (Dutch text)

The CAA-NL Examiner courses and Refresher seminar are a valuable source of information.

Further important details can be found on https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart and https://www.kiwaregister.nl/producten/luchtvaart/, where you will also find links

to other documents and (regulatory) organizations.

This document provides a combined list for all Part-FCL examiners (A) and (H). Specific questions for Examiners (MPA), (H) or (GA/CPL), are marked accordingly.

Any references to “he/his” also implies “she/her” when relevant, but for simplicity only

“he/his” is used.

This document is for reference and explanation and has no legal status.

Hoofddorp, September 2017

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart

https://www.kiwaregister.nl/producten/luchtvaart/


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ABBREVIATION LIST

A Aeroplane (airplane)

AIC Aeronautical Information Circular AMC Additional Means of Compliance

AOC Aircraft Operator Certificate AoC Assessment of Competence

ATC Air Traffic Control

ATO Approved Training Organisation ATPL Airline Transport Pilot License

AWB General Administrative Law Act BvB License (brevet)

BWK Flight Engineer CAA-NL Inspectie Leefomgeving en Transport (Civil Aviation Authority – Netherlands)

CAT Commercial Air Transport CFE Cockpit Flight Engineer (Flight Engineer)

CPL Commercial Pilot License

CR Class Rating (class rating for aircraft) CRE (A) Class Rating Examiner (Aero plane) (examiner for a class of aircraft)

CRI Class Rating Instructor (instructor for a class of aircraft) DGL Directorate General for Civil Aviation

DHI Director Chief Inspector EASA European Aviation Safety Agency

FEL Flight Engineer License FO First Officer

FTS Flight Test Schedule

H Helicopter ICAO International Civil Aviation Organization

ILT Inspectie Leefomgeving en Transport (Ministerie van Infrastructuur en Milieu) Human Environment and Transport Inspectorate

IFR Instrument Flight Rules IPEX II Indelingsprogramma Praktijk Examinatoren versie II/ Scheduling Program

Practical Examiners version II IR Instrument Rating

JAA Joint Aviation Authorities (JAA)

JAR-FCL Joint Aviation Requirements - Flight Crew Licensing JAR-OPS Joint Aviation Requirements – Operations

LAB Language Assessment Body LOFT Line Oriented Flight Training

LPE Language Proficiency Endorsement KIWA KIWA register, Organization that arranges the license administration

MCC Multi Crew Co-operation (mutual cooperation of the crew) ME Multi-Engine (multi-engine)

MEP Multi Engine Piston (multi-engine piston)

MLA Micro light Aircraft MP Multi Pilot (multi-pilot)

MPL Multi-Crew Pilot License MPA Multi-Pilot Aero plane (multi-pilot airplane)

NET-P National Expert Team-Practical


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NTA Non-Technical Aspects

PF Pilot Flying PIC Pilot-In-Command

PICUS Pilot-In-Command Under Supervision PNF Pilot Non Flying

PM Pilot Monitoring RTL (Regeling Toezicht Luchtvaart) Aviation Supervision Rules

SE Single Engine SEP Single Engine Piston

SFE (A) Synthetic Flight Examiner (Aero plane)

SFE (H) Synthetic Flight Examiner (Helicopter) SPA Single Pilot Aeroplane (Single pilot certified airplane)

SOP Standard Operating Procedures STD Synthetic Training Device (simulated training device)

TMG Touring Motor Glider (motorized glider) TR Type Rating (rating for aircraft type)

TRE (A) Type Rating Examiner (Aeroplane) TRE (H) Type Rating Examiner (Helicopter)

TRI Type Rating Instructor

TRTO Type Rating Training Organization (training institution for a type rating) VFR Visual Flight Rules

ZFTT Zero Flight Time Training

Additional terms frequently used with their Dutch translations:

Proficiency Check (PC) Proeve van Bekwaamheid (PvB) Skill Test Praktijkexamen

Type rating (TR) Type bevoegdverklaring

Class Rating (CR) Klasse bevoegdverklaring Licence Bewijs van bevoegdheid (“brevet”)

Revalidation Verlenging Renewal Hernieuwde afgifte

Assessment of Competence (AoC) Beoordeling van vakbekwaamheid


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REGULATIONS AND ORGANISATION

1. What does the acronym NET-P mean?

NET-P means National Expert Team-Practical exams. NET-P consist of the following committees:

- Standardization committee MPA/HEF - Standardization committee General Aviation

- Standardization committee CPL

Members of the Standardization Committees are all aviation professionals and senior

examiners who work within The Netherlands or are employed by a Dutch Airline. On average the members of a committee will meet every three months. During these

meetings day to day problems are discussed. These problems can vary from improper functioning training organizations, complaints or problems with or from examiners and

questions about regulations.

Proposals from the committees are submitted to the NET-P.

The NET-P consists of one CAA-NL inspector acting as chairman and the four chairmen

of the committees. The NET-P will discuss all issues and proposals and advise CAA-NL. The NET-P also coordinates all projects and work delegated to the committees.

2. How will examiners be scheduled for a Skill test or Proficiency Check?

The scheduling of examiners for a Skill Test or Proficiency Check can be done by the

ATO. On the ILT website the CAA-NL publishes a list of designated examiners with

whom the candidate can arrange a test or check.

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/documenten/publicaties/2017/08/02/overzicht-eu-fcl-examinatoren




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EXAMINERS

3. (MPA) What are the general requirements in order to become a TRE(A)/SFE(A)?

The candidate needs to have relevant knowledge, background and appropriate

experience related to the privileges of an examiner. In addition, he cannot have had any legal actions against his license, ratings or certificates in the previous three years.

