Notice: Advisory Circulars Availability, Etc.: Transport Category Aircraft&#8212 Crew Qualifications and Pilot Type Rating Requirements

Tuesday,
August 28, 2007
Part IV
Department of
Transportation
Federal Aviation Administration
Proposed Advisory Circular No. 120–53A,

Crew Qualification and Pilot Type Rating
Requirements; Notice
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49588 Federal Register / Vol. 72, No. 166 / Tuesday, August 28, 2007 / Notices
DEPARTMENT OF TRANSPORTATION 9 a.m. and 5 p.m., Monday through through D. For example, a difference
Friday, except Federal holidays. that amounts to no more than a
Federal Aviation Administration FOR FURTHER INFORMATION CONTACT: Greg knowledge-based difference that can be
Kirkland, Air Transportation Division addressed in pilot training by using a
[Docket Number FAA–2007–28498]
(AFS–220), Federal Aviation computer-based course of instruction
Proposed Advisory Circular No. 120– Administration, 800 Independence (e.g., the B–757–200 and the B–767–200
53A, Crew Qualification and Pilot Type Avenue, SW., Washington, DC 20591; hydraulic systems), would be a Level B
Rating Requirements for Transport telephone: (202) 267–8166, e-mail difference. On the other hand, a
Category Aircraft Operated Under 14 Greg.Kirkland@faa.gov. difference that involves full pilot task
CFR Part 121 training (e.g., visual display and switch
SUPPLEMENTARY INFORMATION:
position requirements between the B–
AGENCY: Federal Aviation Authority: 49 U.S.C. 106(g), 40113, 44701, 767–200 and the B–767–400) would be
Administration, DOT. 44702, 44703. a Level D difference necessitating pilot
ACTION: Notice of availability of a Comments Invited training in a full task training device.
proposed advisory circular and request The AC also explains the process for
The proposed AC is published at the allowing full or partial credit for
for comments. end of this notice. You may also receive recency of experience that may be
SUMMARY: This notice announces the an electronic copy of the proposed AC permitted when aircraft handling
availability of and requests comments by accessing the FAA’s web page at qualities are similar. For example,
on a proposed revision to Advisory http://www.faa.gov/ handling qualities for the Airbus A–320,
Circular (AC) No. 120–53, Crew regulationslpolicies/rulemaking/ A–330, and A–340 aircraft were found
Qualification and Pilot Type Rating recentlylpublished. Interested parties to be similar, therefore credit for
Requirements for Transport Category are invited to submit comments on the recency of experience was allowed.
Aircraft Operated under 14 CFR part proposed AC to Docket No. FAA–2007– If an additional series of related
121. That AC provides the Federal 28498. All communications received on aircraft models having similar handling
Aviation Administration (FAA) or before the closing date for comments qualities and commonality of systems is
guidance for the evaluation and will be considered by the FAA before type certificated, the FAA uses the
approval of flight crew qualification issuing the final AC. guidance in AC 120–53 when deciding
programs and the issuance of pilot type Advisory Circular (AC) NO. 120–53, to allow credit for training, checking,
ratings for flight crews operating under ‘‘Crew Qualification and Pilot Type and recency of experience. When
14 CFR part 121. The proposed AC Rating Requirements For Transport difference levels between the aircraft
streamlines the process described in AC Category Aircraft Operated under 14 models do not exceed Level D, credit is
120–53 for determining the level of CFR part 121.’’ usually allowed. For example,
On May 13, 1991, the FAA issued AC evaluation of the differences in the
differences between aircraft and the
120–53 to provide guidance on the flight deck configuration (e.g., visual
credits the FAA assigns between those
process the FAA uses when determining displays and switch positions) of the B–
aircraft for the purposes of training,
the level of flight crew training required 767–400 determined that Level D
checking, and recency of experience
to operate an aircraft under 14 CFR part differences existed between the B–767–
requirements. The applicability of the
121. The regulations establish 400 and the B–767–200 and B–767–300
proposed AC would be limited to
requirements for training, checking, and series. Therefore, the FAA allows credit
operations conducted under 14 CFR part
recency of experience for flight crews for training and checking for Level A
121.
operating an aircraft under part 121. through D differences between the B–
DATES: Comments must be received on Further, the AC provides guidance for 767–200/300 and the B–767–400.
or before October 29, 2007. determining the level of differences These credits have been provided also
ADDRESSES: Send all comments on the between comparative aircraft when a within families of aircraft (same make
proposed AC to Docket Number FAA– pair of aircraft have similar handling or but different models sharing
2007–28498, using any of the following flight characteristics. An applicant may commonality) with similar handling
methods: submit documentation requesting the qualities and no greater than Level D
• DOT Docket Web site: Go to FAA consider the commonality in that system differences. Examples of
http://dms.dot.gov and follow the pair of aircraft be sufficient to allow programs that have taken advantage of
instructions for sending your comments credits for that commonality, which these credits are: ‘‘Common Pilot Type
electronically. may then reduce the amount of Rating’’ used by Boeing and ‘‘Cross
• Government-wide rulemaking Web duplicative training and checking Crew Qualification’’ (CCQ) used by
site: Go to http://www.regulations.gov requirements and may also reduce, for Airbus.
and follow the instructions for sending some aircraft, the recency of experience
your comments electronically. required by 14 CFR 121.439 (a). After Proposed Revisions to AC No. 120–53A
• Mail: Send comments to the Docket completion of the comparative process, In view of the success of the common
Management Facility; U.S. Department if the FAA is convinced that the two pilot type rating and CCQ programs
of Transportation, 1200 New Jersey aircraft types share sufficient common under AC 120–53, proposed AC 120–
Avenue, SE., West Building Ground characteristics, then the FAA authorizes 53A describes the same process as AC
Floor, Room W12–140, Washington, DC qualified flight crews to receive training, 120–53 for evaluating the differences
20590. checking, and in some cases, recency of between comparative aircraft and
• Fax: Fax comments to the Docket experience credits for that commonality. determining the training, checking, and
Management Facility at 202–493–2251. Advisory Circular 120–53 recency of experience requirements
• Hand Delivery: Bring comments to standardizes the application process for based on a commonality determination.
the Docket Management Facility in applicants and explains the training and Proposed AC 120–53A restates certain
Room W12–140 of the West Building checking credits available when the processes to make them more easily
Ground Floor at 1200 New Jersey system differences between related understood and applied by the FAA and
Avenue, SE., Washington, DC, between aircraft models are from Level A industry in view of innovations and
Federal Register / Vol. 72, No. 166 / Tuesday, August 28, 2007 / Notices 49589
advancements in technology and aircraft documenting the differences between type rating, and the successful use of
design that were not envisioned when aircraft types. similar programs (CCQ) with other
AC 120–53 was written. The proposed AC shifts the emphasis aircraft models by European
This proposed AC: from documenting the commonalities to manufacturers demonstrates that the
• Updates the guidance to reflect the documenting the differences between FAA can continue to safely allow credit
increasing commonality evolving in aircraft types. The applicant would for training, checking, and recency of
contemporary transport category aircraft continue to show commonalities and experience between aircraft that have
design. the similarities in handling and flight demonstrated commonality. The entire
• Streamlines the process, with characteristics by demonstrating the proposed AC is published with this
clearly defined tests, that permit an absence of differences. Where Notice for the convenience of the reader
applicant to apply for, and the FAA to differences do exist, those differences as Attachment 1.
allow credit for demonstrating sufficient would be addressed by the appropriate Issued in Washington, DC, on August 14,
commonality between aircraft. The training, checking, and recency of 2007.
process is updated by incorporating experience requirements. In the James J. Ballough,
elements of the T2 and T4 tests into the proposed AC the FAA would continue
new T6 test. Director, Flight Standards Service.
to allow credit for aircraft shown to
• Shifts the emphasis from have commonality as in AC 120–53. Attachment 1—Advisory Circular (AC)
documenting the commonalities to Makes definitional changes. No. 120–53, Crew Qualification and
documenting the differences between ‘‘Common type rating’’ is replaced by Pilot Type Rating Requirements for
aircraft types. ‘‘Common pilot type rating’’ to show a Transport Category Aircraft Operated
• Makes definitional changes. clearer difference between a pilot type Under 14 CFR Part 121
‘‘Common type rating’’ is replaced by rating and a type certificated aircraft.
‘‘Common pilot type rating.’’ The term The terms ‘‘variant’’ and ‘‘related Advisory Circular
‘‘variant’’ has been eliminated and its aircraft’’ were used interchangeably in Subject: Crew Qualification and Pilot
meaning has been consolidated into one AC 120–53 causing some confusion. The Type Rating Requirements for Transport
term, ‘‘related aircraft.’’ It also separates term ‘‘variant’’ has been eliminated and Category Aircraft Operated Under Part
the terms ‘‘Currency’’ and ‘‘Recent its meaning has been consolidated into 121.
experience.’’ one term, ‘‘related aircraft.’’ For Date: MM/DD/YY.
• Introduces the term ‘‘Common example, related aircraft would be two Initiated by: AFS–200.
Takeoff and Landing Credit’’ applicable or more aircraft of the same make [AC No: 120–53A]
to receiving credit for recency of (Airbus), but not necessarily under the This advisory circular (AC) provides
experience. same type certificate (A–320, A–330 and an acceptable means, but not the only
Updates the guidance to reflect the A–340). means, of compliance with the Code of
increasing commonality evolving in The AC 120–53 definitions of Federal Aviation Regulations (CFRs)
contemporary transport category ‘‘currency’’ and ‘‘recent experience’’ regarding qualification and type rating
aircraft design. were considered synonymous and used of flight crewmembers operating under
Aircraft manufacturers are now interchangeably. This interchangeable Part 121 of the CFRs. Included are
designing more aircraft that share use ofterms has led to confusion. The criteria for the determination and
similar handling and flight proposed revision separates the terms to approval of training, checking, and
characteristics. The use of common eliminate any further confusion. currency necessary for the operation of
flight deck designs has also become Introduces the defined term Common aircraft. This AC also describes the
prevalent. These commonalities Takeoff and Landing Credit applicable process by which the Federal Aviation
improve the safety of aircraft operations to receiving credit for recency of Administration (FAA) determines the
and provide an opportunity in the experience. qualification of the pilot-in-command
proposed AC for the FAA to recognize A Common Takeoff and Landing (PIC) or second-in-command (SIC) of
this improvement in safety by reducing Credit (CTLC) allows recency of new or modified aircraft. Details of the
the need for some duplicative training. experience credit between related systems, processes, and tests necessary
Streamlines the process, with clearly aircraft of the same make with different to apply this AC are explained in the
defined tests, that permit an applicant type certificates that can be appendices. Provisions of this AC are
to apply for, and the FAA to allow credit demonstrated to have similar handling intended to enhance safety by:
for demonstrating sufficient and flying characteristics. This credit is
commonality between aircraft. applied toward meeting the • Providing a common method of
This proposed AC provides a requirements of 14 CFR 121.439. assessing applicant programs.
systematic means with clearly defined • Directly relating pilot training and
tests that permit an applicant to apply Conclusion qualification requirements to fleet
for, and the FAA to allow credit for The concept of commonality and the characteristics, operating concepts,
successfully demonstrating use of credits can reduce unnecessary and pilot assignments.
commonality between aircraft. For training costs while providing an • Permitting better planning and
example, the T6 test criteria are clearly acceptable method of compliance with management of fleets, pilot
defined to give applicants more the existing regulations. Only the FAA assignments, and training resources
standardized, specific test criteria than can make a determination of by outlining what FAA requirements
the current T2 and T4 tests. The T6 test commonality; and while an applicant apply, what training resources or
requires the applicant to show a may ask the FAA for a finding of devices are needed, and what
alternatives are possible.
commonality within a specific weight commonality, the FAA will only make
range, center of gravity range and such a finding after the FAA is satisfied • Permitting timely and consistent
maximum demonstrated crosswind for that sufficient commonality exists to decisions about fleet acquisition,
takeoff and landing. permit crediting. integration, modification, or phaseout
Shifts the emphasis from The history of safe operation of the B– associated with pilot qualification or
documenting the commonalities to 757 and B–767 with a common pilot pilot assignments.
• Permitting manufacturers to design enhancements to the FSB process to A through E, are each specified for
aircraft that take advantage of new address uniform, systematic, timely, and training, checking, and currency.
technology or their similarity with comprehensive application of pertinent (3) Operator Difference Requirement
existing related aircraft, as 14 CFR parts in a changing and (ODR). Operators show compliance with
appropriate to a particular operator‘s increasingly complex operational the FAA MDRs through an operator’s
fleet. environment. This AC revision deletes specific ODR, which lists each
• Encouraging cockpit standardization master common requirements due to a operator‘s fleet differences and
by crediting commonality and lack of practical application. This AC compliance methods. ODRs specify
identifying necessary constraints recognizes the concept of reduced requirements uniquely applicable to a
when differences exist. differences between related aircraft and particular fleet and mixed flying
• Providing a framework for application defines the training, checking, currency, situation and are based on the MDRs.
of suitable credits or constraints to and recency of experience requirements. ODRs are those operator-specific
better address new technology and a. This AC revision clarifies and requirements necessary to address
future safety enhancements. introduces new terms and concepts. differences between a base aircraft and
1. Focus. This AC addresses aircraft These include: one or more related aircraft, when
manufacturers or modifiers who design, (1) Clarification of the terms ‘‘aircraft operating in mixed fleet flying or
test, and certificate aircraft as well as type certificate’’ and ‘‘related aircraft’’. seeking credit in transition programs.
approved 14 CFR part 142 training (2) The difference between currency ODRs include both a description of
centers. In addition, it applies to and recency of experience is defined. differences and a corresponding list of
(3) A definition of ‘‘common pilot minimum training, checking, and
operators whose pilots operate several
type rating’’ now including levels A currency compliance methods that
related aircraft of the same manufacturer
through D for any aircraft of the same address pertinent FSB requirements.
in a mixed fleet and operators seeking
make but of different aircraft type
credit for prior pilot experience with Note: These and other concepts are more
certificates (TC).
related aircraft of the same (4) Modified checking requirements to fully described in the appendices.
manufacturer. embrace the concept of checking only at
2. Cancellation. AC 120–53, Crew 5. Setting FAA Requirements. The
the difference levels between related FSB process is made up of proposal
Qualification and Pilot Type Rating aircraft.
Requirements for Transport Category development, testing, draft requirement
(5) A new term, ‘‘common takeoff and formulation, FSB final determinations
Aircraft Operated Under CFR Part 121, landing credit’’ (CTLC).
Dated May 13, 1991, Is Canceled. and FAA approval.
(6) An introduction of the T6 test to
3. Discussion. a. Applicants’ Proposals. Aircraft
provide for CTLC (recency of
a. A System for Pilot Qualification. manufacturers or modifiers usually
experience) in mixed fleet flying
The FAA specifies qualification criteria initiate proposals for formulation or
between separate type-certificated
(minimum training, checking, and amendment of FSB requirements. This
aircraft with common takeoff and
currency) for particular aircraft through is done in conjunction with application
landing characteristics. The intent of the
Flight Standardization Board (FSB) for aircraft type certification or
T6 test is to provide a comparison of
evaluations and findings. FSB findings supplemental type certification of an
aircraft that have not previously been
are described in reports for specific aircraft or system. The FAA, operators,
evaluated for CTLC using the T2 test.
aircraft. The reports provide guidance to and, in certain instances, other
(7) A means to identify and evaluate
certificate-holding district offices organizations or individuals, may
new technologies that may not be
(CHDO) for use by principal operations initiate proposals or amendments.
associated with an aircraft evaluation.
inspectors (POI) and other inspectors. (8) A distinction between supervised b. Standardized Tests. A main
FSB report provisions serve as a basis line flying (SLF) and operating element of the requirements formulation
for the FAA to approve operators’ experience (OE). process is the use of standardized
programs and for pilot certification. b. Additional concepts are introduced testing to determine pilot qualification
b. Changing Needs. Necessary support to uniformly apply the 14 CFR parts requirements. One or more of six tests
for the FSB process is provided by the applicable to pilot qualification and the are applied depending on the proposal’s
industry. In the past, procedures varied differences. The AC’s main concepts are degree of differences between related
by manufacturer, individual project, summarized as follows. aircraft, difference levels sought, and
operator, and other factors including: (1) Master Difference Requirement the outcome of any previous tests. Only
(1) Introduction of new and related (MDR). Master requirements are the necessary tests are used. Tests may
aircraft and increases in the significance expressed in the form of MDRs. MDRs be waived or difference levels may be
of modifications to existing aircraft, are requirements applicable to pilot assigned based on operational
particularly with regard to engines or qualification that pertain to differences experience.
avionics. between related aircraft. MDRs are c. FAA Formulation and
(2) Integration of related fleets of specified by the FSB in terms of Implementation of Requirements.
aircraft following airline acquisitions or difference levels. Following testing and formulation of
mergers. (2) Difference Levels. Difference levels draft requirements, FSB requirement
(3) Increased dependence on leased are formally designated levels of determinations are then made
aircraft, many of which are configured training methods or devices, checking specifying MDRs and any necessary
differently than an operator’s basic fleet. methods, or currency methods that supporting information. Supporting
(4) A wider variety of equipment satisfy difference requirements between information may pertain to operator
options available in new or retrofit related aircraft. Difference levels specify certification, airmen certification,
aircraft. FAA requirements proportionate to and approval of devices and simulators, and
(5) Introduction of new technology in corresponding with increasing other items necessary for proper
cockpit enhancements. differences between related aircraft. A application of MDRs. FSB reports will
4. Summary of Revisions. This AC range of five difference levels in order be used in the evaluation, certification,
describes necessary revisions and of increasing requirements, identified as and approval of operators’ programs.
d. Revision of Requirements. FSB for safe operations. Constraints or a. Standard Devices or Simulators.
reports are periodically updated when credits may be applied generally or only Standardized training methods, devices,
new or modified aircraft are introduced, to specific aircraft or pilot positions. or simulators are associated with each of
when requested by an applicant based Once approved, the operator’s program the training difference levels. Devices or
on OE, or when the FAA determines it must be conducted in accordance with simulators are approved for particular
is necessary for safety reasons. (IAW) these approved ODRs. ODR operators by their POIs, consistent with
e. Pilot Type Ratings. A new pilot proposals are provided to the FAA National Simulator Program (NSP)
type rating is typically assigned when CHDO in a standard tabular format and qualification and FSB master
level E training differences are are approved by POIs only if they meet requirements.
determined between the candidate MDRs and other pertinent FSB b. Special Criteria. In some instances,
aircraft and the base aircraft. The pilot requirements. The operator must apply standard device or simulator criteria
type rating determination and any to amend the ODRs when changes occur may not be appropriate for new
training, checking, and currency in the base aircraft, comparison aircraft, technology. The FSB may specify
specifications established under the and/or training devices that affect the additional criteria in FSB reports in
testing process of this AC are approval basis of the ODRs. these instances.
determined by evaluating the handling c. Credit between Programs. In 10. Review and Approval. This is a
qualities and core pilot skills related to addition to mixed fleet flying, ODRs process for review of FSB evaluations
the candidate aircraft. Systems such as may be used to permit credit between and approval of FSB reports.
heads-up display (HUD), Enhanced related aircraft in differences or 11. Appeal of FAA Decisions. The
Vision Systems (EVS), or Synthetic transition training and checking Director, Flight Standards Service, AFS–
Visions Systems (SVS) may require programs, consistent with FSB 1, assigns responsibility to resolve
Level E training without requiring a new provisions. appeals of the FSB findings.
pilot type rating. The FSB, with the 7. FAA Approval of Operator James Ballough,
concurrence of the Air Transportation Programs. Director, Flight Standards Service.
Division, AFS–200, will make this a. POI Approval. FAA POIs approve
determination. operator programs when those programs APPENDIX 1.—DEFINITIONS AND
f. Common Pilot Type Rating. A comply with FSB provisions. If less REFERENCES
common pilot type rating is assigned restrictive programs are proposed, POIs Table of Contents
when no greater than level D training advise the applicant that:
differences are determined between 1. Definitions
(1) A request for change of the MDRs 2. References (current editions)
aircraft of the same type with different must be initiated;
aircraft TCs. (2) The differences between related Appendix 1.—Definitions and References
g. Same Pilot Type Rating. A same aircraft must be reduced or eliminated; 1. Definitions.
pilot type rating is assigned when no or Note: Definitions provided in Appendix 1
greater than level D training differences (3) An alternate approval must be apply exclusively to this advisory circular
are determined between aircraft with sought. (AC).
the same aircraft TCs (series). Note: An example of such a request is an Aircraft Evaluation Group (AEG). FAA
6. Operator Compliance with FAA exemption to the applicable requirement of organization that sets training, checking,
Requirements. the training section of the operational rule currency, pilot type rating, Master Minimum
a. Obtaining FSB Information. under which the operation is conducted. Equipment List (MMEL), and maintenance
Operators are advised of pertinent FSB b. Limitations of POI Authority. When standards Maintenance Review Board (MRB)
information through FAA CHDOs and applicable, POIs may approve programs for assigned certificated aircraft types. AEGs
POIs. Operators may also obtain FSB within provisions of the FSB report and this also address operational aspects of aircraft
information from aircraft manufacturers AC. AC provisions apply because other type certification and resolution of service
or modifiers, other operators, or other general constraints are identified such as a difficulties.
limitation on the number of different related Applicant. For the purposes of this AC, an
aviation organizations that maintain applicant may be a manufacturer, modifier,
awareness of FAA policies, and the Web aircraft that can be used in mixed fleet flying.
POIs shall not approve programs outside the or operator.
site http://www.opspecs.com. bounds of FSB or AC provisions without the Base Aircraft. An aircraft designated by the
b. Certificated Operator Compliance authorization of AFS–200. Deviation from applicant used as a reference to compare
with Mixed Fleet Flying. When aircraft FSB or AC provisions will be approved by differences with another aircraft.
are flown in mixed fleets, certificated AFS–200, only when an equivalent level of Candidate Aircraft. The aircraft that will be
operators will comply with MDRs and safety can be demonstrated. subjected to the FSB evaluation process
other FSB difference provisions. outlined in this AC for comparison purposes.
8. Application of FSB Requirements Common Pilot Type Rating. A pilot license
Certificated operators accomplish this to Airmen Certification. The evaluation
by identifying a base aircraft, describing endorsement between separate type-
items that FSB reports specify include certificated aircraft for the purposes of pilot
differences that exist between their base the following: type rating that passes the testing criteria of
aircraft and the candidate aircraft, and • Knowledge; the T1 (equivalence) or the T2 (handling
by specifying particular means of • Skills; characteristics) and T3 (core pilot skills with
compliance to satisfy MDRs. Sample • Abilities; no greater than level D differences). A
FSB ODRs provide guidance for the • Maneuvers; common pilot type rating endorsement is
approval of an operator’s mixed fleet • Performance criteria; and issued after a pilot has received differences
flying program and specify necessary • Other relevant items for proficiency training and checking, where required, on the
constraints or permissible credits. The checking or other checks/tests may be type-certificated aircraft for which there is a
description of specific differences and common pilot type rating designation. The
identified. This is appropriate to pilot who is receiving the additional

