[Federal Register Volume 76, Number 98 (Friday, May 20, 2011)]
[Proposed Rules]
[Pages 29336-29526]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-10554]



[[Page 29335]]

Vol. 76

Friday,

No. 98

May 20, 2011

Part II





Department of Transportation





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Federal Aviation Administration



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14 CFR Parts 65, 119, 121 et al.



Qualification, Service, and Use of Crewmembers and Aircraft 
Dispatchers; Proposed Rule

  Federal Register / Vol. 76 , No. 98 / Friday, May 20, 2011 / Proposed 
Rules  

[[Page 29336]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 65, 119, 121, 135, 142

[Docket No. FAA-2008-0677; Notice No. 08-07A]
RIN 2120-AJ00


Qualification, Service, and Use of Crewmembers and Aircraft 
Dispatchers

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (SNPRM).

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SUMMARY: On January 12, 2009, the FAA published a notice of proposed 
rulemaking on qualification, service, and use of crewmembers and 
aircraft dispatchers. Because of the complexity of the issues and the 
concerns raised by commenters, the FAA is issuing this supplemental 
notice of proposed rulemaking. The FAA proposes to amend the 
regulations for crewmember and aircraft dispatcher training programs in 
domestic, flag, and supplemental operations. The proposed regulations 
enhance traditional training programs by requiring the use of flight 
simulation training devices for flightcrew members and including 
additional training and evaluation requirements for all crewmembers and 
aircraft dispatchers in areas that are critical to safety. The proposal 
also reorganizes and revises the qualification, training, and 
evaluation requirements. The proposed changes are intended to 
contribute significantly to reducing aviation accidents.

DATES: Send your comments on or before July 19, 2011.

ADDRESSES: You may send comments identified by Docket Number FAA-2008-
0677 using any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov and follow the online instructions for sending your 
comments electronically.
     Mail: Send comments to Docket Operations, M-30; U.S. 
Department of Transportation, 1200 New Jersey Avenue, SE., Room W12-
140, West Building Ground Floor, Washington, DC 20590-0001.
     Hand Delivery or Courier: Take comments to Docket 
Operations in Room W12-140 of the West Building Ground Floor at 1200 
New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at 202-493-2251.

    For more information on the rulemaking process, see the 
SUPPLEMENTARY INFORMATION section of this document.
    Privacy: We will post all comments we receive, without change, to 
http://www.regulations.gov, including any personal information you 
provide. Using the search function of the docket Web site, anyone can 
find and read the electronic form of all comments received into any of 
our dockets, including the name of the individual sending the comment 
(or signing the comment for an association, business, labor union, 
etc.). You may review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78) or you 
may visit http://DocketsInfo.dot.gov.
    Docket: To read background documents or comments received, go to 
http://www.regulations.gov at any time and follow the online 
instructions for accessing the docket or Docket Operations in Room W12-
140 of the West Building Ground Floor at 1200 New Jersey Avenue, SE., 
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays.

FOR FURTHER INFORMATION CONTACT: For flightcrew member information 
contact James K. Sheppard, e-mail: [email protected]; for flight 
attendant information contact Nancy Lauck Claussen, e-mail: 
[email protected]; and for aircraft dispatcher information 
contact Leo D. Hollis, e-mail: [email protected]; Air Transportation 
Division (AFS-200), Flight Standards Service, Federal Aviation 
Administration, 800 Independence Avenue, SW., Washington, DC 20591; 
telephone (202) 267-8166. For legal questions, contact Anne Bechdolt, 
Office of Chief Counsel (AGC-200), Federal Aviation Administration, 800 
Independence Avenue, SW., Washington, DC 20591; e-mail: 
[email protected]; telephone 202-267-3073.

SUPPLEMENTARY INFORMATION: Later in this preamble under the Additional 
Information section, we discuss how you can comment on this proposal 
and how we will handle your comments. Included in this discussion is 
related information about the docket, privacy, and the handling of 
proprietary or confidential business information. We also discuss how 
you can get a copy of this proposal and related rulemaking documents.

Authority for This Rulemaking

    The FAA's authority to issue rules on aviation safety is found in 
Title 49 of the United States Code. This rulemaking is promulgated 
under the authority described in 49 U.S.C. 44701(a)(5), which requires 
the Administrator to promulgate regulations and minimum standards for 
other practices, methods, and procedures necessary for safety in air 
commerce and national security. In addition, the Airline Safety and 
Federal Aviation Administration Extension Act of 2010 (Pub. L. 111-216) 
specifically directed the FAA to issue a final rule with respect to the 
Notice of Proposed Rulemaking published in the Federal Register on 
January 12, 2009 (74 FR 1280).