The candidate must hold:

TRE SFE - An ATPL (A) or CPL(A) - have or have had an ATPL

- A valid type rating - have or have had the respective typerating - TRI for the type concerned - SFI for the type concerned

- 1500 hrs MPA - 500 hrs Pilot in Command of MPA

- A valid medical - If required, be qualified to act as pilot

in command on the aircraft type on

which examinations will take place

Also, for the initial issue of an TRE/SFE certificate, you must have completed at least 50 hours of flight instruction as a TRI, FI or SFI in the applicable type or in an FSTD

representing that type.

4. (H) What are the general requirements in order to become a TRE(H)/SFE(H)?

The candidate need to have relevant knowledge, background and appropriate

experience related to the privileges of an examiner. In addition, he cannot have had any legal actions against his license, ratings or certificates in the previous three years.

The candidate must hold:

TRE(H): - TRI(H) on type, or FI(H) for SP/SE-helicopters

- For initial issue TRE: minimum 50 hours instruction on type or FSTD as TRI, FI or SFI

- Valid medical

MPH: - CPL(H) or ATPL(H) and 1500 hours MPH of which 500 as PIC (no PICUS)

- For initial issue TRE MP-MEH the 1500 hours MPH may be replaced by 500 hours PIC on the same type.

SP-MEH: - 1000 hours H of which 500 als PIC

- CPL(H) or ATPL(H) + valid IR(H) when applicable - To extend privileges from SP-MEH to MP-MEH on same type minimum 100 hours MP

operations on type required.

SP-SEH: - 750 hours H of which 500 als PIC

- hold a professional pilot helicopter license

SFE(H): - 1000 hours MPH

- Hold or have held an ATPL(H) and a typerating - SFI(H) on type

- For initial issue SFE: minimum 50 uur instruction on type as SFI


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5. What is the procedure to become an Examiner?

The procedure is as follows:

- You must submit an application to CAA-NL. This can be done through completing the form “Application Certification as (senior)examiner” online at the CAA-NL website.

- The candidate will have to follow an examiner-course and receive theoretical and practical training towards becoming an examiner.

- The theoretical part is performed by the CAA-NL. - The practical part is performed by an ATO with an approved examiner-course.

- Finally an Assessment of Competence (AoC) will have to be done before a CAA-NL

senior examiner or a supervisory official of the CAA-NL. This AoC must be done within 1 year of attending the CAA-NL theoretical part.

6. What type of seminars or courses are available and what do I have to attend?

- Initial Examiner course:

given by CAA-NL (theoretical part) and by the ATO (practical part). Required in order to become an examiner. The initial theoretical part of the course can also be

used to meet the requirements of a refresher seminar.

- Refresher seminar: given by CAA-NL to renew or revalidate the examiner certificate.

- Senior Examiner course: given by CAA-NL for the purpose of becoming senior examiner. This course does not

qualify as a refresher seminar.

The dates of the respective CAA-NL courses and seminars can be found on the ILT website.

7. What are my privileges and authorisations as examiner?

The privileges as examiner are mentioned in subpart K of Part-FCL and in the remarks-section on the examiner certificate.

8. Can an examiner holding only a CPL, also examine an ATPL exam?

No. Examiners must hold all licenses, ratings and certificates for which they examine.

9. I am temporarily medically unfit to fly. Can I continue to conduct proficiency checks as a TRE for the company?

No. Without a valid medical the TRE certificate is invalid. A request can be made to the

CAA-NL for the TRE certificate to be temporarily transferred to an SFE certificate.

10. How is the Examiner Certificate revalidated?

In order to revalidate the TRE certificate, the examiner has to meet the following

criteria: - Perform as examiner at least two proficiency checks, skill tests or AoC’s every year

- During the last year of the validity of the certificate (valid for 3 years), a refresher seminar is required before the AoC can be taken.

- One proficiency check or skill test in the last year of the validity period shall be assessed by a supervisory official (inspector) of the CAA-NL or a senior TRE (AoC).


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11. Can revalidation of multiple examiner certificates be combined?

A combined revalidation of examiner certificates is possible if the candidate has passed

the AoC and meets all the revalidation requirements for each certificate within the same aircraft category. For instance, TRE(A) and FE(A). (See FCL.1025 b4).

In this case both examiner certificates must still be valid.

12. What happens if someone fails his examiner AoC?

In that case the candidate-examiner can redo the AoC. After failing a second time he

will have to wait one year before applying again. The NET-P will then decide if the candidate’s application will be accepted.

13. What happens to your examiner certificate if the AoC is not successful?

The examiner certificate is invalid and you have to submit a new application.

14. During what kind of exam should an AoC be conducted?

The AoC is a test/check that needs to be done during a Skill test or FCL Proficiency check (LPC) in order to issue a certificate as examiner. This is a requirement in EASA

Part-FCL. A profcheck according Part-ORO (OPC) or a LOE (ATQP) does not meet these requirements.

15. A TRI/TRE obtains a typerating for another aircraft type (MPA). Is a new AoC

as examiner required?

No, an addition or change to another type is possible within the validity of the

examiner certificate. However, a valid TRI certificate on the new type is required.

The crediting of the new (additional) type can be requested bij the form “Application Certification as (senior)examiner”.

16. Where can you find the relevant regulatory information for examiners?

In Part-FCL, Part-ORO and Part-CAT, on www.overheid.nl (Dutch text only) and

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/eu-fcl-examinatoren-nl. You can find further information in the CAA-NL seminar folder.

17. Can a TRE/SFE examine a CPL/IR-ME (SPA) at the same time?

No. These exams must be examined separately by an FE/IRE.

18. Should a TRE/SFE also do an AoC if he wants to become CRE(A)?

Yes. For the initial issue of every examiner-certificate a separate AoC has te be

performed. But the revalidation of two or more certificates can be combined

(FCL.1025)

19. (GA/CPL) Is it required to be a FI before you can become a FE?

Yes. For every examiner certificate, you must have the underlying instructor certificate.