compliance methods are identified in address any aircraft-specific factors endorsement must be current and qualified
the operator’s ODRs. Constraints or affecting the safe operation of that in the base aircraft; since, the check is not a
credits may relate to knowledge, skills, aircraft operated under 14 CFR. ‘‘full’’ proficiency check as defined by Title
devices, simulators, maneuvers, checks, 9. Training Device and Simulator 14 of the Code of Federal Regulations (14
currency, or any other factors necessary Approvals. CFR), but an abbreviated differences check
on the differences from the base to the rate and magnitude of pilot initiated control Same Pilot Type Rating. A pilot type rating
candidate aircraft. The differences check, inputs to the primary flight control surfaces assigned when no greater than a level D
unless it includes the requirements for a (e.g., ailerons, elevator, rudder, spoilers, training difference is determined between
recurrent check, cannot reset the ‘‘recurrent cyclic, collective, etc.). aircraft with the same aircraft TCs (series).
clock’’ (a pilot‘s base month for checking Line Oriented Simulation (LOS). Use of a Series. Aircraft sharing the same aircraft
purposes). simulator in place of the aircraft to reinforce type certification with specific variations that
Common Takeoff and Landing Credit the understanding of differences between are usually defined by the manufacturer and
(CTLC). CTLC is a program/process that related aircraft. LOS should not be confused usually result in an amended aircraft TC.
allows recency of experience credit between with operating experience (OE), which is Supplementary Procedures. Those
related aircraft (same make) with different required by 14 CFR. procedures that are identified in the Flight
type certificate data sheets (TCDS) that can Line Operational Flying (LOF). The LOF Crew Operation Manual (FCOM) under the
be demonstrated to have the same handling phase of the test is used at the discretion of section ‘‘Supplementary Procedures’’
and flying characteristics during the the FSB during the T3 test to validate the describing procedures not described under
following: proposed training and checking. The LOF the ‘‘Normal Procedures’’ or ‘‘Nonnormal
• Takeoff and initial climb; and fully assesses particular difference areas, Procedures’’ sections.
• Approach and landing, including the examines implications of mixed fleet flying, Supervised Line Flying (SLF). Supervised
establishment of final landing configuration. assesses special circumstances such as experience associated with the introduction
Note: The T6 test is used for aircraft that minimum equipment list (MEL) effects, and of equipment or procedures requiring post
were not tested (T2) during the initial aircraft evaluates the effects of pilot errors qualification skill enhancement during
evaluation for pilot type rating designation. potentially associated with the differences. which a pilot occupies a specific pilot
Master Difference Requirements (MDR). position and performs particular assigned
Configuration. Aircraft physical features,
MDRs are those requirements applicable to duties for that pilot position under the
which are distinguishable by pilots, with
pilot qualifications that pertains to supervision of a qualified company instructor
respect to differences in systems, cockpit
differences between related aircraft. MDRs or check airman.
geometry, visual cutoff angles, controls,
are specified by the FSB in terms of the Training Footprint. A training footprint is
displays, aircraft geometry, and/or number of
minimum difference levels. MDRs form the a summary description of a training program,
required pilots.
basis for an operator to develop their operator usually in short tabular form, showing
Currency. Currency is the recent
differences requirements (ODR). training subjects, modules, procedures,
experience necessary for the safe operation of
Mixed Fleet Flying. Mixed fleet flying is the maneuvers or other program elements, which
aircraft, equipment, and systems as
operation of a base aircraft and one or more are planned for completion during each day
designated by the Flight Standardization
related aircraft for which credit may be taken or phase of training.
Board (FSB).
Difference Levels. Difference levels are for training and/or checking events. The FSB 2. References (Current Editions)
formally designated levels of training process defines minimum training and
checking difference levels between related • Title 14 CFR parts 1, 61, 91, 135, and
methods or devices, checking methods, or 121.
currency methods that satisfy differences aircraft.
Operational Characteristics. As used with • Order 8400.10, Air Transport Operations
requirements between related aircraft. A Inspector’s Handbook.
range of five difference levels in order of respect to aircraft, means those features that
are distinguishable by limitations, flight • AC 61–89, Pilot Certificates, Aircraft
increasing requirements, identified as A Type Ratings.
through E, are specified for training, characteristics, normal procedures,
nonnormal procedures, alternate or • AC 120–35, Line Operational
checking, and currency purposes. Simulations: Line Oriented Flight Training,
Differences Training. Training required supplementary procedures, or maneuvers.
Operator Difference Requirements (ODR). Special Purpose Operational Training, Line
before any person may serve as a required Operational Evaluation.
crewmember on an aircraft of a type for If differences exist within an operator‘s fleet
• AC 120–40, Airplane Simulator
which differences training is included in the that affect pilot knowledge, skills, or abilities
Qualification.
certificate holder‘s approved training pertinent to systems or procedures, ODR
• AC 120–45, Airplane Flight Training
program. tables provide a uniform means for operators
Device Qualification.
Differences Check. A partial proficiency to comprehensively manage difference
• AC 120–51, Crew Resource Management
check of the qualification of a pilot at the programs and provide a basis for FAA
Training.
difference levels between related aircraft. A approval of mixed fleet flying.
• FAA–S–8081–5, Aircraft Type Rating
differences check can be between series of Pilot Type Rating. A pilot type rating is a
Practical Test Standards for Airplane.
the same aircraft type certificate (TC) or ‘‘one time’’, permanent endorsement on a
between aircraft of separate aircraft TCs of pilot certificate indicating that the holder of APPENDIX 2.—PILOT
the same manufacturer. the certificate has completed the appropriate QUALIFICATION AND PILOT RATING
Flight Characteristics. Flight characteristics training and testing required for its issuance REQUIREMENTS
are handling characteristics or performance as determined by regulation and by the
characteristics perceivable by a pilot. Flight applicable FSB report. It is recorded by the Table of Contents
characteristics relate to the natural FAA on the pilot‘s certificate indicating the 1. Purpose
aerodynamic response of an aircraft, make, model, and series of aircraft, if 2. Focus
particularly as affected by changes in applicable. Title 14 CFR requires a pilot type 3. Introduction
configuration and/or flight path parameters rating to serve as pilot-in-command (PIC) and a. A Comprehensive System for Pilot
(e.g., flight control use, flap extension/ in some cases as second-in-command (SIC) of Qualification
retraction, airspeed change, etc.). U.S. civil large or turbojet aircraft. b. Master Differences Requirements (MDR)
Flight Operations Evaluation Board Recency of Experience. With respect to Set by FAA
(FOEB). The FOEB is responsible for flight experience as required by 14 CFR, c. Specifications of Constraints or Credits
preparation and revision of MMELs. The means a pilot’s completion of the required d. Recognition of Unique Operator
board members are drawn from the FAA. number of takeoffs and landings as sole Characteristics
Flight Standardization Board (FSB). The manipulator of the controls within the e. Basis for Requirements
FSB is responsible for specification of preceding 90 days. f. Relation to Other FAA Policies
minimum training, checking, currency, and Related Aircraft. Related aircraft are any 4. Concepts
pilot type rating requirements, if necessary, two or more aircraft of the same make that a. An Integrated System for Pilot
for U.S. certificated civil aircraft. The board have been demonstrated and determined to Qualification
members are drawn from the FAA (AEG, have commonality to the extent that credit b. MDRs
Headquarters, Flight Standards field offices between those aircraft may be applied for c. Difference Levels
operations personnel). training, checking, or currency, as d. Training Difference Levels
Handling Characteristics. The manner in documented through MDR and approved by e. Checking Difference Levels
which the aircraft responds with respect to the FSB. f. Currency Difference Levels
g. Operating Experience (OE) for Aircraft Requirements Table Example while achieving uniformity in application of
h. Supervised Line Flying (SLF) Figure 3–3 Maneuver Operator Difference FAA safety standards. FAA MDRs determine
i. Recency of Experience Requirements Table Example uniform bounds to tailor individual
j. Operator Difference Requirements (ODR) Figure 4 Master Requirements Formulation operator’s unique requirements to a
5. Formulation of FSB Reports, MDRS, and Figure 5 Test Definitions particular fleet and situation. Principal
Designation of Pilot Type Ratings Figure 6 ‘‘T’’ Tests 1 Thru 5 operations inspectors (POI) approve each
a. Requirements Formulation Process Figure 7 Standard Method, Devices, and operator’s unique requirements within FAA
Overview Simulators MDRs. Operator unique requirements
b. Proposals for MDRs, Example ODRs, and Figure 8 FSB Process accommodate particular combinations of
Special Requirements related aircraft flown, pilot assignment
c. Difference Level Tests APPENDIX 2.—PILOT QUALIFICATION policies, training methods and devices, and
d. FSB Assessments and Proposal AND PILOT RATING REQUIREMENTS other factors that relate to the application of
Formulation 1. Purpose the FAA MDRs. Accordingly, the system
e. Comments Solicited This appendix provides a comprehensive preserves operator flexibility while
f. FSB Determinations and Findings description of the system for pilot standardizing the FAA’s role in review,
g. FSB Report Preparation Distribution and qualifications outlined in this advisory approval, and monitoring of training,
FAA Application circular (AC). It includes definitions, criteria, checking, and currency programs within 14
h. FSB Report Revision processes, tests, methods, and procedures CFR.
6. Operator’s Application of FSB Provisions, necessary for uniform application of the e. Basis for Requirements. The
Preparations, Use, and Revision of ODRS system. determination of pilot type rating, minimum
a. General differences training, checking and currency
b. Application of MDRs and Preparation 2. Focus requirements focus on basic operation of
and Use of ODRs The appendix applies to and is used by: aircraft in the National Airspace System
c. Selecting Base Aircraft a. Aircraft manufacturers or modifiers who (NAS) under both instrument flight rules
d. Identification of Differences and the design, test, and certificate Title 14 of the (IFRs) and visual flight rules (VFR). Included
Analysis of Effects of Those Differences Code of Federal Regulations (14 CFR) parts are all flight phases from preflight to
e. Identification of Compliance Methods 23, 25, 27, and 29 aircraft. shutdown under both normal and nonnormal
f. When Proposed ODR Compliance b. Operators who operate under 14 CFR. conditions.
Methods Do Not Meet MDRs c. Operator, manufacturer, or other training f. Relationship to Other FAA Policies.
g. Maximum Number of Related Aircraft centers having programs approved for use Although this AC, and the FSB requirements
h. Application, Review and Approval under 14 CFR. in some instances, address particular types of
i. Implementation Provisions Transition d. Federal Aviation Administration (FAA) operations or specific aircraft systems (e.g.,
Period offices and inspectors administering use of flight guidance control systems for
j. ODR Revision programs under 14 CFR. Category II/III instrument approaches, long-
7. FAA Review and Approval of Operator range navigation, etc.), other ACs address
Programs 3. Introduction these issues more thoroughly. This AC and
a. General a. A Comprehensive System for Pilot FSB requirements address such issues only to
b. Operator’s Application of ODRs Qualification. This AC and its appendices the extent necessary to assure that pilots are
c. Base and Other Aircraft Identification provide a systematic means to address qualified to operate pertinent systems or
d. Approval of ODRs requirements for training, checking, and equipment as part of initial or continuing
e. POI Uncertainty Regarding Program currency within applicable 14 CFR parts. qualification.
Compliance Definitions, criteria, processes, procedures,
tests, and methods are consistent with and 4. Concepts
f. Proposals That Do Not Comply With FSB
Provisions clarify application of current rules in a. An Integrated System for Pilot
g. FSB Revision of MDRs or Other FSB particular situations for specific aircraft. This Qualification.
Provisions AC provides a comprehensive system for the (1) System Elements. An integrated FAA/
h. Proving Tests FAA and industry to describe, evaluate, and applicant system and process established to
i. Line-Oriented Flight Training (LOFT), approve use of particular aircraft and determine appropriate requirements, applies
LOS, or SLF operator programs. The respective roles of the requirements, and meets those
j. OE training, checking, currency and airmen requirements on a continuing basis, for
k. Limitations on the Total Number of certification are clarified. This includes uniform pilot qualification.
Related Aircraft defining the role and criteria for designation (2) System Overview. The system uniformly
l. Compliance Checklist for CHDOs of pilot type ratings for existing, new, or applies FAA master requirements in a way
m. Implementation of FSB Provisions modified aircraft. The system is particularly that tailors a particular aircraft to any
n. Aircraft That Do Not Have an FSB suited to addressing transition, differences operator’s unique situation or fleet. The FAA
Report programs, and mixed fleet flying. The system approves unique operator and fleet
8. Application of Requirements to Airmen aids in assuring that pilots attain and requirements for each operator based on FAA
Certification maintain the knowledge, skills, and abilities master requirements. The system develops
a. General needed to operate assigned aircraft safely. FAA master requirements based on objective
b. Checking Specifications b. Master Differences Requirements (MDRs) criteria and tests, with applicants’ support for
c. Checks Regarding Complex Systems Set by FAA. The FAA’s Flight analysis and testing. FSB reports for related
9. Training Device and Simulator Approval Standardization Board (FSB) sets MDRs to aircraft describe FAA master requirements.
a. Training Device and Simulator address differences between related aircraft. MDRs express FAA master requirements.
Characteristics c. Specification of Constraints or Credits. Minimum acceptable difference levels
b. Aircraft/Simulator/Device Compatibility The system permits the specification of between related aircraft articulate MDRs. An
c. Simulator and Device Approvals constraints or permissible credits. operator’s training program, checklist,
10. Review and Approval Constraints or credits may relate to operations manuals, pilot certification, CTLC
11. Appeal of FAA Decisions knowledge, skills, abilities, devices, programs, and other such approvals are by-
simulators, maneuvers, checks, currency, or products of compliance with MDRs.
Illustrations any other such factors necessary for safe Operators comply with MDRs using unique
Figure 1 Master Difference Requirements operations. Constraints or credits may apply ODRs, tailored to that operator’s programs
(MDR) Table Example generally to aircraft, particular pilot and approved by the FAA. ODRs, based on
Figure 2 Difference Level Table positions, or other situations or conditions. and in compliance with the MDRs, specify
Figure 3–1 Design Operator Differences d. Recognition of Unique Operator requirements uniquely applicable to a
Requirements Table Example Characteristics. The system recognizes the particular operator’s mixed fleet flying
Figure 3–2 Systems Operator Differences unique characteristics of individual operators situation. An operator’s specific document
describes ODRs by identifying a base aircraft, (2) MDR Content. MDRs specify the the basis for approval of individual operator’s
differences between related aircraft, and that minimum training, checking, and currency differences programs for approval of initial or
operator’s compliance methods for each acceptable to the FAA for pilot qualification transition programs where credit for previous
related aircraft. Paragraph 4j describes ODRs. regarding differences. training or experience with other related
Paragraph 6 describes ODR preparation and (3) MDR Formulation, Description, and
aircraft is sought.
use. Paragraph 7 describes FAA approval of Revision. MDRs are formulated by the FAA
ODRs. FSB for each related aircraft. MDRs are (5) The MDR Table. An example of typical
b. MDRs. originally specified when an aircraft is first MDRs for the B–737–200, –300, –400, –500,
(1) MDR Applicability. MDRs are those type certificated. MDRs are formulated using –600, –700, –800, and –900 is shown in
requirements applicable to pilot qualification standardized tests and evaluations in Figure 1. MDR table requirements are shown
that pertain to differences between related conjunction with the type certification or for each pair of aircraft by notations in each
aircraft. MDRs specify the minimum supplemental type certification process. element of corresponding columns and rows
acceptable difference levels between related MDRs are based on an applicant’s (usually an of the table. Each element of the table
aircraft that may be approved for operators. aircraft manufacturer) proposal, FAA identifies the minimum differences training,
One related aircraft is selected by the evaluation of that proposal, OE, and test
checking, and currency requirements
applicant as a reference for comparison results when tests are necessary. FSB
purposes and is considered a base aircraft. determinations also consider operator applicable to mixed fleet flying. The MDR
This is typically the first aircraft on which recommendations, safety history, and other table identifies a pertinent base aircraft and
pilots are qualified, or is the aircraft of which relevant information. MDRs are described in particular aircraft for which requirements are
an operator has the largest number. provisions of an FSB report and may be sought. Note the minimum difference levels
Difference levels between the base aircraft revised if necessary. MDRs are revised when that correspond to the pertinent column and
and other related aircraft then specify the aircraft are developed or modified, tests or row, and special requirements in footnotes, if
minimum difference requirements to be met OE shows a need for revision, a revision is applicable.
for pilot qualification. Major differences in a requested by an applicant and evidence (6) Use of Higher or Lower Difference
particular fleet are defined between groups of indicates the need for revision, or rules or Levels. Operators must satisfy difference
related aircraft rather than specifying FAA policies change. MDRs are revised by a
differences between each possible process similar to that used for initial requirements by using the methods
configuration and combination of formulation of requirements. acceptable for the specified level or a higher
configurations between related aircraft. (4) MDR Use. MDRs are applied to specific level. Lower level methods may be used in
MDRs are specified in terms of training operators through formally described ODRs addition to the required levels but may not
difference levels described in paragraph 4d that are developed by and tailored to each substitute for the required level or be used
and are shown on an MDR table. operator. FAA field offices use the MDRs as exclusively instead of the required level.
(7) Differences Within a Series. Differences pilot knowledge or experience on other following the difference level in such
may exist even within series shown on an aircraft, training methods or devices, or other instances identifies a special requirement or
MDR table, such as within the A–318/319/ factors that are not addressed by basic levels limitation pertaining to a particular training
320/321 series. MDR elements may show between aircraft. For example, a footnote may method or device. Such notes typically relate
requirements from one series to another allow credit or apply constraints to the use to acceptable training device characteristics
identified in the footnotes. Such of a particular flight guidance control system when the simulator evaluation and approval
requirements, however, apply only if (FGCS), flight management system (FMS), or process or standard criteria of this AC are not
pertinent differences exist between those electronic flight instrument system (EFIS), available to address a particular situation
aircraft. which is installed on aircraft. Footnotes are appropriately.
(8) More Than Two Related Aircraft. When an appropriate means to address (11) MDRs for Aircraft With the Same or
pilot assignments apply to more than two requirements that relate to specific systems Common Pilot Type Ratings. A single FSB
related aircraft, such as the A–320, A–330, (e.g., flight director and FMS) rather than a report and MDR table may apply to aircraft
and A–340, each pertinent requirement of the particular aircraft. In such instances, generic that are assigned the same pilot type rating
MDR table applies. Applications of multiple knowledge or experience with the particular (same aircraft TC). For example, a single
requirements for flying two or more related system may be readily transferable between MDR table may cover the A–318/319/320/321
aircraft and certain limits to flying large related aircraft. Footnotes may also be used that have a same pilot type rating. A single
numbers of related aircraft are described in to set different requirements for initial FSB report and MDR table may also apply to
paragraph 7k. training or checking rather than for recurrent aircraft that are assigned a common pilot type
(9) Special Requirements. training or checking. When necessary, rating. For example, a single MDR table may
(10) MDR Footnotes. Footnotes can be used footnotes are fully described in the body of cover both the B–767 and B–757 that have a
