Approved Check Pilot (ACP) / Advanced Qualification Program (AQP) Evaluator Bulletin No. 03/20

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Applicability

ACP AQP

X

X

Subject

COVID-19 response measures

On this page

Purpose

  1. The purpose of this bulletin is to provide program response measures with respect to COVID-19. All measures are considered temporary and do not represent permanent policy changes.
  2. This bulletin will be revised periodically in response to the evolving COVID-19 situation.

Background

  1. The seriousness of COVID-19 is understood.
  2. While self-isolating and quarantine measures are being implemented, the necessity of air transport to our domestic and international communities remains.

A - Use of Headsets, Oxygen Masks and Smoke Goggles

  1. All flight training in support of ACP checks and AQP evaluations, and all ACP checks and AQP evaluations (e.g., PPCs, MVs and LOEs) may be conducted without candidates physically donning headsets (synthetic environment only), oxygen masks and smoke goggles at this time.
  2. Normal flight training and check/evaluation profiles that normally warrant the use of oxygen masks and smoke goggles should continue with all actions completed except the actual physical donning of oxygen masks and smoke goggles.

B – Enhanced Personal Hygiene and Cleaning Measures

  1. ACPs and AQPEs must allow for enhanced personal hygiene practices (e.g., washing hands) before and after briefing/debriefing and flight checking/evaluation sessions.
  2. ACPs and AQPEs must allow time for additional cleaning practices that a training provider has implemented. Enhanced cleaning measures may occur between sessions and/or after hours.

C – Observable Check/Evaluation Environments

  • The ACP Manual, Section 6.15 speaks to creating an ‘observable environment’ in support of pilot performance.
  • While there is no change to performance requirements, ACPs and AQPEs represent both the Minister and their sponsoring air operators, and have an important role to play. ACPs and AQPEs should be open to discussions related to COVID-19 with a view to reducing candidate apprehension where possible.

D - Working Group on Modernization of Training and Checking

  1. The selection and conduct of the working group to support the initiative announced in ACP Bulletin No. 01/20 on the Modernization of Training and Checking will be delayed to a later date in 2020 while TCCA and industry respond to immediate concerns related to COVID-19.

E - Extensions and Alternate Means of Compliance with ACP Accreditation Requirement

  1. In response to COVID-19 and upon expiry - a blanket extension to the valid-to date of ACP courses, monitor checks and accreditations is provided at this time. An alternate means of compliance is provided regarding ACP (Type A) Monitor Checks.

Element

Temporary Policy Change

ACP (Type A/B) Courses

The validly period of ACP (Type A/B) courses is normally 36 months in accordance with ACP Manual (10th Ed.), section 3.8(5).

In response to COVID-19 and upon expiry - the validity period of all ACP (Type A/B) courses expiring on (or after) 1 April 2020 may be extended by six (6) months.

ACPs that desire an extension to their validity period must inform and have the approval of their Transport Canada issuing authority.

Those ACPs with extensions until (or after) 1 April 2020 are included in this temporary policy change provided they use their existing (i.e., original) valid-to date in the new extension calculation.

ACP (Type A/B) Courses - Distance Learning Option

The academic portion of the ACP (Type A/B) course is normally delivered in a class-room setting where dialogue is most effective. This is specified in the ACP Course Training Standard (CTS).

In response to COVID-19 and subject to coordination with Transport Canada, ACP course providers are authorized to provide the academic portion of the ACP (Type A/B) course at a distance.

ACP (Type A) Monitor Checks

The validity period of ACP (Type A) monitor checks is normally 12 or 24 months. An extension of up to 60-days is normally available in accordance with ACP Manual (10th Ed.), section 4.15(8).

Available Extension

In response to COVID-19 and upon expiry - the validity period of all ACP (Type A) monitor checks expiring on (or after) 1 April 2020 may be extended by six (6) months.

ACPs that desire an extension to their validity period must inform and have the approval of their Transport Canada issuing authority.

Those ACPs with extensions until (or after) 1 April 2020 are included in this temporary policy change provided they use their existing (i.e., original) valid-to date in the new extension calculation.

Alternate Means of Compliance

Administrative ACP monitoring (conducted annually) by Transport Canada issuing authorities will continue in accordance with Staff Instruction (SI) 700-002, section 8.4.