20. (GA/CPL) Can a ME-SP certified CRE examine an IR-SEP proficiency check?

Only when the CRE holds a SEP class rating and complies with FCL.1010.IRE(a)

http://www.overheid.nl/

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/eu-fcl-examinatoren-nl


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21. (MPA) Can a TRE examine a SPA turbo prop exam?

TREs can only examine MPA and single pilot certified High Performance Aircraft (HPA).

If the relevant turbo-prop is not defined as HPA, the exam must be done by a CRE or FE.

22. (GA/CPL) Can a CRE examine a CPL exam of an applicant holding a PPL?

No. A CRE cannot examine PPL or CPL exams. In case the CRE holds a certain class- or

type rating, he may examine the initial exam for the class or type concerned, but only

if the applicant holds a PPL/CPL/ATPL.

23. (GA/CPL) Does a FE automatically become IRE when he gets an IR-rating?

No. IRE is a separate certificate for which an IRI-certificate is a requirement.

24. (GA/CPL) When a RFE(MLA) receives a SEP or TMG rating, does he automatically become RFE(SEP) or RFE(TMG)?

For expanding the authorization from RFE/MLA to RFE/TMG or RFE/SEP no separate AoC is necessary provided the RFE complies with all underlying requirements. He needs

to have an RFI in the respective class.


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SENIOR EXAMINERS

25. What is the procedure to become a senior examiner?

Practically there are 2 types of senior-examiners: - Senior examiners, nominated by the ATO involved (the so-called company senior

examiners) - CAA-NL senior examiners, appointed by the CAA-NL, and member of a

Standardization Committee.

After acceptance by the CAA-NL of the company senior examiner, this examiner will

follow a senior course provided by the CAA-NL. Thereafter a new certificate will be issued which states the authorizations for examiner and senior examiner. The due date

of the senior examiner certificate is coupled to the due date of the examiner certificate. The candidate senior examiner does not have to complete a new AoC.

26. (MPA) What are the experience requirements to become a senior TRE?

Within the last 5 years the examiner must have worked at least 3 years as a TRE and have given a minimum of 1000 hrs of instruction as TRI. He must have an ATPL on the

category of aircraft for which he will be a Senior TRE.

27. (GA/CPL) What are the experience requirements to become a senior FE, CRE, IRE, FIE?

Within the last 5 years the examiner must have worked at least 3 years as a FE and

have given a minimum of 1000 hrs of instruction as FI. He must have at least 1500

hours experience as a holder of a CPL or ATPL in the category of aircraft for which he will be a Senior Examiner.

28. (MPA) What are the privileges/authorizations of a Company Senior TRE?

Company senior TRE’s can perform AoC’s for revalidation of examiner-certificates for their own airline and own aircraft type.

They are not authorized to perform AoC’s for the initial issue or renewal of an examiner certificate.

A senior examiner is also expected to: - Contribute to the standardization of exams and skill tests.

- Contribute to ensuring the quality of the practical exams. - Provide support for duties concerning practical exams and skill tests.

29. How does one remain senior examiner?

A senior examiner is appointed for a maximum period of 3 years. The validity of the

senior examiner certificate is coupled to the examiner certificate. The revalidation of

the authorization senior examiner has to take place during a skill test or License Proficiency Check where the senior examiner will act as examiner before a CAA-NL

senior TRE or inspector of the CAA-NL.

In case the AoC is done by another company senior examiner, only the certificate for examiner will be revalidated.


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30. What are the privileges/authorizations of a CAA-NL Senior/ Member of the

Standardization Committee?

As per article 11 of the Regeling Examinatoren voor luchtvarenden 2004: - Perform AoC’s for the issue, revalidation and renewal of examiner certificates.

- Contribute to the standardization of proficiency checks and skill tests. - Contribute to ensure quality of proficiency checks and skill tests.

- Provide support for duties concerning exams and tests.


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EXAMS AND PROFICIENCY CHECKS

31. What does a FCL Proficiency Check consist of (Proficiency Check for the purpose of revalidating the aircraft rating)?

- A theoretical part: see Part-FCL, appendix 9, article 7

- A practical part: a Proficiency Check according PART-FCL, appendix 9

32. What should the candidate take with him/her for a FCL proficiency check?

During a FCL proficiency check the candidate should take with him/her:

- A legal identification document - His license (in order to revalidate/renew the Type Rating when the exam is passed)

- An examination form

33. A candidate holds no valid medical certificate. Can the examiner revalidate his class- or typerating ?

When the profcheck is conducted on a simulator, the examiner may revalidate a class- or typerating and sign off the license without checking for a valid and current medical

certificate. The candidate himself is responsible to hold a current medical when he wants to exercise his privileges on an aircraft.

However, for a Skill Test or when the proficiency check is conducted on an aircraft, a

valid medical certificate is required. Also if the license cannot be signed off by the examiner, and a new license has to be

issued, a valid medical certificate is required.

34. Is a valid medical certificate required to revalidate a FI, CRI, or TRI

Certificate?

Yes, if the revalidation is done with an Assessment of Competence, a valid medical certificate is required.

For instructor certificates for training on an aircraft a valid medical certificate is

required. This is also the case if there is a FFS only restriction on the instruction

certificate (for example TRI - FFS only). If the candidate has no valid medical certificate, he can apply for a STI or SFI

certificate.

35. Can an examiner be involved in the training of a candidate and conduct his skill test?

Yes, unless he has provided more than 25% of the required flight instruction for the

license, rating or certificate for which the skill test or assessment of competence is

being taken.

If the examiner is responsible for the recommendation for the skill test, he shall not conduct the skill test.

Furthermore, examiners shall not conduct skill tests, proficiency checks or assessments

of competence whenever they feel that their objectivity may be affected.


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36. Which Flight Test Schedule must be used by the examiner?

The FTS as published in Part-FCL appendix 9.