to credit, constrain, or set alternate levels the FSB report. common pilot type rating. When level E
when special situations apply. Use of (a) Other Limitations. Other limitations training is required for an aircraft with the
footnotes permits accommodation of may occasionally be identified within a same aircraft TC and an additional pilot type
EN28AU07.001</GPH>
variations in installed equipment, options, difference level (e.g., C*/C*/C). The asterisk rating is assigned, such as the B–747 and B–
747–400, a single MDR table for all series of related aircraft that can adequately be systems simulators, cockpit procedure
a type-certificated aircraft still applies. addressed through self-instruction. Level A trainers or part task trainers (e.g., FMS or
(12) Minimum acceptable difference levels training represents a knowledge requirement traffic collision avoidance system (TCAS)).
are assigned based on standard tests that, once appropriate information is (4) Level D Training. Level D training can
described in Appendix 3. provided, understanding and compliance can only be accomplished with devices capable
c. Difference Levels. be assumed. Level A compliance is achieved of performing flight maneuvers and
(1) General Description. Difference levels by such methods as issuance of operating addressing full task differences of knowledge,
are formally designated levels of training manual page revisions, dissemination of skills, and/or abilities. Devices capable of
methods or devices, checking methods, or operating bulletins, or differences handouts flight maneuvers address full task
means of maintaining currency that satisfy to describe minor differences in aircraft. performance in a dynamic real time
minimum difference requirements or pilot Level A training is limited to the following environment. The devices enable integration
type rating requirements. Difference levels situations: of knowledge, skills, and abilities in a
specify FAA requirements proportionate to (a) A change that introduces a different simulated flight environment, involving
and corresponding with increasing version of a system/component for which the combinations of operationally oriented tasks
differences between related aircraft. A range pilot has already shown the ability to and realistic task loading for each relevant
of five difference levels in order of increasing understand and use (e.g., an updated version phase of flight. Level D training, knowledge,
requirements, identified as A through E, are of an engine). and skills to complete necessary normal,
each specified for training, checking, and (b) A change that results in minor or no nonnormal, alternate, or recall procedures are
currency. MDRs are specified in terms of procedural changes and does not adversely fully addressed for each related aircraft.
difference levels. Difference levels are used affect safety if the information is not Level D differences training requires mastery
to credit knowledge, skills, and abilities reviewed or forgotten (e.g., a different of interrelated skills that cannot be
applicable to an aircraft for which a pilot is vibration damping engine mount is installed, adequately addressed by separate acquisition
already qualified and current, during initial, expect more vibration in descent; logo lights of a series of knowledge areas or skills that
transition or upgrade training for other are installed, use is optional). are interrelated. The differences are not so
related aircraft. Operators, who conduct (c) Information that highlights a difference, significant that a full transition training
mixed fleet flying where credit is sought, which is evident to the pilot, inherently course is required. If demonstrating
should apply difference levels and address obvious, and easily accommodated (e.g., interrelationships between the systems is
all mixed fleet flying requirements to ensure different location of a communication radio important, use of a series of separate devices
compliance with FAA requirements panel, a different exhaust gas temperature for systems training will not suffice. Training
necessary to assure safe operations. limit that is placarded, or changes to for level D differences requires a training
(2) Basis for Levels. Difference levels apply nonnormal ‘‘read and do’’ procedures). device that has accurate, high fidelity
when a difference with potential to affect (2) Level B Training. Level B difference integration of systems and controls, and
fight safety exists between related aircraft. training is applicable to aircraft with system realistic instrument indications. Level D
Differences may also affect knowledge, skills, or procedure differences that can adequately training may also require maneuvers, visual
or abilities required of a pilot. If no be addressed through aided instruction. At cues, motion cues, dynamics, control loading
differences exist or if differences exist but do level B, aided instruction is appropriate to or specific environmental conditions.
not affect knowledge, skills, abilities or flight ensure pilot understanding, emphasize Weather phenomenon such as low visibility,
safety, then difference levels are not assigned issues, provide a standardized method of CAT III, or windshear may or may not be
or applicable to pilot qualification. When presenting material, or aid retention of incorporated. Where simplified or generic
difference levels A through E apply, each material following training. Level B aided characteristics of an aircraft type are used in
difference level is based on a scale of instruction can utilize slide/tape devices to satisfy difference level D training,
differences in design features, systems, or presentations, computer based tutorial significant negative training must not occur
maneuvers. In assessing the effects of instruction, stand-up lectures or video tapes. as a result of the simplification. Typically,
differences, both flight characteristics and Situations not covered under the provisions the minimum acceptable training media for
procedures are considered, since flight of level A training may require level B (or level D training would be flight training
characteristics address handling qualities and higher levels) if certain tests described in device level 6.
performance, while procedures include later paragraphs fail. (5) Level E Training. Level E training is
normal and abnormal/nonnormal/emergency (3) Level C Training. Level C differences applicable to candidate aircraft having such
items. training can only be accomplished through significant full task differences that require a
(3) Relationship Between Training, use of devices that are capable of systems ‘‘high fidelity’’ environment to attain or
Checking, and Currency Levels. While training. Level C differences training is maintain knowledge, skills, or abilities.
particular aircraft are often assigned the same applicable to related aircraft having part task Training at level E can only be satisfied by
level (e.g., C/C/C) for training, checking, and differences that affect skills or abilities and the use of a simulator qualified at level C or
currency, such assignment is not necessary. knowledge. Training objectives focus on D consistent with FAA criteria. Level E
Levels may be assigned independently. For mastering individual systems, procedures, or training, if done in an aircraft, should be
example, an aircraft may be assigned level C tasks, as opposed to performing highly modified for safety reasons where maneuvers
for training, level D for checking, and level integrated flight operations and maneuvers in can result in a high degree of risk (i.e., an
C for currency (e.g., C/D/C). ‘‘real time.’’ Level C may require self- engine set at idle thrust to simulate an engine
(4) Designation of a Pilot Type Rating. instruction or aided instruction, but cannot failure). As with other levels, when level E
Candidate aircraft having the same TC are be adequately addressed by a knowledge training is assigned, suitable credit or
assigned the same pilot type rating if training requirement alone. Training devices are constraints may be applied for knowledge,
differences are not greater than level D. required to supplement instruction, ensure skills, and/or abilities related to other
Candidate aircraft having different TCs that attainment or retention of pilot skills and pertinent related aircraft. Credits or
have training differences no greater than abilities, and accomplish the more complex constraints are specified for the subjects,
level D may be assigned a common pilot type tasks, usually related to operation of procedures, or maneuvers shown in FSB
rating. A candidate aircraft is assigned a particular aircraft systems. While level C reports and are applied through the ODR
different pilot type rating when difference systems knowledge or skills relate to specific table.
training level E is required. When different rather than fully integrated tasks, Note: Training differences levels specified
pilot type ratings are assigned because of one performance of steps to accomplish normal, by the FSB represent minimum requirements.
or more candidates requiring level E training, nonnormal, alternate, recall procedures, or Operators may use a device associated with
pilot type ratings may be assigned to related maneuvers related to particular systems (e.g., a higher difference level to satisfy a training
aircraft consistent with a logical grouping of flight guidance control systems/flight differences requirement. For example, if level
the most similarly related aircraft. management systems) may be necessary. C differences are assessed due to installation
d. Training Difference Levels. Typically, the minimum acceptable training of a different FMS, operators may train pilots
(1) Level A Training. Level A difference media for level C training would be using the FMS installed in a full flight
training is that differences training between interactive computer-based training, cockpit simulator (FFS) as a system trainer if a
dedicated part task FMS training device is Note: Assignment of level E checking with the pertinent system/procedure within
not available. requirements alone does not result in the specified period of time;
e. Checking Difference Levels. assignment of a separate pilot type rating. (b) Tracking of an individual pilot’s flying
(1) Initial and Recurrent Checking. Only the assignment of level E training of related aircraft to ensure that the particular
Difference checking addresses any pertinent requirements may result in assignment of a system/procedure has been flown within the
pilot testing or certification that includes separate pilot type rating. specified period of time;
pilot type rating checks, proficiency checks, f. Currency Difference Levels. The term (c) Use of a higher level method (level D
Advanced Qualification Program (AQP) ‘‘currency’’ as used in this AC addresses or E currency); or
evaluations, and any other checks specified recent experience necessary for safe (d) Other methods as designated or found
by FSB reports. Initial and recurrent checking operation of aircraft as designated by the acceptable by the FSB.
levels are the same unless otherwise FSB. Currency issues not specified by the (4) Re-establishing Level C Currency. When
specified by the FSB. In certain instances, it FSB are covered by regulation. currency is lost, currency may be re-
may be possible to satisfactorily accomplish (1) Level A Currency. Level A currency is established by completing required items
recurrent checking objectives in devices that considered common to each related aircraft. using a device equal to or higher than that
do not meet initial checking requirements. In Thus, assessment or tracking of currency for specified for level C differences training and
such instances, the FSB may recommend separate related aircraft is not necessary or checking. Other means to re-establish
certain devices that do not meet initial check applicable. Maintenance of currency in any currency include flights with an
requirements for use to administer recurring one related aircraft or a combination of appropriately qualified check airman/
checks. The POI/Training Center Program related aircraft will suffice for any other instructor, completion of proficiency
Manager, in coordination with the FSB, may related aircraft. training, or a proficiency check. In some
require checking in the initial level device (2) Level B Currency. Level B currency is instances, a formal refamiliarization period
when doubt exists regarding pilot ‘‘knowledge related’’ currency, typically in the actual aircraft with the applicable
competency or program adequacy. achieved through self-review by individual system operating while on the ground may be
(2) Level A Checking. Level A checking pilots for a particular aircraft. Self-review is acceptable if permitted by the FSB. Such
indicates that no check related to differences usually accomplished by review of material refamiliarization periods are completed using
is required at the time of differences training. provided by the operator to pilot. Such an operator-established procedure under the
A pilot is responsible for knowledge of each currency may be undertaken at an individual supervision of a pilot designated by the
related aircraft flown. Differences items pilot‘s initiative; however, the operator must operator. In the case of a noncurrent SIC, a
should be included as an integral part of identify the material and the frequency or designated pilot-in-command (PIC) may be
subsequent recurring proficiency checks. other situations in which the material should authorized to accompany a pilot to re-
(3) Level B Checking. Level B checking be reviewed. Self-review may be based on establish currency.
indicates that a ‘‘task’’ or ‘‘systems’’ check is manual information, bulletins, aircraft (5) Level D Currency. Level D currency is
required following transition and recurring placards, memos, class handouts, videotapes, related to designated maneuvers, and
differences training. Level B checking or other memory aids that describe the addresses knowledge and skills required for
typically applies to particular tasks or differences, procedures, maneuvers, or limits performing aircraft control tasks in real time,
systems such as FMS, TCAS, or other for the pertinent aircraft that pilots are flying. with integrated use of associated systems and
individual systems or related groups of Examples of acceptable compliance with procedures. Level D currency may also
systems. level B currency are: address certain differences in flight
(4) Level C Checking. Level C checking (a) The issuance of a bulletin that directs characteristics including performance of any
requires a partial proficiency check using a pilots to review specific operating manual required maneuvers and related normal/
device suitable for meeting level C (or higher) information before flying a related aircraft. abnormal/emergency procedures for a
differences training requirements following
Level B currency may be regained by review particular related aircraft. A typical
transition and recurrent differences training.
of pertinent information to include bulletins, application of level D currency is to specify
The partial check is conducted relative to
if that related aircraft has not been flown selected maneuvers, such as takeoff,
particular maneuvers or systems designated
within a specified period (e.g., fly that related departure, arrival, approach, or landing,
by the FSB. Example of a level C check:
Evaluation of a sequence of maneuvers aircraft or have completed a review of the which are to be performed using a particular
demonstrating a pilot’s ability to use a FGCS differences in limitations and procedures FGCS and instrument display system. Either
or FMS. An acceptable scenario would within a specified number of days). a pilot must fly a related aircraft equipped
include each relevant phase of flight that (b) Pilot certification on a dispatch release with the FGCS and particular display system
uses the FGCS or FMS. that they have reviewed pertinent sufficiently often to retain familiarity and
(5) Level D Checking. Level D checking information for a particular related aircraft to competence within the specified currency
requires a partial proficiency check for one be flown on that trip. Level B currency period, or currency must be re-established.
or more related aircraft following both cannot, however, be achieved solely by Currency constraints for level D are
transition and recurrent training. The partial review of class notes taken by and at the established by the FSB. When level D
proficiency check covers the particular initiative of an individual pilot unless the currency applies, pertinent level B and level
maneuvers, systems, or devices designated by adequacy of those notes is verified by the C currency must also be addressed. Examples
the FSB. Level D checks are performed using operator. of methods acceptable for addressing level D
scenarios representing a ‘‘real time’’ flight (3) Level C Currency. Level C currency is currency are:
environment and devices permitted for level applicable to one or more designated systems (a) Tracking of flights by a particular pilot
D differences training. A full proficiency or procedures, and relates to both skill and in a particular related aircraft to assure
check is typically conducted on the base knowledge requirements. An example would experience within the specified currency
aircraft, and a partial proficiency check on be establishment of FMS currency, flight period.
the related aircraft, covering all pertinent guidance control system currency, or other (b) Tracking the completion of specific
differences. particular currency that is necessary for safe maneuvers based on logbook entries, Aircraft
(6) Level E Checking. Unless specified, operation of a related aircraft. Establishment Communication Addressing and Reporting
level E checking requires that a full of level C for a related aircraft with an FMS System (ACARS) data, or other reliable
proficiency check be conducted in a level C would typically require a pilot to fly that records to assure experience within the
or D FFS. As with other levels, when level related aircraft within the specified period of specified currency period.
E checking is assigned, suitable credit or time or re-establish currency. Currency (c) Scheduling of aircraft or pilots to permit
constraints may be applied for knowledge, constraints for level C are established by the currency requirements to be met with
skills, and/or abilities related to other FSB. When level C currency applies, verification that each pilot has actually
pertinent related aircraft. Credits or pertinent level B currency must also be accomplished the assigned or an equivalent
constraints are specified for the subjects, addressed. Examples of methods acceptable schedule.
procedures, or maneuvers shown in FSB for addressing level C currency are: (d) Completion of pilot certification,
reports and are applied through the ODR (a) Pilot scheduling practices resulting in a proficiency check, proficiency training, AQP
table. pilot being scheduled to fly a related aircraft evaluations, or other pertinent events in
which designated maneuvers are performed of those systems in conjunction with situation, it may be necessary to periodically
in a device or simulator acceptable for level satisfying takeoff and landing requirements. practice or demonstrate those maneuvers or
D currency. In this instance, making three simulator procedures even though it is not necessary to
(e) Use of a higher level method (level E takeoffs and landings in VFR closed traffic complete them during each check. In such
currency). without using the FGCS, EFIS, or FMS may instances, the FSB may specify a currency
(f) Other methods as designated or found not be sufficient to meet level E currency requirement for training or checking
acceptable by the FSB. requirements. applicable to abnormal/nonnormal/
(6) Re-establishing Level D Currency. When Note: Assignment of level E currency emergency maneuvers or procedures that are
currency is lost, currency may be re- requirements does not result in assignment of to be performed. This is to assure that
established by completing pertinent a separate pilot type rating. Only the extended periods of time do not elapse in a
maneuvers using a device equal to or higher assignment of level E training requirements series of repeated training and checking
than that specified for level D differences may result in assignment of a separate pilot events in which significant maneuvers or
training and checking. Other means to re- type rating. procedures may never be accomplished.
establish currency include flight with an (8) Re-establishing Level E Currency. When When an abnormal/nonnormal/emergency
appropriately qualified check airman during currency is lost, currency may be re- maneuver or procedure is not mandatory and
training or in line operations, completion of established by completing pertinent is not accomplished during each proficiency
proficiency training, a proficiency check, or maneuvers using a device specified for level training or proficiency check, but is still
AQP proficiency evaluation. E differences training and checking. Other important to occasionally practice or
(7) Level E Currency. Level E currency may means to re-establish currency include flight demonstrate, the FSB may establish a
specify system, procedure, or maneuver with an appropriately qualified check airman currency requirement. When designated by
currency item(s) necessary for safe during training or in line operations, the FSB, these currency requirements
operations, as identified by the FSB, to be completion of proficiency training, a identify each abnormal/nonnormal/
accomplished in a Level C/D simulator for proficiency check, or AQP evaluation. emergency maneuver or procedure, the
that related aircraft. FSB provisions related to (9) Competency Regarding Abnormal/ currency level applicable, and an applicable
takeoff and landing are applied in a way that Nonnormal/Emergency Procedures. time period or any other necessary/
addresses needed system or maneuver Competency for nonnormal maneuvers or appropriate constraints.
experience. For example, if FGCS, FMS, procedures is generally addressed by (10) Difference Level Summary. Difference
EFIS, navigation, or other system or checking requirements; however, in levels are summarized in Figure 2 below for
maneuver experience is the basis for a particular abnormal/nonnormal/emergency training, checking, and currency. Complete
currency requirement, approval of an maneuvers or procedures may not be descriptions of difference levels for training,
operator’s program at level E includes the use mandatory for checking or training. In this checking and currency are given above.
FIGURE 2.—DIFFERENCE LEVEL TABLE