Table of Contents

I. Executive Summary
II. Background
    A. Summary of Notice of Proposed Rulemaking (NPRM)
    B. Summary of Comments
    C. Need for Supplemental Notice of Proposed Rulemaking (SNPRM)
    D. General Overview of SNPRM
    E. Basis for the Rulemaking
    F. Impact of SNPRM on AQP Operators
    G. Transition From Current Training Program Requirements 
(Sec. Sec.  121.1202 and 121.1402)
III. Discussion of Significant Issues in SNPRM
    A. Flightcrew Member Job Performance Training (Appendices Q and 
R)
    1. Job Performance Task Requirements and Definitions
    2. Pilot Monitoring Requirements (Sec.  121.1213)
    3. Frequency of Training and Evaluation for Recurrent Tasks
    4. Proposed Baseline and Minimum Programmed Hours (Sec.  
121.1335)
    5. Flight Simulation Training Device (FSTD) Requirements 
(Including Level of FSTD) (Sec.  121.1345, Table 3B of the Pilot and 
Flight Engineer QPS)
    B. Reduction in Programmed Hours and Modification of Training 
Program Based on Operation of Related Aircraft
    C. Require Certificated Aircraft Dispatchers for Supplemental 
Operations
    D. Establish Deviation Authority To Allow Contract Aircraft 
Dispatcher Services (Sec.  121.1411)
    E. Clarify Training Requirements for Other Operations Personnel 
(Sec.  121.1475)
    F. Requalification Requirements for Crewmembers and Aircraft 
Dispatchers
    1. Flightcrew Member Requalification (Sec.  121.1239)
    2. Flight Attendant Requalification (Sec.  121.1309)
    3. Aircraft Dispatcher Requalification (Sec.  121.1419)
IV. General Issues for Crewmembers and Aircraft Dispatchers
    A. Training Program: Approval and Amendment Process (Sec. Sec.  
121.1337 and 121.1437)
    B. Crewmember and Aircraft Dispatcher Manuals and Manual 
Procedures (Sec. Sec.  121.133, 121.134, 121.135, and 121.540)

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    C. Distance Learning
    D. Training Program: General--Crewmember Records (Sec. Sec.  
121.1331 and 121.1431)
    E. Training Program: Curriculum by Aircraft Type and Curriculum 
By Aircraft Type and Operation (Sec. Sec.  121.1333 and 121.1433)
    F. Training Program: Administering Training and Evaluation 
(Sec. Sec.  121.1341 and 121.1439)
    G. Continuous Analysis Process (CAP) (Sec. Sec.  121.1355 and 
121.1441)
    H. Fraud, Falsification, or Incorrect Statements (Sec.  121.9)
    I. English Language Requirement (Sec. Sec.  121.1209 and 
121.1407)
    J. Crewmember and Dispatcher Record (Sec. Sec.  121.683 and 
121.684)
    K. Management and Technical Personnel Required for Operations 
Conducted Under Part 121 of This Chapter (Sec.  119.65)
    L. Applicability (Sec. Sec.  121.1201 and 121.1401)
    M. Training Program: Contract Training Requirements (Sec.  
121.1339)
    N. Curriculum Category Requirements: Check Pilot, Check Flight 
Engineer, or Check Flight Attendant Initial, Transition, and 
Recurrent Academic Training (Sec.  121.1381)
    O. Training Program: Academic Evaluation (Sec.  121.1343)
    P. Training Program: Training Equipment Other Than Flight 
Simulation Training Devices (Sec.  121.1351)
    Q. Curriculum Category Requirements: Crewmember New Hire (Sec.  
121.1363)
    R. Initial Cadre for Crewmembers and Aircraft Dispatchers 
(Sec. Sec.  121.1257, 121.1323, and 121.1425)
    1. Check Airman Initial Cadre (Sec.  121.1257)
    2. Check Flight Attendant Initial Cadre (Sec.  121.1323)
    3. Check Dispatcher Initial Cadre (Sec.  121.1425)
V. Other Issues by Specialty
    A. Flightcrew Member
    B. Flight Attendant
    C. Aircraft Dispatcher
VI. Impact Statements