In response to COVID-19 and provided all other means of obtaining an onsite ACP (Type A) monitor check have been pursued, issuing authorities may credit an administrative monitor in place of an onsite monitor with all of the following conditions:

  • The administrative monitor shall include a review that meets the requirements of SI-700-002, Issue 02, section 6.6.
  • The ACP shall be briefed on any recent changes to the ACP program, which at a minimum will include ACP/AQPE Bulletin 03/20 as well as any other areas that the Issuing Authority deems necessary.
  • If the administrative review produces any concerns or problems with the ACP’s performance, an in person ACP monitor shall be conducted prior to renewal of the ACP authority.
  • This administrative monitor will be credited as an onsite monitor and shall be valid for 12 months. Note: The administrative monitor will be documented on the ACP/AQPE Monitor Report form (PDF version only) with appropriate comments.
  • All other requirements of the ACP Manual with respect to ACP currency shall be met.

ACP (Type A) Accreditations

The validity period of ACP (Type A/B) accreditations is tied to the ACP (Type A/B) course in accordance with ACP Manual (10th Ed.), section 4.17.

Consistent with the blanket (course) extension provided above, in response to COVID-19 and upon expiry - all ACP accreditations expiring on (or after) 1 April 2020 may be extended by six (6) months.

ACPs that desire an extension to their validity period must inform and have the approval of their Transport Canada issuing authority.

Those ACPs with extensions until (or after) 1 April 2020 are included in this temporary policy change provided they use their existing (i.e., original) valid-to date in the new extension calculation.

Note: A copy of the most recent revision of this bulletin together with a letter of (ACP) accreditation is sufficient for validation purposes.

ACP (Type M) Accreditations

The validity of ACP (Type M) accreditations is largely dependent on the ACP (Type A) authority. The extension provided above apply.

Given that the Type M qualification was recently introduced, there are no blanket extensions required in response to COVID-19 at this time.

F - Extensions and Alternate Means of Compliance with AQP Evaluator Accreditation Requirements

  1. In response to COVID-19 and upon expiry - a blanket extension to the valid-to date of AQP Evaluator courses, monitor checks and accreditations is provided at this time.

Element

Temporary Policy Change

AQP Evaluator Recurrent Academic Training Course (Including IRR and RRR Training)

The validly period of AQP Evaluator Recurrent Academic Training Courses is normally 12 months in accordance with the AQP Evaluator Manual (TP 14672).

In response to COVID-19 and upon expiry - the validity period of all AQP Evaluator Recurrent Academic Training Courses expiring on (or after) 1 April 2020 may be extended by six (6) months.

AQP Evaluators that desire an extension to their validity period must inform and have the approval of their Transport Canada issuing authority.

Those AQP Evaluators with extensions until (or after) 1 April 2020 are included in this temporary policy change provided they use their existing (i.e., original) valid-to date in the new extension calculation.

AQP Evaluator Recurrent Academic Training Course - Distance Learning Option

The academic portion of the AQP Evaluator Recurrent Academic Training Course is normally delivered in a class-room setting where dialogue is most effective.

In response to COVID-19 and subject to coordination with Transport Canada’s National Operations, AQP Evaluator Recurrent Academic Course providers are authorized to provide distance training.

AQP Evaluator Monitor Checks

The validity period of AQP Evaluator (Type E, V and O) monitor checks is normally 12 or 24 months. An extension of up to 60-days is normally available in accordance with AQP Evaluator Manual (TP 14672).

In response to COVID-19 and upon expiry - the validity period of all AQP Evaluator monitor checks expiring on (or after) 1 April 2020 may be extended by six (6) months.

AQP Evaluators that desire an extension to their validity period must inform and have the approval of their Transport Canada issuing authority.

Those AQP Evaluators with extensions until (or after) 1 April 2020 are included in this temporary policy change provided they use their existing (i.e., original) valid-to date in the new extension calculation.

Alternate Means of Compliance

Administrative AQP Evaluator monitoring (conducted annually) by Transport Canada issuing authorities will continue in accordance with Staff Instruction (SI) 700-002, section 8.4.