Difference level Training Checking Currency
A .......................................... Self instruction .................................. Not applicable (or integrated with Not applicable.
next proficiency check).
B .......................................... Aided instruction ............................... Task or system check ...................... Self review.
C .......................................... Systems devices .............................. Partial check using device ............... Designated system.
D .......................................... Maneuver devices * .......................... Partial proficiency check using de- Designed maneuver(s).
vice *.
E .......................................... Simulator c/d or aircraft # ................ Proficiency check using simulator c/ Designed maneuver(s) except take-
d or aircraft *. off and landings.
# = New pilot type rating is normally assigned.
* = FFS or aircraft may be used to accomplish specific maneuvers.
g. Operating Experience (OE) for Aircraft. (ADS–B), runway area advisory system comprehensively manage difference
(1) Application of OE. Requirements for OE (RAAS), etc). programs and provide a basis for FAA
are consistent with provisions for OE (2) Introduction of new operations (e.g., approval of mixed fleet flying.
specified under 14 CFR. oceanic operations, Extended-Range (2) ODR Content. ODRs identify a base
(2) Credits or Constraints. OE must meet Operations with Two-Engine Airplanes aircraft, describe differences between aircraft,
the applicable requirements of the CFR part (ETOPS)). and show an operator’s methods of
under which operations are conducted, (3) Experience for a particular pilot compliance with FAA requirements. The
except that credit for applicable OE in other position (e.g., PIC, SIC). FAA approves an operator’s initial ODR and
related aircraft may be permitted. When (4) Special characteristics (e.g., effects of each subsequent revision for the following:
approved by the FAA, OE associated with unique airports, mountainous areas, unusual (a) Base Aircraft. ODRs identify an aircraft
differences may be accomplished as part of weather, special air traffic control or group of aircraft (aircraft of the same series
or in conjunction with line oriented procedures, or nonstandard runway surfaces) with minor configuration differences) within
simulation (LOS). on this aircraft. an operator’s fleet as a base aircraft. The base
h. Supervised Line Flying (SLF). i. Recency of Experience. Credit towards aircraft serves as a reference for comparison
Experience associated with the introduction the recency of experience requirements of 14 with candidate aircraft. Selection criteria and
of equipment or procedures requiring post CFR may be permitted for takeoffs and characteristics of base aircraft are described
qualification skill enhancement during landings performed in related aircraft as in paragraphs 6c and 7c.
which a pilot occupies a specific pilot provided by CTLC. CTLC must be validated (b) Candidate/Related Aircraft. ODRs
position and performs particular assigned through the FSB process and must be carried identify particular aircraft flown by an
duties for that pilot position under the out in accordance with (IAW) the operator’s operator within each fleet. ODRs consider
supervision of a pilot instructor or check CTLC approved program. only those aircraft and combinations of
airman qualified for the operator. One or j. Operator Difference Requirements (ODR). aircraft actually flown by that operator. ODRs
more of the reasons described below may (1) ODR Purpose. If differences exist within describe differences within an operator’s fleet
apply: an operator’s fleet, which affect pilot between the base aircraft and other related
(1) Introduction of new systems (e.g., Local knowledge, skills, or abilities pertinent to aircraft.
Area Augmentation System (LAAS), systems or procedures, ODR tables provide a (c) Significance of Differences. Differences
Automatic Dependent Surveillance Broadcast uniform means for operators to are described in summary form and are
categorized by differences in design features, any other factors that apply to or are (if any) difference effects are noted. The
systems, and maneuvers. Differences are necessary for safe operations. Training, ‘‘Compliance Methods’’ section of the table
evaluated relative to their effect on either checking, and currency compliance methods notes the particular operator’s approved
flight characteristics, pilot skills, and/or are proposed and revised by each operator means of compliance with FAA MDR
procedures. Procedures consider normal, consistent with ODR examples from a variety provisions. The following abbreviations
nonnormal, alternate, and recall items. of sources that are acceptable to the FAA.
apply:
Limitations are considered in conjunction ODR examples are found in FSB reports.
with normal procedures. (3) Standard ODR Format. ODRs are ACFT—Aircraft.
(d) Compliance Methods. ODRs show how depicted in tables in summarized form. If AFDS—Auto Flight Display System.
each operator’s program addresses necessary, any explanation of details about AVT—Audio Visual Tapes.
differences, through description of training, differences, constraints and credits, CBT—Computer Based Training.
checking, or currency methods for each fleet. precautions or compliance methods are EFIS—Electronic Flight Instrument System.
ODRs describe the specific or unique included in attachments or appendices to EICAS—Engine Indicating and Crew Alerting
constraints or credits applicable, and any ODR tables or are cross referenced to other System.
precautions necessary to address differences operator documents. Figure 3 shows the FBS—Fixed Base Simulator.
between aircraft. ODRs must comply with general format for ODR tables, including FFS—Full Flight Simulator.
and be just as or more restrictive than FAA examples of design, systems, and maneuver
FLT CHAR—Flight Characteristics.
MDRs and other FSB provisions. Constraints differences. The far-left column lists design,
or credits may be applied to all aircraft in a system, or maneuver differences that are FMC—Flight Management Computer.
fleet or only to certain aircraft. Constraints or pertinent. The ‘‘Remarks’’ column FMS—Flight Management System.
credits may address training devices, summarizes specific areas or items of PROC CHNG—Procedural Changes.
simulators, checking and currency methods, difference. The ‘‘Flight Characteristics’’ and SU—Stand Up Instruction.
knowledge, skills, procedure maneuvers, or ‘‘Procedural Change’’ columns identify what BILLING CODE 4910–13–P
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(4) ODR Approval, Distribution, and with FSB report provisions. ODRs must be The operator retains approved ODRs with a
Availability. ODRs are approved for each prepared, reviewed, approved and then used duplicate copy as part of FAA certificate-
fleet by an operator’s FAA POI in accordance to govern training before start of operations. holding district office (CHDO) records.
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(5) ODR Revision. ODR tables are revised certification programs. Necessary information (e) The applicant makes a proposal to the
by operators and re-approved by the FAA may include MDRs for related aircraft or FAA, and agreement is reached on test
when fleet characteristics change or when other elements of the FSB reports. The procedures, schedules, and specific
compliance methods change. Fleet applicant considers existing MDRs and interpretation of possible results.
characteristic changes include redesignation existing or proposed ODRs. (f) Tests are conducted and results
of base aircraft, modification of aircraft, (2) Proposal Formulation. The formulation evaluated.
addition of aircraft, change of aircraft, or of a proposal typically starts when a (g) The FSB draft minimum requirements
phaseout of aircraft. Changes in compliance manufacturer proposes a new design or are formulated.
methods refer to introduction of new or design modification. The applicant will then Note: If the candidate aircraft is anticipated
different training methods, contracting for do the following: to have no greater than level A or B
use of different devices or simulators, (a) Formulate necessary information for differences with the base aircraft and a same
revision of checking or currency methods, or training, checking, and currency for the or common pilot type rating is the proposed
other such changes. Revisions to ODRs are aircraft in proposals for MDRs and example assignment, then the FSB may elect to
also prepared, reviewed, and approved before ODRs. directly apply a T1 test for equivalency.
operating. (b) Prepare example ODR tables for (2) Test Purpose and Application. A
Note: Paragraph 6 describes the candidate aircraft to support development of summary of the purpose and application of
development, approval, and application of a proposed MDR. These examples represent each of the six difference tests is shown in
ODR tables to individual operators’ proposals for programs for those specific Figure 5.
programs. Paragraph 7 describes FAA review aircraft and configurations that the FAA (3) Test Relationships and Applications.
and approval of programs by POIs. could approve. The test process relationships, the sequence
(c) Identify related aircraft for the proposed of conducting tests when more than one test
5. Formulation of FSB Reports, MDRS, and MDR table. is needed, and application of test outcomes
Designation of Pilot Type Ratings (d) Formulate any necessary tests to assess are shown in Figure 6. The start of the
a. Requirements Formulation Process difference levels and associated training, process is shown at the top of Figure 6.
Overview. The process for FAA formulation checking, and currency requirements for Resulting difference levels are at the bottom.
and revision of training, checking, currency, incorporation in the MDR table. New aircraft, for which a new aircraft TC is
and pilot type rating requirements is shown (e) Identify interpretations of possible test sought, follow the testing path at the right of
in Figure 4. results. The FAA and the applicant will then the diagram for a T5 test. At the end of the
(1) The process determines which reach an agreement on specific tests, devices, process the aircraft is assigned a new pilot
information is required for an aircraft; it and schedules to be used for the test type rating. For candidate aircraft seeking a
includes a proposal for requirements, tests, program. same or common pilot type rating the test
and evaluations of the proposed (f) The applicant submits proposals for the process follows a path at the left of Figure 6.
requirements; it then finalizes, applies, and following items to the FAA, as necessary: A series of decisions or tests leads to
implements the FSB requirements. • MDRs assignment of one or more levels A through
Applicants propose MDRs, examples of • Example ODRs D and in some instances may lead to level
ODRs, and any other FSB provisions that are • Tests and criteria to be used E. If level E is assigned as a result of this
path, then a separate pilot type rating is
necessary. Proposals for requirements are • Other supporting information associated
based on design objectives, analysis, assigned. This process is followed whenever
with training, checking, or currency
evaluation of OE, other programs that have a new aircraft is proposed, when significant
programs
been proved acceptable to the FAA, or other changes are proposed, or when revisions to
c. Difference Level Tests. A sequence of existing requirements are needed as a result
methods. Setting of requirements is based on five standard tests, described in Appendix 3,
an objective set of tests and standards, of requests for change or OE.
is used to set MDRs, minimum acceptable (4) Test Failures and Retesting. Generally,
analysis of results, and FAA judgments
training programs, other FSB provisions, and failures do not have paths back to lower
considering OE. The applicant and the FAA
define pilot type rating requirements. One or levels. T3 test failure at level C can lead to
prepare and conduct standardized tests. The
more of these tests are applied depending on subsequent passage at C (after modification of
applicant provides test support, and the FSB
the difference level sought, and the success the system, operational procedures, or
conducts the evaluation. The FSB, in
of any previous tests used in identifying training and retesting) or D. Similarly, failure
conjunction with the applicant, evaluates the
MDRs. Only those tests needed are used to at level D can subsequently lead to either D
results, and the FAA formulates proposed
establish minimum requirements. The (after modification of the system, operational
minimum requirements. The FSB sets final
outcome of these tests, and any resulting procedures, or training and retesting) or E,
requirements by specifying MDRs and other
difference levels that apply, establish but not C. Failure at level E can only lead to
FSB provisions. An FSB report that describes
minimum requirements for training, retesting with increased programs, improved
findings is disseminated to FAA field offices
checking, currency, and pilot type ratings. programs, or improved devices since there is
and posted on the operations specifications
The FAA will establish an additional pilot no higher level. T5 failure paths do not lead
(OpSpecs) Web site for application to specific
type rating if it is determined during this back to level C or level D. However,
operators’ programs. The formulation and subsequent new programs do not preclude
application process of FSB requirements testing that the assignment of a level E
differences training is required. making a proposal at a lower differences
starts at the time a new aircraft is proposed level if technology changes, aircraft redesign
to the FAA and continues throughout the Note: One additional test, the T6 test, can
be used to establish CTLC between related takes place, training methods significantly
fleet life of that aircraft. For aircraft already change, or device characteristics and
in service the process may be initiated when aircraft, when not previously demonstrated
effectiveness change.
significant modifications are proposed, a new in a T2 test.
(5) Same and Common Pilot Type Rating
piece of equipment (e.g., a HUD) requiring (1) Steps in the Testing Process. The Tests. Aircraft seeking same or common pilot
operational evaluation is introduced and typical steps of the testing process are as type rating will follow the path in Figure 6
requested by operators, or when mixed fleet follows: from the top left of Figure 6 through T1 or
flying takes place. The FAA addresses (a) The applicant develops representative T2 and T3 tests resulting in the assignment
periodic revisions of requirements when training programs, difference programs, and of level A, B, C, or D differences.
necessary, and revisions are initiated by the necessary supporting information, as needed. (6) ‘‘Currency’’ Tests. Currency tests T4 are
FAA and applicants as needed. (b) The applicant identifies proposed not shown in Figure 6 because they are
b. Proposals for MDRs, Example ODRs, and MDRs and example ODRs. necessary only when the applicant seeks
Special Requirements. (c) The applicant proposes and the FAA relief from system, procedural, and maneuver
(1) When Proposals Are Necessary. The determines which tests and criteria apply. currency requirements set by the FSB.
FAA usually determines when proposals are (d) The applicant proposes and the FAA (7) Detailed Test Specifications. A detailed
necessary and advises the applicant what determines which aircraft, simulation specification for the evaluation process and
information is needed, in conjunction with devices, or analyses are needed to support tests to establish difference levels are
aircraft type certification or supplemental testing. described in Appendix 3.
d. FSB Assessments and Proposal other pertinent training, checking, currency more stringent requirements, additional
Formulation. The FSB assesses the requirements. The FSB either validates the training, additional testing, etc.
applicant’s proposals, test results, analysis, applicant’s proposed MDRs, training BILLING CODE 4910–13–P
and any other relevant factors to formulate a programs, and other information, or generates
draft FSB report, which includes MDRs and alternate requirements, which may include
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FIGURE 5.—TEST DEFINITIONS