The Flight Test Schedules are published on the CAA-NL website. They can be found on the following link:

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/eu-fcl-examinatoren-nl/vereiste-documenten

However, when the test/check includes approved 3D/2D approach operations instead of Precision/Non-precision approaches, the applicable PBN FTS has to be used.

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/eu-fcl-examinatoren-nl/pbn-flight-test-schedules

37. Must all items on a Flight Test Schedule for a multi-pilot type rating be done

as pilot flying?

The applicant shall operate as PF during all sections, except for abnormal and emergency procedures, which may be conducted as PF or PNF in accordance with MCC.

The applicant for the initial issue of a multi- pilot aircraft type rating or ATPL shall also

demonstrate the ability to act as PNF. The applicant may choose either the left hand or the right hand seat for the skill test if all items can be executed from the selected seat.

38. Are there applicable Flight Test Tolerances for the practical exercises of skill

tests and proficiency checks and where can we find them?

Yes, these are published in Part-FCL appendix 9.

39. Can an examiner create his own exam program?

When an exam approved by the CAA-NL is present it should be used. In principle no

deviations are allowed. If no exam is present, the examiner can make a program which should contain at least

all the applicable mandatory items (M) from the flight test schedule.

40. (MPA) During a Skill Test or FCL Proficiency check (LPC) certain exercises (e.g. the N-1 ILS and the N-1 go-around) must be flown manually. Does this

also apply to the OPS-check (OPC)?

No. It is not mandatory and is to the examiner to decide. Depending on the type of

aircraft and airline regulations it may be desirable that these exercises occasionally are conducted using the autoflight systems. During the OPS-check the crew should operate

the aircraft according to the operator’s manuals. The check of manual skills can then take place at the next FCL check.

41. For the purpose of Skill Test and Proficiency checks, what is meant by

"manual" flight?

Manual flight means flying the aircraft without the use of autopilot and without auto

throttle.

42. What is meant by “raw data manual flight”?

Flying the aircraft without the use of the flight director, the autopilot, and the auto throttle. A flight path vector may be used.






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43. (MPA) On our aircraft type it is always the captain who does the rejected

take-off. Is it sufficient to perform only one RTO during a proficiency check or Skill Test?

No. Two take-offs need to be accomplished that result in an RTO; one with the captain

as PF and one with the F/O as PF. In both cases the captain executes the RTO but various different actions take place due to the handover of controls.

44. Is it necessary to limit the visibility of the candidate when an IR exam or

proficiency check is conducted on the aircraft?

Yes, the items on the FTS marked with (*) are to be flown only with reference to the

instruments. Therefore the aircraft must be set up in such a way that the candidate has no outside view and can fly only by reference to the instruments. This setup must

not restrict the sight of the examiner or safety pilot. Only view limiting devices such as the “hood” or special glasses are allowed.

In a simulator clouds or visibility can be used to meet this requirement.

45. Are multiple failures allowed?

Multiple failures are allowed when a causal link might exist between the failures and a

realistic scenario exists. For example, a tire burst can cause a hydraulic leak or damage to the flaps. It is undesirable to give multiple failures that would give a mutual

negative amplifying effect on the flight characteristics or on the controllability of the aircraft.

46. (MPA) Can a MPA proficiency check also act as an ATPL skill test?

Only if the required extra maneuvers from the FTS are performed: - 3.9.3.1: Manual ILS without flight director.

And for aircraft with 3 or 4 engines: - 5.6: Landing with two engines inoperative.

With these items the proficiency check meets the requirements of the ATPL skill test.

47. During an ATPL skill test the candidate fails the required ‘extra’ item (manual

ILS without flight director) but passes all other items. Does that mean he

passed his proficiency check?

No. The session is an ATPL-exam. The result is a partial pass.

48. Are examinations allowed in any simulator?

No. There must be a FSTD Qualification Certificate issued by the relevant CAA. The examiner shall make sure that the simulator is in a serviceable condition.

The EU-FSTD number shall be listed on the exam form.

49. Are there any limits to the amount of Skill Tests / Proficiency Checks / AoC’s

that an examiner can conduct?

There are no set limits. However, there are guidelines for the maximum amount of tests/checks/AoC’s that an examiner is allowed to schedule on a daily basis. These are

published in GM1 FCL.1015 along with guidelines for the duration of tests/checks and AoC’s.


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50. What standards do we use and where can you find these in Part-FCL?

The standards used are what Part-FCL appendix 9 calls “acceptable performance”.

Besides the tolerances in height-, speed- and heading, during the actual flying also a large amount of airmanship and associated skills have to be displayed (see appendix

9). For the PIC additional requirements apply.

51. The allowed deviations in the flight test as described in Part-FCL states MDA/MDH +50 foot/-0 feet. Does this mean that a go-around should be

initiated well above the MDA/MDH in order to prevent descending below the

MDA/MDH?

When a non-precision approach is flown as a step-down procedure, the aircraft may not descend below MDA/MDH. When the approach is executed according to the

approved SOP’s of the AOC holder as “Continuous Descent Final Approach (CDFA)”, the go-around should be initiated at the MDA/MDH. In this case the MDA can be treated as

a DA, and an MDH as a DH.

52. Can a candidate pass the FCL exam and fail the company exam?

Yes, that is possible. A company can set different (higher) standards for pilots in their

employment as long as these standards meet the standards set by Part-FCL. This means that the candidate will not be allowed to fly operationally until he has

received re-training or until he has passed a re-examination.

53. May an examiner refuse to conduct an exam without giving any reason?

Yes, he may. The conduct of an exam is a privilege and not an obligation.

54. To what extent is the examiner allowed to coach the candidate or crew during

an exercise in order to get him back on track?