In response to COVID-19 and provided all other means of obtaining an onsite AQP Evaluator monitor check have been pursued, issuing authorities may credit an administrative monitor in place of an onsite monitor with all of the following conditions:

  • The administrative monitor shall include a review that meets the requirements of SI-700-002, Issue 02, section 6.6.
  • The AQP Evaluator shall be briefed on any recent changes to the AQP program, which at a minimum will include ACP/AQPE Bulletin 03/20 as well as any other areas that the Issuing Authority deems necessary.
  • If the administrative review produces any concerns or problems with the AQP Evaluator’s performance, an in person AQP Evaluator monitor shall be conducted prior to renewal of the AQP Evaluator authority.
  • This administrative monitor will be credited as an onsite monitor and shall be valid for 12 months. Note: The administrative monitor will be documented on the ACP/AQPE Monitor Report form (PDF version only) with appropriate comments.
  • All other requirements of the AQP Evaluator Manual with respect to AQP Evaluator currency shall be met.

AQP Evaluator Accreditations

The validity period of AQP Evaluator accreditations is documented on their Letter of Accreditation in accordance AQP Evaluator Manual (TP 14672).

In response to COVID-19 and upon expiry - all AQP Evaluator accreditations expiring on (or after) 1 April 2020 may be extended by six (6) months.

AQP Evaluators that desire an extension to their validity period must inform and have the approval of their Transport Canada issuing authority.

Those AQP Evaluators with extensions until (or after) 1 April 2020 are included in this temporary policy change provided they use their existing (i.e., original) valid-to date in the new extension calculation.

Note: A copy of the most recent revision of this bulletin together with a letter of (AQP Evaluator) accreditation is sufficient for validation purposes.

AQP Evaluator (Type M) Accreditations

The validity of AQP Evaluator (Type M) accreditations is largely dependent on the AQP Evaluator (Type E) authority. The extensions provided above apply.

Given that the Type M qualification was recently introduced, there are no blanket extensions required in response to COVID-19 at this time.

G - Training to Proficiency as an Alternate Means of Compliance for a PPC

  1. Travel restrictions, health risks and quarantine measures are currently limiting industry’s access to check pilots to conduct PPCs. To address this, TCCA has issued a global regulatory exemption that is applicable to all subparts under CARs Part VII to temporarily allow the requirements of a recurrent PPC to be met in a ‘training to proficiency’ manner in limited circumstances. The industry communique that announced this measure, and the applicable regulatory exemption documents, can be viewed through the COVID links below.
  2. In accordance with the regulatory exemption, training to proficiency means that the CARs requirement for a PPC has been satisfied once a candidate meets the required competency level for all assessed items during training - there is no requirement for a ‘check-ride’ after training has been completed. The validity period of the PPC is reset in accordance with the applicable CARs subpart and in no case shall this exceed 12-months (1st day of 13th month) beyond the existing expiry date when using the training to proficiency method of training. This exemption is only applicable to recurrent training that is completed no later than 1 December 2020. TCCA has notified ICAO (‘filed a difference) of this temporary exemption.
  3. Training to Proficiency is only permissible when:
    1. The operator has liaised with their POI as early as possible to confirm that an ACP, FAA Training Center Evaluator (TCE) or TCCA inspector is not available to conduct the PPC because of a scheduling conflict, travel or quarantine restriction, health risk or other credible reason;
    2. The person conducting the training is not an authorized check-pilot. If the person conducting the training is an ACP and it has been confirmed as early as possible through an industry search and liaison with the applicable POI that a second check pilot is not available to conduct the PPC, the ACP is expected to train and check the same candidate by conducting normal recurrent training, followed by a separate PPC. This authority to ‘train and check’ is a temporary authority granted by this bulletin and expires on 1 December 2020; and
    3. The Regional Director of the applicable TCCA region has not denied the operator from conducting training to proficiency because of concerns related to the operator’s safety record, flight crew experience levels, or any other relevant factor that causes the Regional Director to determine that training to proficiency creates an unacceptable risk to aviation safety.
  4. Conduct of Training to Proficiency:
    1. The operator’s approved recurrent ground and flight training program must be completed in entirety. Recurrent flight training is conducted in the usual manner and the candidate is simultaneously trained and assessed on all items contained in the operator’s recurrent flight training program. The ‘assessment’ function is not conducted as a separate activity and is comparable to the thought process and analysis that occurs when a training captain assesses that a candidate has met the required competency levels to be recommended for a PPC. To meet the requirements of an IFR PPC, the instrument procedures defined in the applicable PPC Schedule must be included and assessed during training.
    2. A candidate must achieve a grade of 3 or 4 on all assessed items in accordance with section 5.0 of the ACP Manual (Principles of Evaluation) and the 4 point marking scale in section 5.17 of the ACP Manual (link below).