I. Executive Summary

    On January 12, 2009, the FAA published an NPRM addressing 
qualification, service, and use of crewmembers and aircraft dispatchers 
as part of the Administrator's Call to Action and FAA's continuing 
efforts to reduce fatal accidents in which human error was a major 
contributing cause. The proposed changes focused on reducing human 
error and improving performance among flightcrew members, flight 
attendants, and aircraft dispatchers.
    The NPRM proposed regulations to enhance traditional training 
programs by requiring the use of Flight Simulation Training Devices 
(FSTD) for flightcrew members and including additional training and 
evaluation requirements for all crewmembers and aircraft dispatchers in 
areas that are critical to safety. These areas included:
     Ensuring that flightcrew members are trained and evaluated 
in a complete flight crew environment;
     Requiring special hazard training for flightcrew members 
that addresses loss of control and controlled flight into terrain 
(CFIT); and
     Requiring additional training and practice in the use of 
crew resource management (CRM) skills.
    Further, flight attendants would be required to complete ``hands-
on'' performance drills using emergency equipment and procedures every 
12 months, training and experience requirements for check dispatchers 
and dispatcher instructors would be standardized and all certificate 
holders would be required to develop a continuous analysis process 
(CAP) to identify and correct deficiencies in their training programs.
    The FAA received approximately 150 comments in response to the NPRM 
(with approximately 3,000 pages of detailed comments). Many commenters 
asserted that the FAA understated the impact of the NPRM on air 
carriers conducting training under an approved Advanced Qualification 
Program (AQP) and underestimated the number of FSTD periods required to 
meet flightcrew member training and evaluation requirements.
    In response to these comments, the FAA developed a report to 
validate FAA cost estimates in the NPRM and SNPRM regarding: (1) The 
number of simulator sessions, hours, and tasks required to accomplish 
proposed flightcrew member training and evaluation requirements for 
both AQP and non-AQP air carriers; and (2) the minimal impact of the 
proposed rule on carriers training under an AQP in accordance with the 
provisions in part 121, subpart Y.\1\
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    \1\ ``Flightcrew Member Training and Qualification Review and 
Analysis Technical Report,'' April 5, 2010 (FAA Technical Report).
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    Building on the foundation set in the NPRM and review of the 
comments submitted, the FAA is issuing this SNPRM to address several 
key issues that were not addressed in the NPRM and to clarify several 
other issues raised in the comments. These issues include:
     Allowing modification of training program requirements for 
flightcrew members based on an air carrier's operation of aircraft with 
similar flight handling characteristics;
     Requiring certificated aircraft dispatchers for 
certificate holders conducting supplemental operations;
     Establishing deviation authority to allow contract 
aircraft dispatchers; and
     Establishing training requirements for other operations 
personnel (e.g., ground operations and management personnel).
    In addition, the Airline Safety and Federal Aviation Administration 
Extension Act of 2010 (Act) was enacted on August 1, 2010. See Public 
Law 111-216, Sec. Sec.  208, 209. Under the Act, Congress has directed 
the FAA to conduct rulemaking to ensure that all flightcrew members 
receive ground (academic) training and flight (job performance) 
training in the recognition and avoidance of stalls, and recovery from 
stall, and recognition and avoidance of upset of an aircraft, as well 
as the proper techniques to recover from upset. The Act also requires 
the development of remedial training programs for flightcrew members 
who have demonstrated performance deficiencies or experienced failures 
in the training environment.
    This SNPRM integrates these new requirements with the original NPRM 
and lays out a process by which significant safety benefits can be 
achieved. This SNPRM does this through a focus on the requirements of 
the Act, an effort to address or partially address 28 NTSB 
recommendations, and adjustments to the original NPRM based upon public 
comment.
    The result is a vision for enhanced certificate holder training 
that builds on the strengths in the current regulations and guidance 
and defines a path for making that training more effective. The key 
features of the SNPRM include:
     Enhancing training programs by requiring the use of flight 
simulation training devices (FSTD) for flight crewmembers;
     Addressing National Transportation Safety Board (NTSB) 
recommendations regarding crewmember training;
     Realigning the recurrent training and evaluation interval 
to 9 months for both pilots in command (PICs) and second in command 
(SICs) that results in an equivalent level of training for both. SICs 
would now receive twice the amount of FSTD time over a 36 month 
training cycle as they receive today;
     Focusing on the value of training and evaluation in a 
complete flightcrew environment through this realignment, which would 
increase the likelihood that PICs and SICs who need recurrent training 
would train together;
     Providing a clear definition of the tasks required to 
train and evaluate pilots in part 121 operations during the 36-month 
recurrent training cycle while maintaining flexibility for the 
certificate holder;