Coaching is not allowed. The responsibility for managing the flight lies with the crew. As an examiner you are just an observer. Only if there is an unsafe situation for both

crew and the examiner then intervention is allowed. This is to be briefed in advance. All disruptions, which may or may not be caused by the examiner, have to be solved

by the candidate. The candidate should be able to perform the flight under all

conditions. All comments or remarks of the assessment should be given after the test/check. However, the examiner can provide information about failed items before

re-assessing the item the second time.

55. To what extent can a helper-out (dummy) assist in an exam?

If a helper-out takes a leading role and actually makes the candidate perform the exercises properly through coaching, then these exercises must be repeated without

coaching.

If the coaching takes the form of instruction, then the examination must be stopped.

56. What is assessed during the exam, the performance of the individual or the crew?

As an examiner we assess the functioning of the individual crewmember within a multi-

pilot crew. It is obvious that a disappointing performance of a fellow crewmember can put the other individual’s performance under strain, but this should be adequately

handled and/or corrected. All this is done by using SOP’s and non-technical aspects. A

bad performance of one candidate can influence the other candidate in a negative but also in a positive way.


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57. What should be done if the session or the flight is interrupted?

This is at the discretion of the examiner. If the program is interrupted due to external

reasons, or by the candidate for reasons considered valid by the examiner, then the examiner may decide to only examine items not completed in the first session or flight.

If the program is interrupted by the candidate for reasons considered by the examiner as non-valid, the full examination is to be repeated by the candidate.

58. Can an examiner prematurely terminate the test/check?

Yes, an examiner may terminate the test/check at any stage. For example due to safety reasons, or because it is clear that the knowledge or skill level requires a full

retest or check.

59. Would you continue the exam if there has already been an exercise which will lead to failing the exam?

Basically not. However if the other candidate (in a multi-pilot crew) performs well, you

have to finish the exam in order to give the other candidate the opportunity to pass.

60. Does a bad performance in one section of the test/check have an impact on

other parts of the program?

No. Each individual component of the flight test schedule is to be assessed completely independent by the examiner.

61. How many items can a candidate redo during a skill test or proficiency check?

There are no limitations.

62. How many attempts of an items can a candidate do during a test/check?

For each test/check the candidate is allowed a maximum of two attempts per exercise/item to achieve a positive result. The candidate has no given right to these

repeats and a second attempt is entirely at the discretion of the examiner. A repeat should preferably be done after completing the program.

63. What is the outcome of the test if the examiner or instructor has to intervene in the operation for safety?

The examiner will determine whether or not the candidate has failed the exam.

Perhaps the examiner found the intervention not justified or the intervention had to take place without fault of the candidate.

64. When is a candidate ‘partially passed’?

- SPA: failing not more than 1 section - MPA and SP-HPA: failing 5 or less items

- H: failing not more than 5 items, or failing not more than 3 items for the IR-section

65. What do you do when a candidate fails his proficiency check before the due date of his rating?

The examiner advises the candidate that he is not allowed to execute the privileges of

his license (according FCL.740.A(c) or FCL,740.H(b)).

By sending in the report form KIWA will be informed.


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66. When does the possibility of a 'partial pass' apply?

In both skill tests and proficiency checks the result may be that a candidate has

passed, partially passed or failed. The criteria are listed in Part-FCL appendix 9.

67. What is the procedure with regard to the original exam form in case of a “partial pass”?

The Skill Test and Proficiency Check Report Form should be given to the candidate. The

Flight Test Schedule should be used for the re-examination.

The results of the re-examination are filled in on a new Skill Test and Proficiency Check Report Form and on the flight test schedule. These forms shall be given to the

candidate as well.

Of all the forms 2 copies have to be made; one copy to be sent to KIWA, and one copy to be retained by the examiner.

Procedures can be different for foreign license-holders or examiners.

68. When should a new re-test (ATPL/CPL/Skill test/FCL-proficiency Check) be done?

Within six months for holders of an ATPL(A) and CPL(A).

The candidate must pass the skill test within six months after starting the training for

the class- or type rating.

69. How often can an examiner assess the same candidate?

There are no restrictions.

70. A candidate fails one section during a re-exam. What is the result?

The candidate has failed and must do a complete new exam.

71. A candidate does a re-examination for one section, for example section 3

which he passes, but later fails on an item in section 5 for which no re-

examination was required. What is the result of the test?

The candidate has failed the exam and has to do a complete new exam.

72. How should the debriefing of a test/check/AoC be structured?

The examiner should structure the debriefing following these steps: - Provide an independent and fair, objective and accurate assessment of the

test/check/AoC.

- Notify the applicant of the overall results of the test/check/AoC, detailing the components assessed as inadequate and the reasons therefore.

- If the candidate is not completely successful, discuss the consequences of this result.

- Complete the required exam forms and records together with the candidate. - Finally, the examiner may provide help and information on all parts and aspects of

the flight.


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73. Is it possible for candidates to object to the examination or to the outcome

and how should the candidate make that objection?

Candidates may object to the execution of the test or check as well as against the results of the examination or check.

After the exam or the check, the candidate records the objection in the remarks

section of the reportform and signs it along with the examiner. In any case, the examiner must not engage in a discussion.

The candidate also has an opportunity to raise objections after receiving the written statement of the results from KIWA

74. (GA/CPL) Can you start the exam, even though you already know the exam

cannot be completed due to weather circumstances?

No. It is not allowed to take the exam in different phases.

75. (GA/CPL) Is a safety pilot required during a MEP class rating exam?

The examiner himself may act as safety pilot but is not required to. If he chooses not

to do so, a safety pilot is required.

76. (GA/CPL) Can you as examiner demand that you act yourself as safety pilot?

No, you may not demand this. Neither the candidate nor the examiner may demand that the examiner acts as safety pilot.

77. (GA/CPL) Can a safety pilot intervene during an exam?

A safety pilot must intervene if he thinks that the safety of the flight is in jeopardy.

78. (GA/CPL) Has the candidate failed the check/test when the safety pilot has intervened?