Test purpose Application
T1 ............................... Establishes functional equivalence ...................................... Sets levels A/B.

T2 ............................... Handling qualities comparison ............................................. Pass permits T3, and A/B/C/D; failure sets level E and re-
quires T5.
T3 ............................... Evaluate differences and sets training/checking require- Pass sets levels A/B/C/D; failure sets level E and requires
ments. T5.
T4 ............................... Revises currency requirements ........................................... Used to adjust FSB requirements if needed.
T5 ............................... Sets training/checking for new or ‘‘E’’ ACFT ....................... Sets level E.
T6 ............................... Evaluation for CTLC ............................................................. Sets recency of experience requirements.
Note: Expanded descriptions are contained in Appendix 3.
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e. Comments Solicited. The FSB proposal comment, relevant information, and Specification of MDRs, example ODRs,
is circulated with interested parties recommendations. acceptable training programs, and other FSB
representing the manufacturer, operators, and f. FSB Final Determinations and Findings. provisions are completed. Any necessary
other pertinent FAA organizations such as (1) FSB Determinations. Any comments pilot testing or currency provisions are
engineering, flight test, pilots’ associations, submitted to the FAA are reconciled, and identified. Assignment of any necessary pilot
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and other aviation representatives for final FSB determinations are made. type rating(s) is made.
(2) Basis for FSB Judgments. FSB the assignment of minimum difference level (3) Device or Simulator Characteristics.
judgments are based on review of the requirements. This experience may include Minimum characteristics for devices or
applicant‘s supporting documentation, particular training devices, training/ simulators for training, checking, or currency
proposed ODR tables, test results, and any checking/currency requirements, and mixed are noted using standard training device or
other pertinent information, such as FAA fleet flying. simulator definitions. When standard criteria
policies, OE, and results of other similar FSB (c) Indirect Experience. Applicable
evaluations. Specifically, FSB report experience with foreign operators, military for methods, devices, or simulators are not
provisions are based on the following: programs, or other programs that can appropriate for an aircraft, the FSB identifies
(a) Appropriate Data, Evaluation, or Tests. establish the suitability of training, checking, suitable criteria to be applied and
Testing may include aircraft demonstration, or currency standards may be permitted as a coordinates with the FAA National Simulator
simulation tests, device testing, or analysis. means for FSBs to set MDR or ODR levels. Evaluation Team (NSET). Standard devices
(b) Direct Experience. The industry may (d) Applicant and Industry. FSB and simulators applicable to each difference
have substantial experience with successful requirements are set following solicitation level are shown in Figure 7.
operational programs, which can be useful in and review of comments.
FIGURE 7.—STANDARD METHOD, DEVICES, AND SIMULATORS

Difference level Difference level definition Methods Devices or simulators 1
A ................................ Self instruction ..................................... Bulletins, Manual revisions, Handout