      https://www.tc.gc.ca/eng/civilaviation/publications/tp6533-menu-1003.htm#s5_0
    3. If a candidate is unable to meet the required competency level (grade of 3 or 4) for any assessed item, the requirements of the PPC have not been met and credit cannot be taken for completing a PPC. In such cases, this is not to be assessed or treated as an ‘unsuccessful’ PPC – it is considered to be incomplete training. The candidate must undergo subsequent training as required, followed by a PPC conducted by a check-pilot who did not conduct the training.
    4. The renewal of a pilot’s approval to conduct low-visibility take-off and landing manoeuvers is permitted under ‘training to proficiency’ if these manoeuvres are conducted in a flight simulator. A regulatory exemption has been issued to exempt operators from the requirement of having these manoeuvres ‘checked’ by an ACP or CASI.
    5. The time allocated for flight training cannot be less than the time specified in the operator’s approved training program.
    6. There is no ‘oral examination’ applicable to training to proficiency. The grading of Technical Knowledge and Flight Planning shall be based on the results of applicable written examinations and observations during training.
    7. Training to proficiency can only be used for recurrent training and cannot be used for the purposes of upgrading to Captain, issuing a type-rating or instrument rating, or to conduct a re-test after an unsuccessful PPC.
    8. Training must be conducted by a company training pilot or contracted training pilot, to include instructors from training facilities such as a CAE or Flight Safety International.
  5. Completion of a Flight Test Report (FTR) 26-0249 or 26-0279 for Training to Proficiency:  
    1. Complete the FTR as per section 7.8 of the ACP Manual (link below), except as noted below. A training pilot should consult with a company ACP or their POI if assistance is required to complete the FTR.

      https://www.tc.gc.ca/eng/civilaviation/publications/tp6533-menu-1003.htm#s7_8
    2. Insert the following statement in the Comments – General Assessment section: “This flight test was completed in accordance with the company’s approved training program and the   training to proficiency procedures authorized in ACP Bulletin 03/20, as confirmed by the Company Chief Pilot.
    3. Under the above comment, insert the name, signature and date of the Chief Pilot.
    4. Insert the name and license number of the training captain in line 2 or 3, as applicable, and leave the circles blank (TC, CCP, DACP).
    5. Record and grade a minimum of three Abnormal / Emergency items on the FTR.
    6. Insert the total hours of training in the “FLT TIME” block.
    7. The last day of training is to be entered as the “FLT TEST DATE”. 
    8. Assign the appropriate date in the “PPC VALID TO” block, as per normal PPC policy.
    9. The training captain signs the “SIGNATURE OF CHECK PILOT” block.
    10. Maintain a copy of the completed FTR in company records and e-mail a copy of the FTR to the applicable POI for awareness / oversight. (Note for inspectors – the FTR does not get entered in FTAE).

H - Safe and Flexible Training Practices for Training and Checking in an Aircraft.

  1. The lack of capacity or access to flight simulator facilities is limiting the ability of some air operators to complete recurrent flight training. To address this, TCCA is temporarily allowing operators who normally conduct recurrent flight training in a simulator to deviate from their TCCA approved simulator training program to accommodate training and checking in an aircraft.
  2. Approval to deviate from an approved simulator training program in order to conduct training and checking in an aircraft is only applicable to recurrent training that is completed no later than 1 Dec 2020.
  3. A global regulatory exemption has been issued to enable flight training in an aircraft for operators that have a regulatory requirement to conduct training in a flight simulator - (follow COVID link below to view the exemption).
  4. Operators who conduct training in an aircraft will not be able to renew a pilot’s approval to conduct any low-visibility take-off and landing manoeuvers that can only be trained and checked in a flight simulator in accordance with the applicable Canadian Aviation Regulations (CARs) and Commercial Air Service Standards (CASS.)
  5. To facilitate training in an aircraft, refer to the detailed guidance on safe training and checking practices in Appendix A of the ACP Manual (link below). There may be some aircraft, operator and training pilot combinations that are not appropriate for training in an aircraft. For example, critical winged aircraft, operators with no established airborne training procedures and training pilots who have never provided airborne instruction represent a combination of risks that must be carefully evaluated by the operator.