The examiner will determine whether the candidate has failed the exam. Perhaps the

examiner founds the intervention not justified or the intervention had to take place

without fault of the candidate.

79. (GA/CPL) Can a PPL exam be taken in a U.S. registered aircraft?

No. Any Part-FCL skill test needs to be performed on an EU registered aircraft excludingAnnex 2 aircraft.

80. (GA/CPL) A candidate holds a current PPL. So he has already navigated

during the PPL exam. Is he required to navigate again during the practical CPL

exam?

Yes. No exemptions are possible. Navigating must be done on an aircraft with constant speed propeller and retractable gear.

81. (GA/CPL) Does an IR exam need to be done on an aircraft with retractable

gear?

No, this is not a requirement. However, the aircraft needs to be IFR equipped.


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82. (GA/CPL) Can an IR exam be conducted on an aircraft that does not meet the

immunity requirements of Annex 10, if weather conditions are VMC?

No. The exam must be flown in accordance with the instrument flight rules (it can be VMC). The aircraft and crew must meet the requirements for the flight.

83. (GA/CPL) A candidate holding a CPL-IR SEP does a practical exam to obtain a

class rating SET (e.g. Cessna SET). During this exam, must the instrument part be examined?

No. If the IR (SEP) is valid, it applies to all SE-SP aircraft in the candidate’s license.

84. A candidate has a type rating and an IR-ME. If he does a practical exam for another type rating does he have to comply with the requirements for the

instrument part of the flight test?

Yes, if he wants to have the privileges of the IR valid for his new type-rating. Otherwise the new type-rating will be issued ‘VFR only”.

85. (GA/CPL) Can a SE-IR proficiency check be examined on a FNPT II?

Yes. A proficiency check may be done alternately on a FNPT II and on an aircraft. However, a renewal must always be done on an aircraft.

86. (GA/CPL) What are the requirements for flight instruction for a skill test on a

ME SPA?

An applicant for a ME SPA class-/type rating should have completed at least:

- 2 hours and 30 minutes dual flight instruction under normal flight circumstances - 3 hours and 30 minutes dual flight instruction in abnormal procedures like engine

failure and asymmetrical flight techniques.

87. (GA/CPL) Can a GPS be used during a PPL diversion navigation exercise?

In principle, the use of all available equipment in the aircraft is allowed (GPS, Autopilot, Flight Director, etc.) However, the examiner has the option to simulate

failures of multiple systems. This applies to section 3 (PPL) or 3 (CPL) of the

examination form.

88. (GA/CPL) Can a skill test for the first issue of an IR be flown on a FNPT II?

No. For an IR SEP, the exam should be conducted in a single engine airplane. Only certain exercises may be conducted in a FNPT II, see FCL.625A. A candidate in the

possession of an IR MPA who wants to obtain an IR SEP, can take the exam in a FNPT II. For the revalidation of the IR, a proficiency check can be flown alternately on the

FNPT II or aircraft (FCL.625(A)).

89. (GA/CPL) Is it allowed to lose altitude during a Stall Recovery exercise?

Yes. The primary recovery of a stall is to reduce the angle of attack, immediately

followed by increasing power/thrust. Some loss of altitude, depending on type of aircraft, is acceptable.


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90. (GA/CPL) Can a multi pilot Skill Test or Proficiency Check be performed on a

single pilot certified aeroplane?

No. Skill Tests or Proficiency Checks on Single Pilot certified aeroplanes must be performed in a Single Pilot operation, including RT.

Only when the situation requires specific actions related to the test/check, i.e. coordination with ATC, the examiner or safety pilot may assist to arrange this.

Concerning Single Pilot High Performance aircraft (SPH) there are some exemptions. There are situations in which these Single Pilot certified aeroplanes are operated in a

Multi Crew operation because of additional regulations, i.e. when operating under an

AOC. In such case the test/check shall be performed in a Multi Crew operation. In order to also get qualified tot operate the aeroplane as Single Pilot, additional

requirements shall be fullfilled during the test/check. The license endorsements will prove whether one is certified to operate as Single Pilot,

Multi Pilot or both.


23

DOCUMENTS AND FORMS

91. What is the correspondence number?

The correspondence number is the number under which the CAA-NL stores the pilot’s information in their administration system. The correspondence number is normally the

same as the ‘burgerservicenummer’. It can be found on the licence under section III.

92. What is the certificate number and in what does it differ from the correspondence number?

The certificate number is the number under which the pilot who is authorized by the

CAA-NL to perform exams. It consists of a country code, a code for the type of examiner and a 3, 4 or 5 digits correspondence number (e.g. NL/TRE/12345).

93. Is there an application form for the renewal of examiner certificates?

The form “Application Certification as (senior)examiner” can be found on the following page of the CAA-NL website:

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/eu-fcl-examinatoren-nl/opleidingen

94. Is an examiner able to conduct checks/tests when his certificate has expired,

and his new document is not yet in his possession?

No, the certificate must be valid to act as examiner. After having successfully passed an AoC it takes about 10 workdays before the examiner certificate is issued. If you

have successfully completed an AoC for revalidation and your certificate is still valid, you can do the checks/tests.

95. How long is a licence valid?

The validity of a licence is for life. It must be renewed if, for example, a new rating is being added or if the extension table is full. Every pilot is responsible for his own

licence. You can apply for a new licence at the KIWA website.

96. Which licences are valid for life?

ATPL, MPL, CPL, PPL, LAPL and RT licence are valid for life. These licences require no revalidation. Also LPE level 6 is valid for life.

97. What are the requirements to revalidate a multi-engine type or class rating?

- A proficiency check has to be completed successfully. - At least 10 sectors flown on the type concerned or 1 sector with an examiner flown

on the aircraft or in the simulator of the type concerned (for exemption see FCL.740.A(a)(3))

- If applicable, the revalidation of the IR has to be combined with the proficiency check conform Part-FCL annex 9.