material.
B ................................ Aided instruction .................................. Slides/video tapes, Standup instruc-
tion, Computer-based training (CBT).
C ................................ System devices ................................... .............................................................. Training devices level 2/3/4/5 full task
computer based instruction (CBI).2
D ................................ Maneuver devices ............................... .............................................................. Training devices level 6/7. 3
E ................................ Simulator C/D or aircraft ..................... .............................................................. Simulator C/D or aircraft.
(1) Training level and simulator definitions are as specified by applicable ACs.
(2) Training device levels 3/4/5 typically include cockpit procedure trainers, cockpit system simulators, and similar devices.
(3) Training device 6/7 or simulator A/B typically includes fixed-base simulators or visual simulators.
g. FSB Report Preparation Distribution and operators is described in paragraph 6. Review analysis of the effects of the difference. The
FAA Application. and approval of ODRs by FAA POIs is POI makes a preliminary estimate of the
(1) Report Preparation and Approval. After covered in paragraph 7. difference levels then advises the applicable
MDRs are finalized, the FSB report is h. FSB Report Revision. AEG/FSB. The AEG/FSB may concur with
prepared and approved. Sufficient (1) General FSB Revision Process. A the POI‘s assessment or require other action.
background or explanatory material is general revision process is established to If FSB action is required, the AEG will
provided in the report to permit FAA update determinations and findings initiate that action through the FSB
personnel to properly administer FSB contained in FSB reports. Revisions may be chairman. The FSB may require that
provisions. needed annually for active fleets with additional information or analysis be
(2) FSB Report Distribution. The FSB report numerous change requests. Revisions may be provided or that the entire test process or
is posted on the OpSpecs Web site for needed infrequently for aircraft not parts thereof be applied. The AEG may
implementation in approval of particular undergoing significant change. authorize the POI to approve assignment of
operators‘ programs. The FAA technical (2) Revisions for New Aircraft. When an the difference level. Changes to the MDRs
requirements described in FSB reports are applicant proposes to develop or add a series will be made through the normal FSB
primarily intended for the operators use to of a type-certificated aircraft, MDRs and other revision process.
develop programs that will be approved by FSB provisions must be revised to address
the FAA. that series. If an applicant initiates this 6. Operator’s Application of FSB Provisions,
(3) FSB Report Implementation. FSB action, the procedures noted in paragraph 5 Preparation, Use, and Revision of ODRS
requirements, recommendations, and regarding initial determination of minimum a. General.
guidance are provided to FAA field offices training, checking, currency, and pilot type (1) Process Overview. FSB reports contain
through FSB reports for each aircraft. These rating requirements are followed. If an MDRs and other provisions that are applied
reports are directives to FAA offices to operator proposes to add an aircraft that is by FAA offices in approving operators’
identify acceptable methods of applying not covered within an existing FSB report programs. MDRs are applied through a
pertinent 14 CFR parts to each specific (e.g., a foreign manufactured aircraft) POIs particular method that identifies specific
operator. FSB provisions set acceptable should consult with the pertinent Aircraft ODRs and compliance methods. Application
standards by which FAA inspectors approve, Evaluation Group (AEG). An FSB will of MDRs and other FSB provisions are one
review, correct, or limit individual operator‘s determine the best method of addressing the means to ensure pilot qualification for safe
programs. The FSB report is the basis for development of the necessary FSB report. operations. This is necessary so that
approval of training, checking, and currency This is particularly important for older regardless of which aircraft is flown, uniform
programs approved by each FAA office. The aircraft fleets in which differences may be training, checking, and currency standards
report is also the basis for pilot certification significant, but manufacturer support is no are met within the constraints of 14 CFR.
by FAA or operators and the surveillance of longer available and aircraft imported into Paragraph 6 describes operator application of
operators‘ programs. POIs may approve the United States that have been used only MDRs and other FSB provisions for training,
individual operator‘s programs that meet or by foreign operators. checking, and currency. This is done through
exceed master requirements, but they cannot (3) Revision for Aircraft Modified by operator preparation and FAA approval of
approve programs that are less than master Operators. When an aircraft is to be modified ODRs for each operator. When aircraft are
requirements. Aviation safety inspectors by an operator, the POI must determine if the used in mixed fleet flying, this AC’s
(ASI), aircrew program managers (APM), change affects MDRs, example ODRs, or other provisions and FSB provisions
aircrew program designees (APD), and FSB report provisions. The criteria for this comprehensively address differences in
designated pilot examiners (DPE) use the assessment includes whether or not the training, checking, and currency
report as the basis for administration of oral difference affects pilot knowledge, skills, or requirements for each aircraft. In some
examinations, simulator checks, flight abilities pertinent to flight safety. If a change instances, the FAA may limit the number of
checks, proficiency checks, and OE. meets the criteria, the operator should supply different aircraft permitted in mixed flying.
Preparation and application of ODRs by the POI with a difference description and ODRs are used to identify credits or
constraints between aircraft. These credits shows the application of ODRs to address described, methods of comprehensively
may also be applied to a related aircraft when systems differences and compliance addressing each difference (compliance
transitioning to another related aircraft when methods. In Figure 3 differences are grouped methods) are shown. With the difference
those aircraft are intended for use in mixed in the order associated with a typical descriptions, redundancy may occur. The
or nonmixed fleet operation. The overall operations manual. Air Transport same training or checking compliance item
process for operator application of MDRs and Association (ATA) code numbers are shown shown for one item may also be associated
development, approval, use, and revision of for cross-reference. The ‘‘Remarks’’ column with and credited for other items. The
ODRs is shown in Figure 8. depicts differences and the ‘‘Flight objective for description of compliance
(2) Availability and Use of FSB Characteristics’’ and ‘‘Procedural Change’’ methods is to show that each difference is
Information. FSB requirements are made columns address effects of differences. addressed in some appropriate way, to show
available to operators through FAA CHDOs, (b) Maneuvers Shown on the ODR Table of that the method and level chosen is
applicant, industry trade associations, posted Figure 3. The ‘‘Remarks’’ column depicts consistent with the FSB MDRs, and example
on the OpSpecs Web site, or other sources. differences. The ‘‘Flight Characteristics’’ and ODRs at a level at least equal to that required
When preparing initial or difference ‘‘Procedural Change’’ columns address effects by the MDRs.
programs for specific fleets, individual of differences. The reference ‘‘SEE APP’’ f. When Proposed ODR Compliance
operators apply the requirements of the refers you to an appendix to the table, which Methods Do Not Meet MDRs. If proposed
applicable FSB report. the operator prepares to more fully list and ODR compliance methods do not satisfy
b. Application of MDRs and Preparation explain the particular procedural changes MDRs or other FSB report constraints, the
and Use of ODRs. that pertain to the maneuver in the following alternatives exist:
(1) Need for ODRs. When operating a ‘‘Procedural Change’’ column. (1) Differences may be reduced or
mixed fleet, operators prepare the necessary (6) Other Use of ODRs. The ODR process eliminated by modification of aircraft,
ODR table proposals to describe their may be used for other applications such as systems, or procedures.
particular fleet and show compliance flight attendant or dispatcher qualification (2) Other training methods or devices that
methods. This is done to assess effects of tracking, but such use is not required as part fully comply with MDRs and other FSB
differences, plan compliance methods, and of this AC’s provisions. provisions may be acquired, leased, or
obtain POI approval for that operator‘s c. Selecting Base Aircraft. An operator otherwise applied.
specific program. ODR tables must be chooses a base aircraft from one of the (3) Pilot assignments may be separated for
prepared and approved by the FAA for each aircraft operated. Base aircraft are defined in a fleet so that mixed flying of related aircraft
fleet in which FSB requirements are Appendix 1. Additional information does not occur.
established IAW FSB provisions. regarding base aircraft selection is in (4) MDR change proposals may be
(2) Operator Responsibilities. The paragraph 7. requested through FAA POIs to the FSB. If
d. Identification of Differences and the
operator’s responsibilities include: FSB authorized changes to the MDRs are
Analysis of Effects of Those Differences.
(a) Specification of a base aircraft. made, the operator may then apply the
Differences must be described between base
(b) Identification of differences between revised criteria.
aircraft and other related aircraft. This may
the aircraft within a mixed fleet. g. Maximum Number of Related Aircraft.
be done from base to each other related
(c) Preparation of proposed ODR tables. Comparative differences between related
aircraft. Differences may also be described
(d) Assessment and description of the from any related aircraft to each other related aircraft may comply with FSB provisions;
effects of the differences on training, aircraft. All MDR requirements must be other limitations may also constrain mixed
checking, and currency. satisfied relative to the base aircraft so the fleet flying. To prevent cumulative effects of
(e) Proposal of training, checking, and pairing of aircraft not authorized to be flown differences for multiple related aircraft from
currency methods consistent with MDRs and in a mixed fleet environment by the FSB adversely affecting pilot performance, the
FSB provisions. reports is avoided. As long as a complete and FAA sets guidelines for the maximum
(f) Presentation of proposed ODR tables clear relationship can be drawn from the base number of related aircraft to be flown. At
with necessary supporting information to the aircraft to each other related aircraft and all difference level A, the number of related
FAA POI for approval. MDR requirements are met from the base aircraft is greater since differences are fewer
(g) Revision of ODR tables when aircraft aircraft, to each other related aircraft, there is and less significant, whereas at level D or
are introduced, modified, phased out, no need to describe each possible level E the number of related aircraft that can
devices change, or MDRs change. combination of aircraft. This permits a be flown is fewer because the differences are
(3) Use of Standard ODR Format. A comprehensive identification of differences greater. To accommodate an increase in the
common format for ODR tables is used to that exist in the fleet, determines the effects differences level, increasing limitations are
facilitate preparation, review, use, of those differences, and shows compliance placed on the number of related aircraft that
comparison with MDRs, and ensure methods. Differences are generally organized may be flown at the higher levels. Paragraph
consistency of application and approval by to follow an operations manual or flight 7k contains specific guidance to POIs for
POIs. The common format is used in all cases manual to facilitate use and review, and approval of multiple related aircraft.
where ODR tables are required except when should be categorized by design, systems, h. Application, Review and Approval.
only a few minor differences exist and level and maneuvers. Effects of differences are Paragraph 7 describes the FAA review and
A applies. In this event, letters between an stated in terms of effects on flight approval process. The process is summarized
operator and FAA containing the necessary characteristics and procedures. Procedures here to facilitate ODR table preparation. An
information and approval may suffice if include normal, nonnormal, alternate, and operator submits the proposed ODR tables
acceptable to the POI. recall procedures, as applicable. Since and necessary supporting information to the
(4) Minimum Threshold for ODR complete descriptions may be too lengthy for POI to apply for differences program
Preparation. Within the mixed fleet, a direct incorporation in ODR tables, approval. The supporting information may
minimum threshold for preparation of ODR appendices, or references to other operators’ include any appendices to the ODR tables
tables occurs when there are differences that documents may be used to describe necessary for evaluation of the proposal, a
potentially affect knowledge, skills, or differences or effects. Some differences or transition plan if needed, and a proposed
abilities necessary for flight safety. effects may be repeated in the analysis. For schedule for implementation. POIs may also
Differences not related to this criterion need example, an FMS difference may be noted in require review of such pertinent and
not be addressed in ODR tables. both a navigation system section and additional information as copies of bulletins,
(5) ODR Description and Examples. ODRs maneuver section associated with preflight manuals, or other training materials, before
are described in paragraph 4. Examples of setup. The objective is to assure each they approve proposed ODRs. If devices are
acceptable ODR tables for a particular type- difference that pertains to pilot training, proposed that are not approved by the POI,
certificated aircraft are shown in each FSB checking, or currency is identified and or evaluated by the NSET, a review and
report. addressed, so it is not necessary to limit approval of those training devices may be
(a) Systems Shown on the ODR Table of difference descriptions to prevent overlap. necessary before ODR approval. Sufficient
Figure 3. An example of several pages from e. Identification of Compliance Methods. lead-time must be provided to the FAA for
an ODR table is shown in Figure 3. Figure 3 Once differences and difference effects are review. Lead-time depends on such factors as
the complexity of program, proposed the basis for training, checking, and currency (2) Modification of base aircraft or
difference levels, number of related aircraft, programs for a given fleet for that operator. comparison aircraft in a fleet;
other operator precedents already set, and i. Implementation Provisions Transition (3) Change of base aircraft;
FAA experience with the proposed aircraft, Period. In certain instances, a transitional (4) Discontinuation of use, addition of new
training devices, and methods. Many period, agreed upon by the POI with FSB
or modification of training devices referenced
noncontroversial level A changes can be concurrence, may be necessary to permit
reviewed and approved in a few days. operators to continue operations under by ODRs;
Complex programs with many related aircraft previously approved programs until they are (5) Revision of training methods with a
can require months for review and approval. able to comply with FSB requirements. This resulting change in compliance levels;
It is the operator’s responsibility to consult is necessary when FSB provisions are (6) Changes in effects of differences such
with the POI to ensure that sufficient lead- initially set or revised and provisions require as revised procedures, performance, or flight
time is provided to review initial lead-time for program preparation, device characteristics;
submissions or changes. At least 60 days acquisition, or to revise previously approved (7) FAA revision of MDRs or other FSB
notice is acceptable for most programs. After programs. Paragraph 7m and the individual provisions;
the operator submits the program proposal, FSB reports for each type-certificated aircraft (8) Adverse OE or training and checking
POIs compare the proposed ODR with the discuss FAA approval of transition
experience that dictates inadequacy of ODRs,
FSB report provisions including the MDRs. provisions.
POIs consult pertinent FAA policy directives j. ODR Revision. ODR revisions are MDRs, or other FSB provisions;
(Handbook, notices, Safety Alerts for initiated when changes occur in an operator‘s (9) FAA surveillance results, enforcement
Operators (SAFO), etc.) for interpretations or fleet relating to differences, difference effects, actions, or failure of an operator to comply
guidance in accomplishing the review. In or compliance methods. ODR revisions are with provisions of their approved ODRs; and
certain instances the POI must consult with appropriate when such changes affect pilot (10) Other factors as determined by the
the FSB before ODR approval. If ODRs are knowledge, skills, or abilities relevant to POI.
consistent with FAA policies and within the flight safety. Examples of program changes or Note: Revisions to ODRs are approved
constraints of the MDRs and example ODRs, factors that may require ODR revision
using the same procedures as for initial
the POI will approve the operator’s ODR include:
tables and its proposed differences program. (1) Addition or deletion of aircraft in a ODR’s approval.
When approved by the FAA, ODRs establish fleet; BILLING CODE 4910–13–P
7. FAA Review and Approval of Operator transition plans, all preparations must be and/or abilities pertinent to flight safety. If
Programs complete and provisions approved before systems, controls, indications, procedures, or
a. General. conducting training, checking, or establishing maneuvers are different and these differences
(1) FAA Responsibilities. FAA has the currency under this AC and an FSB report. have an effect that significantly relates to
responsibility for review, approval, and b. Operator Application of ODRs. what the pilots needs to know or do for safe
continuing surveillance of individual (1) Operators Using Related Aircraft in mixed fleet flight operation, then an operator
operator programs consistent with this AC Mixed fleet Flying. If FSB requirements are must prepare ODR tables and seek FAA
and FSB provisions. Within a CHDO, POIs published, operators operating aircraft in approval. Conversely, ODR tables would not
have the responsibility for program review mixed fleet flying must apply provisions of need to be prepared in situations that do not
and approval. In addition to review, this AC and the FSB report. AC criteria and
affect flight safety. In such instances ODR
approval, and continuing surveillance of FSB MDRs must be applied anytime pilots
tables are not needed even though pilots
operator programs, CHDO and other district operate mixed fleets between training and
routinely operate several related aircraft. A
offices manage pilot certification consistent checking events.
(2) Threshold Requiring ODR Preparation. minimum threshold is set to preclude
with the criteria of this AC and FSB
provisions. Even though an operator has different unnecessary administrative assessment of
(2) Approval Basis. FAA approvals are configurations of aircraft used in mixed fleet mixed fleet flying, which has no safety
based on FSB report findings and policy flying, there is some threshold below which implications. If changes to the fleet do not
guidance included in FAA directives (e.g., ODR tables and POI approval is not required. affect pilot knowledge, skills, or abilities
Order 8400.10, Air Transportation The threshold requiring AC and ODR affecting flight safety, then such changes
Operations Inspector Handbook, notices, application occurs when differences in need not be considered in addressing FSB or
EN28au07.010</GPH>
SAFOs, etc.). Except as provided for in related aircraft affect pilot knowledge, skills, this AC provision.
(3) FAA Review of ODR Proposals. After between the base aircraft and a related meets pertinent FSB requirements, the POI
preparation the carrier submits proposed aircraft and the example ODR table shows approves that particular program by signing
ODR tables and supporting information to the applicable level C systems differences or ODRs. ODR tables are approved for each
CHDO and POI for review and approval. POIs maneuvers, then the POI should ensure that applicable related aircraft. Signature of ODRs
evaluate the following: the proposed ODR table submitted also or revisions, together with other relevant
(a) The operator has made an appropriate shows at least level C for those pertinent documents such as training programs and
identification of a base aircraft. systems or maneuvers. OpSpecs, constitute approval by the POI of
(b) Operators have comprehensively that operator’s differences training, checking,
identified differences in the particular fleet. c. Base and Other Aircraft Identification. and currency program requirements. ODR
This includes appropriate ODR table (1) Selecting the Base Aircraft. Base aircraft tables are used for most programs. In
comparisons between the base aircraft and are defined in Appendix 1. In general, base instances where aircraft have only a few
each related aircraft. aircraft are used as reference for comparison minor differences at level A, approval may
(c) The operator‘s assessment of the affects of differences that affect, or could affect, pilot take the form of a letter including necessary
of differences on flight characteristics and knowledge, skills, or abilities pertinent to information in lieu of using tables.
procedures for the base aircraft and each flight safety. A base aircraft should typically (2) POI Authority at level A and B. POIs
related aircraft are suitable and valid. be the aircraft that the operator trains to first, have authority at A and B level to make
(d) The compliance methods listed are the aircraft that the operator has the largest determinations without AEG coordination if
consistent with the requirements of the MDR number of, the aircraft most pilots fly compliance methods are within the MDRs.
tables, footnotes, other pertinent FSB report frequently, or the aircraft that represents a This is important to provide timely response