    https://www.tc.gc.ca/eng/civilaviation/publications/tp6533-menu-1003.htm#appa
  6. Simulated failures of aircraft systems shall only take place under operating conditions which do not jeopardize safety of flight. To accommodate possible limitations in an Aircraft Operating Manual (AOM) and to account for training captains and check pilots who may not be familiar with training and checking in an aircraft, the supplementary guidance below provides additional flexibility to carry out manoeuvres, aircraft malfunctions and abnormal events in a manner that is acceptable to TCCA.
    1. Rejected Take-offs, Engine-out Approaches/Missed Approaches:  In situations where a training or check pilot is not comfortable placing the aircraft in an engine-out configuration, or to comply with limitations imposed in the aircraft operating manual, it is acceptable to accomplish the intent of the manoeuvre in other ways that reasonably replicate the applicable procedures, aircraft handling, and effects on the aircraft. Although not ideal, this could be limited to having the candidate explain all required crew actions, SOPs, emergency checklist procedures, aircraft configuration and limitations, and describing the effects on the aircraft. Or, a candidate could be asked to physically demonstrate the flight profile and procedures for a manoeuvre without failing an engine or, in other cases, the candidate could be asked to carry out the manoeuvre using only the power that would be available in an engine-out configuration. In all cases, this should be supplemented by having the candidate explain any additional relevant crew actions, calls, procedures, and aircraft effects that are not demonstrated during the conduct of the manoeuvre.
    2. Aircraft Malfunctions, System Failures, and Abnormal Events:  Similar to the flexibility described above, the conduct of any manoeuvre associated with an aircraft malfunction, system failure or abnormal event can be modified or verbally conducted to the extent required to avoid an unsafe situation or to comply with a limitation in an aircraft operating manual. While the aim is to preserve realism to the extent possible, adjustments are permissible while ensuring that the conduct of the manoeuvre or event reasonably replicates the crew actions, procedures and      effects on the aircraft to the extent possible.
    3. Training in Aircraft with High Speed or Abrupt Stall Characteristics in Non-705 CARs Subparts: See the supplemental guidance below to the following areas of Appendix A of the ACP Manual:

      Appendix A Paragraph

      Title and Supplemental Guidance

      (2)

      Approaches to Stalls – Aeroplanes – Not recommended in aircraft with high speed or abrupt stall characteristics. Consult AC 700-031 (Appendix 4) for more information.

      (9)(c)

      Engine Failure on Take-Off – Multi / 703 & 704 - Aeroplane -- Aircraft with high speed or abrupt stall characteristics should follow guidance provided for Subpart 705. Note: Increased safety margins would be provided by not initiating throttle reduction prior to 200 feet above the runway and below V2+20.

      (11)(b) & (c)

      Engine-out Missed Approach – 702-704 - Aeroplane -- Ensure that the speed referenced (i.e., final flap selection) is not less than the speed required for a single-engine approach configuration.

      (16)(a)

      Runaway Trip/Jammed Stabilizer – 702-704 - Aeroplanes -- Aircraft with high speed or abrupt stall characteristics should follow guidance provided for Subpart 705.

      (19)(a)

      Stop and Go – 702-704 - Aeroplane -- Aircraft with high speed or abrupt stall characteristics should follow guidance provided for Subpart 705.

      (20)

      Touch and Go – 702-704 - Aeroplane – Not recommended on aircraft with high speed or abrupt stall characteristics unless an air operator has documented procedures and the safety (training) pilot has experience performing this manoeuvre. Not recommended in the absence of AFM or OM guidance.

  7. Operators that deviate from their approved simulator training program to carry out training in the aircraft must inform and have approval from their POI accordingly. In such cases, the POI must be provided with details on the aircraft training program, to include a summary of events that will be conducted in a manner that differs significantly from the simulator training program and/or safe training practices described in Appendix A of the ACP Manual.
  8. The use of the above flexible practices to conduct a manoeuvre during a flight test in a manner that is different than the procedures described in the flight test guide shall be recorded in the comments section of the Flight Test Report by stating the number and name of the exercise and how it was conducted. 

COVID-19 Information Links

Effective Date

  1. Original - 23 March 2020.
  2. Revision 1 - 30 March 2020.
  3. Revision 2 – 1 April 2020
  4. Revision 3 – 19 May 2020
  5. Revision 4 - 22 June 2020
  6. This bulletin is expected to be cancelled on 1 December 2020.

Approval

Deborah Martin
Chief
Commercial Flight Standards (AARTF)
Civil Aviation
Transport Canada