98. What has to be completed for the renewal of a type rating?

For the renewal of a type or class rating the candidate has to complete refresher training at an ATO followed by a proficiency check. The required training has to be

determined by the ATO on a case-by-case basis. See also AMC1 FCL.740(b)(1).

https://www.ilent.nl/onderwerpen/examinatoren-luchtvaart/eu-fcl-examinatoren-nl/opleidingen


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99. Does an examiner also have to revalidate the Instrument Rating (IR)?

When a proficiency check has been successfully completed according to Part-FCL

appendix 9, including the items and requirements for instrument procedures, the examiner shall revalidate the type or class rating as well as the instrument rating. For

both ratings the same rules apply regarding duration of extension and the new due date. A revalidation table is at the backside of the license.

100. Is an IR valid for all types and classes?

No. There are Instrument Ratings for different categories like airplanes, helicopters and airships. For airplanes and helicopters there are Instrument Ratings for multi-engine

airplanes/helicopters and single engine airplanes/helicopters. In order to use the privileges of an IR a separate test or check must be done on every class or type.

A SE-IR can be renewed during a MP proficiency check (cross-crediting) but additional conditions apply (see Part-FCL, appendix 8).

101. Which forms does an examiner need to fill out after a Skill Test or Proficiency

Check and what do you have to do with these forms?

The examiner fills out the following forms:

- Skill Test and Proficiency Check Report Form (STPCRF) - Flight Test Schedule (FTS)

In case of a PASS or FAIL both original documents are given to the candidate. The

examiner will send a copy of the forms to the KIWA. The examiner also keeps a copy for his own record.

In case of a PARTIAL PASS the examiner gives the report form to the candidate, sends

a copy to KIWA and keeps a copy for his own archive. The original FTS should be passed to the examiner responsible for the re-examination.

When performing exams for another licensing authority the examiner should send

copies of the forms both to the foreign authority and to [email protected].

102. When can an examiner issue a Temporary permission?

The candidate shall hold a licence with a valid rating or certificate.

After completing a Skill Test for an additional rating or certificate, the examiner can issue a “Temporary permission to act as pilot in command with another rating or

certificate”.

103. Till what date can the type- or class rating be revalidated or renewed?

At the first issue of a type rating the date is set by the licensing administration office. If the proficiency check is completed within 3 months before the expiration date, the

new expiration date will be the old date plus 1 or 2 years rounded off to the last day of

the month.

When the proficiency check is done more than 3 months before the expiration date, the new date will be the last day of the month in which the check is done plus 1 or 2 years.

If the expiration date has passed, training at an ATO has to be completed before the

proficiency check is attempted. In this case the appointed examiner checks if all requirements have been met before conducting the proficiency check. When the check

is passed the examiner fills out the new due date and signs the license. The new date

is the last day of the month in which the proficiency check was completed plus 1 or 2 years (for SEP, SET, MLA and TMG a period of 2 years applies).

mailto:[email protected]


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104. What should you do when a mistake on the license is made?

The mistake can be strickenthrough, but so that the wrong entry is still readable. A

new line must be used. The licence is still valid. However, strikethrough is not a desirable situation due to the possibility of fraud. The licence can be sent to KIWA and

replaced by a new one but keep in mind that there are costs involved.

105. Does the examiner receive a confirmation of the revalidation of the Type rating of a candidate?

No, after receipt of the copies of the forms for a revalidation sent by the examiner the data is processed by KIWA and the documents are archived. KIWA does not send a

confirmation to the license holder or the examiner. It is the examiners responsibility to keep a copy of all forms in his own file for a minimum of 5 years.

106. When is the form “Verlenging bevoegdverklaring door middel van

herhalingstraining voor SEP(land), SEP(sea), TMG, MLA of EIR(A)” used?

- This form can be used for the revalidation of SEP, TMG, MLA, and EIR ratings.

- In case of renewal based on experience: 12 hours flying experience in the past 12 months, of which 6 hours PIC, including 12 take-offs and landings, including a 1

hour training flight with an instructor.

107. After completing an MPA exam, is it possible to renew the MEP rating based on 12 flight hours in the past 12 months?

No. A separate proficiency check must be performed.

108. (GA/CPL) Can an examiner renew a SEP rating when it is no longer published on the license?

No. By sending the Proficiency Check Report to KIWA a new license document will be

printed. If the license has expired before 1999 a statement from the flight school is required indicating that the candidate has completed the course.

109. (GA/CPL) Can you renew your own license?

No. Part-FCL.1005 states that examiners have to be objective. In this perspective, renewing of your own license is not allowed.

110. (GA/CPL) How long remains the theoretical part of the IR exam valid in case

no renewal or revalidation takes place?

If the qualification has expired more than 7 years the candidate must take the theoretical and the practical IR exam again (Part-FCL.625).


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SEP/TMG/MLA

111. Can I use my MPA proficiency check to revalidate my SE IR?

Yes, by cross crediting (Part-FCL, appendix 8). If with the MPA skill test or proficiency check the IR-ME is revalidated the examiner can revalidate an IR-SE as well. In this

case the candidate has to prove that he has executed three IFR approaches and three IFR departures in the past 12 months in a SE-aircraft.

If an SE-instrument rating has expired a new proficiency check needs to be done.

112. For the revalidation of my SEP I am allowed to replace the required training

flight by my proficiency check. Is it also allowed to use an OPS check for this?

No. According to Part-FCL.740A it is only possible to use a skill test or proficiency check to replace the required training flight.

113. May the IR(A) revalidation be done during an OPC (Operator Proficiency

Check)?

No. Part-FCL speaks only of revalidation of an IR by means of a proficiency check as

described in appendix 9. This must always be a skill test or Proficiency check for the purpose of revalidating a license.