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     Clarifying the minimal impact on certificate holders 
training under an Advanced Qualification Program (AQP).
    The FAA estimated cost of this proposed rule over the 10-year 
analysis interval is $391.9 million, $199.1 million at a seven percent 
present value, and $290.3 million at a three percent present value. The 
estimated potential quantified safety benefits over the 10-year 
analysis interval is $445.1 million, $222.9 million at a seven percent 
present value, and $327.5 million at a three percent present value.
    The following table shows the benefit and cost results.
    [GRAPHIC] [TIFF OMITTED] TP20MY11.000
    
    In addition, the following tables show a comparison of crewmember 
and aircraft dispatcher training hours.

  Comparison of Current and Proposed Recurrent Job Performance Training Hours for PICs and SICs Over a 36-Month
                                                 Training Cycle
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                                                     Current rule                            SNPRM
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                                            PIC (hours)       SIC (hours)        PIC (hours)       SIC (hours)
----------------------------------------------------------------------------------------------------------------
6 months...............................                 4                 4                  6                 6
12 months..............................                 4                ''
18 months..............................                 4                 4                  6                 6
24 months..............................                 4                ''                  6                 6
30 months..............................                 4                 4                  6                 6
36 months..............................                 4                ''   ................  ................
                                                       24                12                 24                24
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                                                                                                [GRAPHIC] [TIFF OMITTED] TP20MY11.001
                                                                                                

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II. Background

A. Summary of Notice of Proposed Rulemaking (NPRM)

    On January 12, 2009, the FAA published an NPRM (74 FR 1280), 
proposing to amend the regulations for crewmember and aircraft 
dispatcher training programs in domestic, flag, and supplemental 
operations. The primary purpose of the NPRM was to establish new 
requirements for traditional air carrier training programs to ensure 
that safety-critical training and evaluation is provided. The secondary 
purpose of the NPRM was to reorganize, simplify and recodify all rule 
language relating to crewmember and aircraft dispatcher qualification 
and training requirements in subparts N, O, and P of part 121, into 
subparts BB and CC of part 121. The proposed changes sought to make a 
significant contribution to the FAA's accident reduction goal by 
improving performance and reducing human error among flightcrew 
members, flight attendants, and aircraft dispatchers. These changes 
included:
     Training and evaluating flightcrew members in a complete 
flight crew environment;
     Requiring Line Oriented Flight Training (LOFT) to be 
administered to flightcrew members in a full flight simulator (FFS) 
during recurrent training;
     Requiring the use of qualified FSTD for training and 
evaluating flightcrew members;
     Requiring special hazard training for flightcrew members, 
such as loss of control and CFIT; and
     Requiring additional training and practice in the use of 
CRM skills;
     Requiring flight attendants to complete ``hands on'' 
performance drills every 12 months using emergency equipment and 
procedures;
     Requiring trained and qualified flight attendant ground 
instructors and evaluators;
     Standardizing the training and experience requirements for 
check dispatchers and dispatcher instructors;
     Implementing supervised operating experience (SOE) 
requirements for aircraft dispatchers;
     Establishing requalification training and evaluation for 
crewmembers and aircraft dispatchers;
     Requiring a CAP for certificate holders.
    In addition to these requirements, the FAA also proposed to 
reformat existing subparts N, O, and P, into subparts BB and CC. 
Subpart BB addresses the qualification standards and training and 
evaluation requirements for flightcrew members and flight attendants 
currently in subparts N, O, and P, as well as appendices E, F, and H. 
Subpart CC addresses the qualification standards and training and 
evaluation requirements for aircraft dispatchers and other operations 
personnel currently in subparts N and P. The FAA also proposed to 
establish four Qualification Performance Standards (QPS) Appendices: 
Pilots, appendix Q; Flight Engineers, appendix R; Flight Attendants, 
appendix S; and Aircraft Dispatchers, appendix T. These appendices 
contained the minimum training and evaluation standards as well as 
procedures for crewmembers and aircraft dispatchers to become qualified 
and maintain qualification. In each QPS appendix, the material was 
separated into two sections: ``QPS Requirements,'' which were 
regulatory and in addition to the requirements in part 121, and ``QPS 
Information,'' which contained advisory material and explained methods 
of compliance with the regulatory requirements of subparts BB and CC, 
as well as the QPS requirements sections.
    As proposed in the NPRM, each training program curriculum would 
consist of categories of training (referred to as curriculum categories 
in the SNPRM) related to the individual's level of qualification 
experience. These categories of training addressed first time 
qualification for a certificate holder, first time qualification in 
type, configuration differences within type or series, maintaining and 
regaining qualification, and changes in operation. These categories of 
training included new hire, initial, transition, conversion (full and 
core), upgrade (full and core), emergency, differences, recurrent, 
requalification, and special. For these curriculum categories, the NPRM 
established minimum programmed hours and specific task requirements for 
both academic and job performance training and evaluation. Academic 
training and evaluation, commonly referred to as ground training, 
provides students with the required knowledge and cognitive skills 
necessary to perform the tasks required for the crewmember duty 
position or training or evaluation duty position. This training may be 
completed in either a classroom setting or through distance 
learning.\2\ Job performance training and evaluation provides students 
with the practical, hands-on experience of integrating knowledge and 
skills and learning the related motor skills necessary to perform the 
job. The FAA also proposed revising manual requirements and requiring 
separate approvals of the flightcrew member, flight attendant, and 
aircraft dispatcher operating manuals.
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    \2\ The FAA has defined distance learning in FAA guidance as 
``learning that is accomplished by any training method not including 
an instructor and a gathering of trainees collocated in a 
traditional classroom''.
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    The comment period for the NPRM was originally scheduled to close 
on May 12, 2009. In response to requests, the FAA issued a notice (74 
FR 17910, April 20, 2009) extending the comment period until August 10, 
2009.