provisions, FAA Order 8400.10, and configuration that the operator eventually to minor differences requests. The results of
associated advisory materials. will have as a standard. Another aircraft may these determinations are forwarded to the
(e) ODR provisions adequately address any be selected as a base aircraft when the pertinent FSB for permanent retention,
‘‘subtle differences’’ between related aircraft previous base aircraft is being phased out, comparison, and future FSB evaluation.
that have a possibility of inducing potentially converted to a new configuration, or other (3) POI Coordination Required at Level C
serious pilot errors. such factors. A base aircraft may be and Above. At C, D, and E level the POIs may
(f) Training materials, methods, devices, redesignated at the discretion of the operator approve operator programs only if the
and simulators proposed are acceptable, with FAA concurrence. A base aircraft is programs are clearly within the requirements
approved by the NSET if necessary, or if FSB identified by make, type-certificated aircraft, of the MDRs. If there is doubt whether or not
provisions apply, the ODR tables meet FSB model, and series or other distinguishing an operator’s program meets the MDRs, the
constraints. classifications. Classification should POI consults with the FSB well before the
(g) ASIs, APMs, and APDs are prepared to distinguish pertinent differences in operator’s program approval date, to allow
apply FSB report checking standards. configuration, handling characteristics, time for review and resolution of open issues.
(h) Implementation plans are adequate and performance, procedures, limitations, If the operator request is unclear or less strict
consistent with FSB provisions and other controls, instruments, indicators, systems, than the MDRs requirements, the POI may
FAA policy. installed equipment, options, or not approve that program.
(i) Other factors determined necessary by modifications. (4) Initial and Final Approval. Like other
the POI are considered and any requirements (2) Identifying Related Aircraft. A related training programs, POIs may authorize
met. aircraft is an aircraft or a group of aircraft ‘‘initial’’ approval for an assessment period to
(4) The POI uses the example ODR tables with the same characteristics that have review program effectiveness. Final approval
and the MDRs provided in the FSB report as pertinent differences from a base aircraft. should be made after suitable experience is
a basis for evaluating the suitability of a Pertinent differences are those that require obtained (generally within 6 months) IAW
particular operator‘s proposed ODR table. different or additional pilot knowledge, criteria in FAA Order 8400.10. In situations
The MDR always remains the primary basis skills, and/or abilities that affect flight safety. where initial approval is completed but final
for comparison. The AEG should be Differences considered pertinent are those approval is delayed because of continuous
consulted in the absence of conclusive relating to configuration, handling revision or that results are uncertain should
guidance in making such judgments. characteristics, performance, procedures, be avoided. When operators propose to add
Guidance for evaluation of specific system or limitations, controls, instruments, indicators, aircraft, modify existing aircraft, change base
maneuver items may be found by comparison systems, installed equipment, options, or aircraft, phase aircraft out, or take other
of the proposal with the example ODR table modifications. Related aircraft can exist actions, which make the applicability of
shown in the FSB report and other approved between different models, series or within a ODRs unclear, then the ODR tables for that
ODR tables. The operator may use devices, model/series. When designated in FSB operator must be updated. For some
techniques, or methods of an equal or higher reports, any aircraft included in a MDR table operators a continuous series of ODR table
difference level. Critical methods must be at is considered a related aircraft. Like base modifications will occur as its fleet changes.
least at the level specified by the FSB on the aircraft, operators designate related aircraft Nevertheless, the ODR tables must be current
MDRs and shown in the example ODR table. by one of the following: at all times. ODR tables are used as a primary
Actual ODR tables proposed by the operator (a) Model/series. means for establishing regulatory compliance
may show a variety of compliance methods (b) FAA registration ‘‘N number’’. and managing surveillance of training,
to satisfy a particular item, ranging from level (c) Operator tail number. checking, and currency programs.
A through the level required by the MDRs. (d) Any other classification that can e. POI Uncertainty Regarding Program
For example, if the MDR requirement is a uniquely distinguish pertinent differences Compliance. The POI must resolve any
minimum of level C, the operator may between each related aircraft group and a questions before approval if it is not clear
propose to use a combination of level A base aircraft. that the operator’s proposal complies with
bulletins, level B slide tape presentations, (3) Accounting for Each Related Aircraft. the MDR table and other FSB provisions.
and level C training devices to satisfy The important factor in base and related When issues cannot be resolved to clearly
pertinent items. However, at least level C aircraft identification and ODR table establish compliance with MDRs or other
must be shown for critical items. The preparation is that regardless of the FSB report provisions, the AEG/FSB should
operator may choose to satisfy a level C MDR combination used, there should be direct and be consulted. Early in program development,
provision with level D or level E methods. complete traceability of both differences and POIs may need more consultation with FSB
(5) ODR Review Example. The following is compliance methods. There must be a clear members. In mature programs, better
an example of the process for review of a description showing the adequacy of examples will be available in FSB reports,
specific item on a proposed ODR table. For compliance methods to assure proper other operator ODR, and the manufacturer‘s
each proposed ODR item both the FSB training, checking, and currency to safely larger databases for operators.
example ODR table and MDRs are consulted operate each aircraft assigned. f. Proposals that do not Comply with FSB
and compared with the operator‘s proposal. d. Approval of ODRs. Provisions. If the operator proposes a
If the MDRs specify that level C devices are (1) Approval Method. Following review program less restrictive than the
needed for training, checking, and currency and determination that an operator‘s program requirements of the MDRs or other FSB
provisions, then options of paragraph 6h. apply necessary differences information or b. Checking Specifications. FAA pilot
apply. If an operator wishes to pursue a skills for each related aircraft without certification inspectors and APMs should
proposal less restrictive than the FSB report confusion. When more than two related assure proper application and administration
or MDRs, details of the proposal and aircraft are flown, POIs must specifically of checks required by FSB reports as
supporting documentation should be ensure that subtle or compounded constrained by the MDR and specific ODR
presented to the POI for forwarding to the differences between the various related tables. FSB reports describe difference levels
AEG/FSB. The POI will evaluate the carrier‘s aircraft do not result in confusion of which constrain the various maneuvers,
proposal and, if justified, forward the procedures, maneuvers, or limitations. ODRs procedures, or unique factors to be
proposal with recommendations for revision proposed for the overall combination of considered by inspectors or check airmen
of MDRs. aircraft to be flown must be examined to when administering checks or observing OE.
g. FSB Revision of MDRs or Other FSB ensure the following: For example, certain nonnormal procedures
Provisions. When requested by a POI, the (a) That multiple differences do not result may be required and others may be waived
FSB reviews an operator‘s proposals and if in confusion of requirements or an excessive (for example no flap landings). Other unique
necessary modifies MDRs and other FSB level of complexity for pilots to adjust to or procedures or maneuvers particular to an
provisions. If master requirements have been retain important differences information; type-certificated aircraft may be necessary.
amended and the proposal meets the revised (b) That subtle variations in differences Any unique configurations or failure
requirement, the POI may approve the information are not mistakenly applied and conditions that should be observed while
proposal. Other operators can also apply for lead to unsafe conditions; and administering checks are described.
similar approval or reductions based on the (c) That the amount of differences c. Checks Regarding Complex Systems.
revised FSB report. Major changes in the information is not excessive, not applied to (1) Partial proficiency checking is required
MDR table may require review by the full the wrong aircraft, or not forgotten. for differences associated with systems that
FSB. The FSB may consider minor changes l. Compliance Checklist for CHDOs. FSB are determined to be at or greater than level
or interpretations on an ad hoc basis between reports provide a CFR compliance checklist. C.
FSB meetings for that aircraft. For some The checklist identifies those 14 CFR parts, (2) Complex systems checks include
requests changes can be made based on ACs, or other FAA requirements that are in hands-on operation and ensure demonstrated
existing or the supplied information. compliance. Pertinent 14 CFR items not procedural proficiency in each applicable
Complex cases may require testing to be shown on the checklist or items shown but
mode or function. Specific items and flight
conducted by the applicant before the MDR not reviewed by the AEG/FSB for compliance
phases to be checked are specified (e.g.,
table is changed. Should the MDRs be must be reviewed by the CHDO before POI
initialization, takeoff, departure, cruise,
updated to accommodate a change request, approval of OpSpecs permitting those aircraft
arrival, approach, and pertinent nonnormals).
the proposed ODR can be approved within to be used under 14 CFR. Items found not
The FSB may require additional training
the new MDRs. Proposals for revisions to compliant by the AEG/FSB must be
beyond that which is otherwise required by
levels C, D, or E must be forwarded to the reconciled and compliance established before
14 CFR to qualify in each type-certificated
FSB for resolution through the formal FSB operation. The compliance checklist is an aid
aircraft. This training may be in the form of
process. Allow at least 60 days for FAA to CHDOs used to show the status of those
14 CFR items evaluated by the AEG/FSB, but LOFT, LOS, or SLF.
evaluation of such proposals.
does not comprehensively address all 9. Training Device and Simulator Approval
h. Proving Tests. When a related aircraft
possible 14 CFR items and ACs that an
with difference levels C or greater is a. Training Device and Simulator
operator may need to demonstrate
introduced by an applicant, proving runs Characteristics.
compliance. OpSpecs, exemptions,
may be needed. Proving runs are usually (1) Minimum Device and Simulator
deviations, or other factors, which the AEG/
needed for levels D and E. At level E, Characteristics. AC 120–40 and AC 120–45
FSB may not be aware of, may also apply and
regulatory provisions for proving runs must describe minimum acceptable characteristics
may modify compliance status or methods
be met. Training flights, test flights, delivery and standards for flight training devices and
shown in the checklist.
flights, and demonstration flights may be m. Implementation of FSB Provisions.
simulators. The FSB directly applies these
credited toward levels C and D proving These provisions are addressed in each type- standards in difference level specifications.
requirements if necessary operational certificated aircraft FSB report and must When applicable, the FSB specifies other
experiences are demonstrated and the flights comply with any criteria shown in that device characteristics as the minimum
are IAW an FAA-approved plan. FAA Order report. POIs approve implementation acceptable for differences training, checking,
8400.10 describes policies for FAA approval provisions at the same time ODR tables or or currency between certain related aircraft.
of proving tests. revisions are approved. Operators that do not The FSB reports identifies these
i. Line-Oriented Flight Training (LOFT), elect to apply this AC or implement FSB characteristics.
LOS, or SLF. When operators have LOFT/ provisions specified by the FSB report (2) Coordination with the FAA National
LOS/SLF programs and additional related require approval by the Director, Flight Simulator Program (NSP). When the FSB
aircraft are approved, the POI must review Standards Service, AFS–1. specifies device characteristics, the FSB
those LOFT/LOS/SLF programs to assure n. Aircraft That Do Not Have an FSB coordinates with the NSET to ensure
applicability to each related aircraft. SLF in Report. When an FSB report is not prepared simulator criteria compatibility and approval
the aircraft, or in some instances simulator for a given type-certificated aircraft, or when process definition. If device or simulator
(as determined by the FSB), may be necessary MDRs or other provisions are not shown, characteristics have not been previously
IAW provisions of the FSB report and with programs are approved IAW the 14 CFR, recognized by the FAA as meeting the
the approval of the POI. Order 8400.10, and other pertinent inspector provisions of this AC, FSB, or the simulator
j. OE. As described in this AC and FSB guidance material. evaluation and approval process, they must
reports, OE is consistent with definitions and be evaluated by the NSET in consultation
requirements of 14 CFR. OE credit, as 8. Application of Requirements to Airmen with the FSB before use in an approved
provided by the FSB for experience with Certification program.
related aircraft, may be permitted with the a. General. In addition to master b. Aircraft/Simulator/Device Compatibility.
approval of the POI. requirements, the FSB report contains (1) Devices and Simulators to Match
k. Limitations on the Total Number of specifications for administration of pilot type Aircraft. When pilots fly related aircraft in a
Related Aircraft. rating or proficiency checks by FAA mixed fleet, the combination of simulators
(1) Mixed Flying of Multiple Related inspectors or operator check airmen. FAA and training devices used must satisfy MDR
Aircraft. When mixed fleet flying involves pilot certification inspectors, APMs, operator and ODR provisions specific to the aircraft
pilots operating more than a base aircraft and check airmen, APDs, and DPEs should be flown by that operator. The POI, FSB, and the
a single additional related aircraft, additional familiar with FSB provisions regarding the NSP must address the acceptability of
constraints limiting the total number of proper administration of any necessary differences between training devices,
aircraft may apply. Operation of multiple checks or evaluations for type-certificated simulators, and aircraft operated as
related aircraft requires a review by the POI aircraft or their series covered by the FSB appropriate. The FSB, POI, and when
to ensure that pilots can retain and properly report. necessary, the Air Transportation Division,
AFS–200, or the General Aviation and Training and Checking-Test 3 (T3) Difference Requirement (ODR) table)
Commercial Division, AFS–800, as a. Test Purpose summarizes the identified differences. Since
applicable, identify acceptable credit for b. Test Subjects combinations of related aircraft may be
simulators and training devices. c. Test Process numerous and only typical differences are
(2) Differences Between Devices, d. Successful Test needed at this stage for test definition, the
Simulators, and Aircraft. When differences e. Failure of Test applicant may select representative ODRs for
exist between related aircraft and the 6. Currency Validation-Test 4 (T4) preparation.
proposed training devices, or simulators to be a. Test Purpose d. Based on the above analysis (including
used, then MDRs and ODRs may be used as b. Test Subjects
preliminary flight test results or flight
guidance for acceptance and approval as is c. Test Process
simulation estimates, if available), the
done between aircraft. The FSB, the NSP, and d. Successful Test
AFS–200 or AFS–800, as applicable, should e. Failure of Test applicant proposes difference levels to be
be consulted when uncertainty exists 7. Initial or Transition Training/Checking specified in each cell of the MDR table for
regarding the use of MDRs and ODRs for Program Validation-Test 5 (T5). the various aircraft combinations.
acceptance or approval of these devices. The a. Test Purpose e. The applicant proposes applicable
FSB will not recommend use or approval of b. Test Subjects elements of the test process (T1 through T5
devices that differ significantly from the c. Test Process and T6 for CTLC) and a plan for validation
actual operated aircraft. d. Successful Test of the intended difference levels. Specific
c. Simulator and Device Approvals. e. Failure of Test aircraft, times, devices, etc. are identified to
(1) NSP Representation to the FSB. An NSP 8. Common Takeoff and Landing Credit conduct the required tests for the candidate
member may serve as an advisor to the FSB (CTLC)-Test 6 (T6) aircraft. Included in the proposal are any
or a member of the FSB, to address a. Test Purpose necessary interpretations of expected results
designation of and approval processes for b. Test Subjects using established standards. Any special,
devices and simulators at C, D, and E c. Test Process unique, or additional definitions of
difference levels. d. Successful Test successful outcomes are also identified.
(2) Coordination of NSP Criteria with the e. Failure of Test f. The scope of T1 through T6 is keyed to
FSB. National simulator team development of basic visual flight rules (VFR) and instrument
criteria for training devices and approval test APPENDIX 3.—RATING AND LEVEL
TESTS—PLANNING AND APPLICATION flight rules (IFR) operations in the National
guides for new aircraft are coordinated with Airspace System (NAS).
the FSB. This ensures compatibility of FSB/ 1. Preparation g. FAA/applicant agreement is reached on
NSP requirements and effective use of
a. The pilot type rating, difference level the grouping of aircraft, proposed tests, test
resources for development of approval test
definition, and test process are initiated plans, schedules, subjects, and interpretation
guides and determination of FSB
when an applicant presents an aircraft for of possible outcomes.
requirements.
type certification. If the applicant presents a h. Subject qualifications are addressed at
10. Review and Approval candidate aircraft to the Flight the time of test specification when test
FSB reports are approved as designated by Standardization Board (FSB) as a new aircraft agreement is reached with the applicant. Test
AFS–1. In the event that revision of an FSB type certification with no anticipated subjects for all tests except T6 are drawn
report is necessary, the FSB is provided with application for pilot type rating credit for from the FAA. Subject selection considers
necessary policy guidance to implement similarities with aircraft previously type the factors such as the following:
applicable changes. certificated, then the FSB analyzes the (1) Needed background skills of candidates
training program requirements using test T5. (previously qualified aircraft);
11. Appeal of FAA Decisions The results of T5 will determine a separate
(2) General flight experience and currency;
When there is disagreement with pilot type rating and the minimum required
(3) Test requirements such as location,
provisions of an FSB report, that training, checking, and currency standards as
applicable to that type-certificated aircraft. If short notice access, and skills needed for
disagreement may be expressed to the FSB subjects;
chairman for the pertinent type-certificated the applicant presents an aircraft seeking
pilot training, checking, or currency credit, (4) Technical areas, qualifications, or
aircraft. If an issue cannot be resolved, the experience that subjects should not have to
issue may then be addressed to AFS–200. based on similarities with an aircraft
previously type certificated, a series of avoid test prejudice;
Additional information, data, or analysis may (5) Eventual FAA geographic or operator
be provided to support differing views possible tests (T1/T2/T3) are developed and
used to determine its level of difference with related distribution requirements for ASI,
regarding the FSB provisions in question.
the base aircraft of comparison. The results APM, and POI personnel; and
APPENDIX 3.—RATINGS AND LEVEL of these tests will determine whether the (6) Other special experience as needed for
TESTS—PLANNING AND aircraft pilot type rating is a common pilot a particular program.
APPLICATIONS type rating between separate type-certificated i. During preparation for testing and
aircraft; or the same pilot type rating of same evaluation of results, appropriate Aircraft
1. Preparation type-certificated aircraft. The level of Certification Flight Test Branch coordination
2. Pilot Type Rating Determination Through differences will determine the minimum is accomplished so that flight characteristic
Analysis-Level A or B Training Only required training, checking, and currency issues and, in particular, special flight
3. Function Equivalence-Level A or B Test 1 standards as applicable to the candidate characteristics can be suitably identified and
(T1) aircraft. T6 comparisons may permit addressed.
a. Test Purpose Common Takeoff and Landing Credit (CTLC)
b. Test Subjects between different type-certificated aircraft. In Note: Tests T1 and T2 must be conducted
c. Test Process Appendix 2 the details of these situations in the candidate aircraft for the
d. Safety Pilot provide further amplification. determination of training, checking, and
e. Successful Test b. To begin the evaluation process, the currency requirements. However, the FSB
f. Failure of Test applicant identifies candidate aircraft. The chairman may elect to use a simulator before
4. Handling Qualities Comparison Between aircraft are then assigned to logical aircraft its qualification by the National Simulator
Aircraft-Test 2 (T2) groups to be described in Master Difference Evaluation Team (NSET). This may be done
a. Test Purpose Requirements (MDR) tables and the FSB for selected FSB T-tests that involve partial-
b. Test Subjects report. task evaluation of systems or components,