114. Is an examiner allowed to extend a SEP on a licence and for what period?

An examiner is permitted to extend a SEP but it is not obliged to do so. The

revalidation period is 24 months.

115. What will be the new expiration date after revalidation of a SEP/TMG/MLA

rating on the basis of hours of experience?

When revalidating within the last 12 months of the validity period, the old date plus 24 months.

116. For the revalidation of a SEP, 12 hours must have been flown of which a

minimum of 6 hours as PIC. The remaining 6 hours can be “non-PIC”.

What does this mean?

In any case, one should operate the aircraft himself. Non-PIC flight hours may include flight time whereby the instructor acts as PIC.

117. What form must be used when revalidating a rating by means of cross-

crediting?

The “Skill Test and Proficiency Check Report Form” or “Verlenging Bevoegdverklaring

door middel van herhalingstraining voor SEP (land), SEP (sea), TMG, MLA of EIR(A)”

118. What are the conditions under which a SEP rating can be renewed?

These are mentioned in FCL.740(b) and AMC1 FCL.740(b)(1).

119. My SEP is expired but I meet the experience requirements for revalidation. Can a TRE/SFE revalidate my rating?

No, in this case a proficiency check on an aircraft of that class is required. Revalidation on the basis of experience is in this case not possible.


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120. I want to revalidate my SEP on the basis of recent experience. When do I

have to fly those hours?

In the 12 months before the expiration date.

121. (MPA) Is a TRE(A) MPA also permitted to extend a SEP without being in the possession of SEP himself?

Yes, the examiner only fulfills the administrative part of a revalidation on experience-

requirements as described in FCL.740(A)(b). If the candidate can show proof that he

meets the requirements any examiner can revalidate the rating.

In all cases the examiner is responsible for sending the correct forms to KIWA.

122. In case a skill test or proficiency check for a type rating is not successful, can a TRE revalidate a SEP/TMG/MLA for the candidate?

No. If the proficiency check is used instead of a training flight the candidate should

always pass the skill test or proficiency check.

However, when it purely concerns an administrative action and the candidate meets all

the experience requirements and has completed a training flight then revalidation is allowed.


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LANGUAGE PROFICIENCY ENDORSEMENT (LPE)

123. What are the Language Proficiency Endorsement (LPE) levels and what is their validity period?

Levels 1 till 3 describe respectively the pre-elementary, elementary, and pre-operation

levels. They are below the required level 4, the operational level. Level 4 has to be revalidated within 4 years. Level 5 is valid for 6 years and level 6, the expert level,

needs no revalidation.

124. Can any examiner make a LPE-assessment?

No. Only if the examiner is trained by and works for a LAB (Language Assessment

Body).

125. What are the privileges of a LAB?

A limited LAB can only revalidate or renew LPE level 4.

A full LAB can issue, revalidate and renew a LPE level 4, 5 or 6. The list of approved LAB’s can be found at:

https://www.ilent.nl/documenten/publicaties/2017/05/15/overzicht-taalbeoordelingsinstanties-lab

126. If a candidate has an expired LPE, is he allowed to fly?

No. He is not allowed to use a radio in commercial aviation.




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MISCELLANEOUS

127. Where can you find the abbreviations used in the various Part-FCL chapters?

GM1 FCL.010.

128. (MPA) How can a first officer accumulate PIC hours for his ATPL or accumulate PIC hours to become instructor/examiner?

A first officer may log all the hours PIC in which he replaces the captain as pilot in command (PIC). For the ATPL a limited number of hours flown can be as pilot in

command under supervision (PICUS). These hours cannot be used for the 500 hours PIC MPA time required for a TRE. A first officer with previous experience as PIC on MPA

can become TRE.

Also a first officer having logged 500 hours PIC replacing the captain during a three or four pilot operation can become a TRE.

For SFE there is no 500 hours PIC requirement. The only requirement for TRI is 1500 hours MPA.

129. (GA/CPL) What does SPIC stand for?

SPIC = Student Pilot In Command. Flight time during which the instructor will only

observe the student in his role as PIC and not will intervene nor command the flight.

130. (GA/CPL) Can SPIC only be logged during IFR flights?

No. Also during VFR flights.

131. What is the FEM?

The Flight Examiners Manual is a for all EASA countries standardized book for all

examiners. It contains relevant articles and guidelines for conducting tests/checks. The EASA FEM has not been published yet.

132. Where can you find the standard phraseology for Radio/Telephony communications between ATC and aircrew (for the TRE/FE in the role of

ATC)?

This can be found in the ICAO document 4444.

133. (GA/CPL) Can a RFE/TMG sign off a PPL/SEP?

No, but he can renew a PPL/TMG (see ILT letter 6 nov 2003 DL/OV/02.557727).

134. What is a class of aircraft?

Classes of aircraft are the following single pilot certified aircraft:

- all single engine aircraft (land and water) - all TMG aircraft

- all single engine turboprops (land and water) - all multi engine piston aircraft (land and water)


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135. What is a type of aircraft?

- all MPA certified aircraft

- all multi engine, single pilot certified turbo prop or turbo-jet aircraft. - all single engine, single pilot certified turbo-jet aircraft.

- all types when deemed necessary by the CAA-NL.

136. Does the actual aircraft weight have an influence on the class or type of aircraft?

No.

137. (GA/CPL) Why is there a class SET, and no class MET?

All MET-aircraft are categorized as a type. Although it is a type, you will need a CRI/CRE rating or an FI-certificate and meet CRI/CRE-requirements to

instruct/examine on these single pilot certified aircraft. For High Performance Aircraft (HPA) this must be a TRI/TRE.

138. (GA/CPL) Is a CRI allowed to instruct students for a PPL or CPL?

No. A CRI can give instruction to pilots holding a license to obtain a qualification for a single pilot certified class or type of aircraft.

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