c. Test Process c. The applicant identifies major which do not directly relate to aircraft
d. Safety Pilot differences pertinent to the aircraft and handling qualities or core pilot skills. These
e. Successful Test makes comparisons with the proposed types of tests would normally require only a
f. Failure of Test candidate aircraft. A differences document training device with no visual or motion
5. System Differences Test and Validation of (i.e., an appropriate sample Operator capabilities.
2. Pilot Type Rating Determination Through differences. At the discretion of the FSB c. Test Process. The applicant initiates the
Analysis-Level A or B Training Only chairman, the T1 test may be accomplished test process when they analyze available
a. Typically, with the introduction of a in a training device/simulator or airplane as flight or simulation test data, and aircraft
new aircraft, or when training credit is appropriate. T1 is typically conducted using design or system differences, and determine
sought in a comparison of a base and one group of test subjects. Subjects will that handling similarities exist between the
candidate aircraft, the T1 through T5 testing initially be given a ‘‘no jeopardy’’ flight base and candidate aircraft. From this
process determines pilot type rating. Not all check for their base aircraft to calibrate determination the applicant makes their T2
changes or modifications to an aircraft or on performance before taking the pertinent flight proposal. Before the test, representatives of
occasion, the certification of a related aircraft check in the candidate aircraft being the FSB review the T2 test profile to ensure
may require flight-testing to assess their evaluated. The flight check undertaken in the that critical handling quality aspects of the
impact upon pilot type rating. Pilot type candidate aircraft will address the differences candidate aircraft are examined. The flight
rating determination through analysis may be between the base aircraft and candidate evaluation consists of relevant parts of a
considered if the changes do not influence aircraft. The test may be administered or proficiency check as determined by the FSB
aircraft handling, introduce no significant observed by more than one FSB member to chairman. T2 consists of a comparison
change to systems operation or pilot ensure consistency and uniformity of test between selected pilot certification flight
procedures, and can be addressed at level A procedures and common understanding of check maneuvers (normal and nonnormal)
or B training. subject performance and outcomes. administered first in the base aircraft (using
b. The analysis process can be used if the d. Safety Pilot. A ‘‘safety pilot,’’ serving as either the actual aircraft or a level C or D
PIC in the aircraft and functioning as pilot simulator) then in the candidate aircraft.
aircraft handling has not changed
monitoring in either seat, will intervene to Although T2 testing should always be
significantly. In most cases, it should be
prevent damage to the aircraft or to limit accomplished in the candidate aircraft, some
obvious that the change will not affect
maneuvers that endanger safety of flight. portions that significantly affect aircraft
aircraft handling but if additional data is
e. Successful Test. FSB members decide safety, such as flight control failures, may be
needed to make the determination, the
the outcome of the T1 test consistent with conducted in a simulator suitable for the test.
information can be obtained from the
previously agreed upon criteria. The FSB Subject pilots are evaluated on performance
assigned FAA Aircraft Certification Service
determines the areas of differences training of required maneuvers consistent with
(AIR) or through the applicant’s flight test
required and specifies necessary devices or standards set by 14 CFR and an assessment
data. Following is a list of typical changes training limitations. If the T1 test is passed,
evaluated through the analysis process: of the degree of difficulty in performing
the pertinent aircraft pairs are assigned to maneuvers in the candidate aircraft
(1) Maximum operating weights (revised level A or level B training differences.
aircraft type certificate data sheet (TCDS)). compared to the base aircraft. The test may
Successful completion of T1 results in
(2) An engine type or thrust change that be administered or observed by more than
awarding of the same or a common pilot type
does not require significant design changes to one FSB member to ensure consistency and
rating.
aircraft flight controls. uniformity of test procedures and common
f. Failure of Test. If the T1 test is failed and
(3) Maximum passenger capacity (revised understanding of subject performance and
retesting is not considered, level A or B
aircraft TCDS). cannot be assigned. This generally requires outcomes.
(4) Avionic upgrades (Supplemental Type completion of T2 and T3. If requesting d. Safety Pilot. The safety pilot serving as
Certificate (STC) or manufacturer production training credit, the applicant may ask for and PIC in the aircraft and functioning as pilot
line upgrade). receive credit for those items passed in T1. monitoring in either seat, will intervene to
(5) Proven electronic flight bag installation, T1 retesting may be considered at the prevent damage to the aircraft or to limit
(STC or manufacturer production line discretion of the FSB. maneuvers which endanger safety of flight.
upgrade). The safety pilot can only assist the subject
(6) Passenger to cargo conversions. 4. Handling Qualities Comparison Between pilot in areas unrelated to the handling
c. When the analysis process is completed, Aircraft-Test 2 (T2) qualities determination. For example, the
it is recorded as a revision to the training a. Test Purpose. The T2 test compares safety pilot can remove impediments to
courseware and to the existing FSB report for handling qualities between the base and progression of the test but cannot fly, coach,
the base and/or candidate aircraft. candidate aircraft to determine whether or train the subject on any aspect of the test
training level B, C, or D is appropriate. At the related to handling, vision cues, or motion
3. Functional Equivalence-Level A or B Test
discretion of the FSB chairman the T2 test cues. The safety pilot may not actuate
1 (T1)
may be completed through analysis, without primary flight controls during the evaluation,
a. Test Purpose. The T1 test is conducted requiring an aircraft flight. Determining if the or instruct, lead, or coach test subjects in any
to determine if training level A or B is analysis process can be used requires manner. The safety pilot may:
appropriate between the base and candidate verification that the aircraft handling has not (1) Perform all routine pilot monitoring
aircraft. changed significantly as described in the duties.
Note: If the applicant communicates that ‘‘test process’’. In most cases, it should be (2) Set up or adjust systems, including
the training, checking and currency obvious that the change will not affect those normally operated by the pilot flying in
requirements for the candidate aircraft may aircraft handling but if the determination accordance with pretest agreements.
exceed level B, the T1 test can be waived and requires additional data, the information is (3) Address or resolve procedural
the evaluation process then moves directly to obtained from the assigned FAA Aircraft impediments.
the T2 test. By waiving the T1, the applicant Certification Office or through the applicant’s (4) Manage and satisfy checklists.
acknowledges that differences exist between flight test data. With FAA agreement, (5) Make normal call outs.
the base and candidate aircraft, and may elements of T2 may be incorporated within e. Successful Test. The FSB members
demand that training, checking, and/or the T3 test to verify that an advanced decide T2 test outcome consistent with
currency requirements up to but not simulator or aircraft training is not needed to previously agreed upon criteria. Acceptable
exceeding level D are applied. address handling qualities. pilot performance in completion of
b. Test Subjects. Test subjects are Note: If T2 is conducted on an aircraft that designated maneuvers, without differences
designated FAA FSB members, trained, is expected to require a separate pilot type training, establishes that the candidate and
experienced, and current on the base aircraft rating with CTLC, credit will be validated by base aircraft are sufficiently alike in handling
with no differences training for the candidate using the T6 process. characteristics to permit assignment of level
aircraft. The applicant may provide b. Test Subjects. Test subjects are B, C, or D. The test process can then advance
proficiency training to the designated FSB designated FAA FSB members, who are to differences training and the T3 test.
members before testing begins. trained, experienced and current on the base f. Failure of Test. Failure of T2 means that
c. Test Process. The applicant initiates the aircraft with no differences training for the major handling differences exist during
test process when they propose that the candidate aircraft. Training to proficiency critical phases of flight or that numerous less
minimum training, checking, and currency may be provided to the designated FSB critical differences were identified that
requirements for the base and candidate members by the applicant before the start of warrant training in a full flight simulator or
aircraft are no greater than level B testing. aircraft. Accordingly, level E differences will
be assigned and the FAA will issue a separate and must be successfully completed before previously agreed upon criteria. A successful
pilot type rating. With a T2 failure, the next ‘‘initial’’ assignment of difference levels. In test validates that the proposed less
step in the testing process is T5, to validate developing and selecting scenarios for restrictive currency provisions are accepted
level E requirements and the proposed evaluation consider the following: as a means of compliance with applicable
training course. Failure of the T2 does not (a) Likelihood of occurrence; rules, provisions of this AC, and/or currency
necessarily mean that the base and candidate (b) Possible consequences; and provisions and provide an equivalent level of
aircraft do not share a high degree of system (c) The timeliness of pilot discovery and safety.
and/or handling commonality. The applicant correction. e. Failure of Test. Failure indicates that the
may elect to use the data collected during the d. Successful Test. The FSB members proposed less restrictive currency
T2 process to justify approval of a shortened decide the outcome of the T3 consistent with requirements do not provide an equivalent
pilot type rating course for pilots that are previously agreed upon criteria and level of safety. At the discretion of the FSB,
trained on the base aircraft and are completion of LOF with appropriate pilot retesting may be appropriate.
transitioning to the candidate. performance. Passing T3 leads to setting
respective difference levels and validates 7. Initial or Transition Training/Checking
5. System Differences Test and Validation of differences training and checking at level B, Program Validation—Test 5 (T5)
Training and Checking—Test 3 (T3) C, or D between related aircraft. a. Test Purpose. T5 test validates the
a. Test Purpose. Test 3 is used to evaluate e. Failure of Test. Failure of T3 occurs with applicant’s training course(s) at level E (new
the proposed differences training, checking, either failure of the check, agreed criteria, or pilot type rating). It is appropriate when:
and training devices at levels B, C, or D. unsatisfactory performance during the LOF (1) A full initial or transition training/
b. Test Subjects. Test subjects are portion of the test. In certain failure cases, T3 checking program requires validation;
designated FAA FSB members, trained, can lead to assignment of level E and a (2) An applicant seeks training credits
experienced, and current on the base aircraft separate pilot type rating. The following are between two aircraft with different pilot type
with no differences training for the candidate examples that may lead to the assignment of ratings (a typical goal under shortened
aircraft. Training to proficiency may be level E differences: training programs); or
provided to the designated FSB members by (1) T3 experience or difficulties that show (3) T2 or T3 are failed.
the applicant before the start of testing. the need for assignment of training levels b. Test Subjects. Designated FAA FSB
c. Test Process. T3 is a system differences approaching typical initial/transition levels. members.
test and a validation of training and (2) T3 pilot performance that indicates that c. Test Process. There are two methods to
checking. It is used when the equivalent devices or methods associated with level D accomplish the T5 test process:
handling test (T2) is successfully completed are not adequate to achieve training or (1) Full Initial or Transition Training/
or when T2 is being incorporated as part of checking objectives. Checking Program Validation. This method
(3) Repeated failures of attempts to pass T3 is used when an applicant has developed an
T3. T3 is administered in two phases
test at level D training differences. In the case aircraft and seeks a new pilot type rating
following differences training of a pilot in the
of retesting, new subjects may be required at without any credit for commonality with any
candidate aircraft.
the discretion of the FSB Chairman. related aircraft. The applicant develops a
(1) First Phase. The successful completion
of a pilot certification flight check to assess Note: Repeated failure of test at level D training program to qualify and check pilots
pilot knowledge, skills, and abilities differences by one or more subject’s (pilot) in the candidate aircraft at level E
pertinent to operation of the aircraft being inadequate performance, that is not an differences. Subjects are trained, given flight
tested. If a full check is proposed, the tests individual subject’s failure due to sub-par or proficiency checks and complete LOF in a
are similar to those used for T1 as described atypical personal performance as determined process similar to that described in paragraph
in paragraph 2 above. If a partial check is by the FSB, may lead to assignment of level 5.
E differences. (2) Shortened Transition Training/
used, the process is similar, but the FSB
determines the test items based on the Checking Program Validation. This method
6. Currency Validation—Test 4 (T4) is used when an applicant has developed an
applicant‘s proposals. The first phase will
include either a proficiency check as defined a. Test Purpose. The T4 test is a currency aircraft and seeks a new pilot type rating and
by 14 CFR, partial proficiency check, or test that can be used when an applicant seeks credit for commonality with related aircraft.
individual aircraft system operation check relief from existing FSB currency The applicant conducts a handling-qualities
requirements. In the context of this AC, evaluation based on the applicant’s proposed
administered to pilots in the simulator or
currency addresses system procedural and ODR tables (similar to T2), followed by
candidate aircraft. The check is administered
maneuver differences between related training and checking program validation
assuming currency in the base aircraft and
aircraft. T4 does not include takeoff and (similar to T3). Subjects are trained, given
completion of the proposed training in the
landing recency of experience. flight proficiency checks and complete LOF
candidate aircraft. b. Test Subjects. Designated FAA FSB
(2) Second Phase. Line oriented flying in a process similar to that described in
members. paragraph 5.
(LOF) following completion of the flight c. Test Process. If an applicant desires a
check. The LOF phase of the test is used to Note: When an aircraft is assigned level E
change in the currency requirements, a T4
validate the training and checking being differences because of a failure of T3 test at
test may be conducted. This test may be done
proposed, fully assess particular difference before or after the aircraft enters into service. level D differences, credit for successfully
areas, examine implications of mixed fleet In the event the test cannot be done before passing individual elements of the T3 test
flying, assess special circumstances such as entry into service, the FSB established limits may be used as justification for not
minimum equipment list (MEL) effects, and apply. Criteria that may be used by the FSB duplicating those elements in the T5 test.
identify the effects of pilot errors potentially to set level B, C, D differences for currency d. Successful Test. The FSB members
related to the differences. The test is done in for initial FSB determinations include the decide the T5 outcome consistent with
a real line flight environment that includes following examples: previously agreed upon criteria. A successful
typical weather, routes, airports, air traffic (1) Complex flight critical systems affecting outcome of T5 validates the proposed
control (ATC), and other factors that are control or navigation. training and checking programs.
characteristic of those in which that aircraft (2) Critical nonnormal maneuvers differing e. Failure of Test. Failing T5 indicates the
will be operated. LOF tests may be conducted between related aircraft (e.g., V1 engine proposed training or checking programs
in test aircraft, simulators, or with a failure, emergency descent, etc.), requiring require modification. A retest by mutual
combination of these in conjunction with one acceptable demonstration/training or agreement between the FSB and applicant
function and reliability certification tests. checking event (typically 6 months but would normally be required.
The LOF portion of the test may be used to demonstration period may also vary by pilot
evaluate complex issues or issues that cannot position). 8. Common Takeoff and Landing Credit
be fully detailed in a brief flight check since (3) Secondary systems (e.g., Oxygen or (CTLC)—Test 6 (T6)
a check only samples pilot knowledge and auxiliary power unit (APU)). a. Test Purpose. The applicant uses T6
skills in a limited and highly structured d. Successful Test. The FSB members when they seek credit between related
environment. LOF is an integral part of T3 decide the outcome of T4 consistent with aircraft toward the takeoff and landing
recency of experience requirements of the then placed in the candidate aircraft, without (3) Takeoff and landing crosswinds.
applicable 14 CFR parts. any training in it, and perform a minimum d. Successful Test. The FSB members
b. Test Subjects. The test should consist of of three takeoffs and landings without use of decide the outcome of T6 consistent the FAA
a sufficient number of pilots not trained or the autopilot. It may not be practical to Practical Test Standards (PTS) demonstrating
qualified in the candidate aircraft. These conduct some tests in an aircraft. A simulator that an equivalent level of safety can be
subjects will be drawn from the may be used to conduct these tests. Test maintained when full or partial credit for
manufacturer, industry and the FAA that the subjects should be evaluated on their ability takeoffs and landings is given between the
FSB determines will represent a statistically to fly the aircraft manually through takeoff, related aircraft.
relevant cross-section of operational pilots. initial climb, and approach and landing e. Failure of Test. The test subjects’
The participants’ experience levels, pilot (including the establishment of final landing performance relative to the FAA PTS
type ratings and airplane currency should configuration). The applicant should demonstrates an equivalent level of safety
reflect the proficiency difference levels consider the effects on the takeoff and cannot be maintained when either full or
needed to validate testing assumptions. landing maneuvers for the following factors partial credit for takeoffs and landings is
c. Test Process. Test subjects are first when designing the T6 test: given between the related aircraft.
provided refresher training in the base (1) Aircraft weights. [FR Doc. 07–4116 Filed 8–27–07; 8:45 am]
aircraft to establish a baseline of proficiency, (2) Aircraft center of gravity. BILLING CODE 4910–13–C

Notice: Advisory Circulars Availability, Etc.: Transport Category Aircraft&#8212 Crew Qualifications and Pilot Type Rating Requirements

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Notice: Advisory Circulars Availability, Etc.: Transport Category Aircraft&#8212 Crew Qualifications and Pilot Type Rating Requirements

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Tuesday,

August 28, 2007

Proposed Advisory Circular No. 120–53A,

identified. This is appropriate to pilot who is receiving the additional

FIGURE 2.—DIFFERENCE LEVEL TABLE

FIGURE 5.—TEST DEFINITIONS

T1 ............................... Establishes functional equivalence ...................................... Sets levels A/B.

BILLING CODE 4910–13–P

FIGURE 7.—STANDARD METHOD, DEVICES, AND SIMULATORS

A ................................ Self instruction ..................................... Bulletins, Manual revisions, Handout

b. Test Subjects report. task evaluation of systems or components,

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