B. Summary of Comments

    The FAA received approximately 150 comments in response to the NPRM 
(with approximately 3,000 pages of detailed comments). The issues 
raised by commenters are discussed in more detail later in this 
document under the heading ``Discussion of Significant Issues.'' 
Commenters included industry organizations, unions, individual 
airlines, aircraft manufacturers, the NTSB, and individual members of 
the public. Many commenters, including Air Transport Association of 
America (ATA), Regional Airline Association (RAA), and individual 
airlines, raised the following general concerns with the NPRM:
     The FAA understated the impact of the NPRM on air carriers 
conducting training under an approved AQP.
     The FAA underestimated the number of FSTD periods required 
to meet flightcrew member training and evaluation requirements.
     The FAA did not adequately consider the impact of 
requiring a full crew for flightcrew member training and evaluation.
    Several unions representing pilots and flight attendants, and a 
professional organization representing dispatchers, generally supported 
most of the NPRM, although all submitted specific recommendations for 
change or clarification.
    In addition, the NTSB generally supported the NPRM. In its 
comments, the NTSB listed 13 open safety recommendations related to 
crewmember training and included an explanation of whether the NPRM 
addressed each of them.\3\
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    \3\ NTSB recommendations A-95-124, A-96-120, A-07-44, A-08-16, 
and A-08-17 also include operations conducted under part 135 or 
operations conducted under part 91, subpart K. Although the NPRM and 
SNPRM address NTSB recommendations for part 121 operators, the NPRM 
and SNPRM would not address these recommendations for part 135 
operations or part 91, subpart K operations.

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C. Need for Supplemental Notice of Proposed Rulemaking (SNPRM)

    Upon review of the comments, the FAA identified the following major 
issues that were not adequately addressed in the NPRM: the impact of 
the proposed rule on air carriers conducting training under an approved 
AQP; modification of training program requirements for flightcrew 
members based on an air carrier's operation of aircraft with similar 
flight handling characteristics; certificated aircraft dispatchers for 
certificate holders conducting supplemental operations; deviation 
authority to allow contract aircraft dispatchers; and training 
requirements for other operations personnel. Furthermore, the FAA 
determined that additional data and clarification was necessary 
regarding the development of the minimum programmed hours for 
curriculum categories and flightcrew member job performance task 
requirements for the initial and recurrent curriculum categories', the 
proposed frequency for conducting training; the level of FSTD required 
to meet the proposed training program requirements', and the interim 
requirements for air carriers transitioning from the requirements of 
subparts N, O, and P to the requirements of subparts BB and CC.
    In addition, the Airline Safety and Federal Aviation Administration 
Extension Act of 2010 was enacted on August 1, 2010. See Public Law 
111-216, Sec. Sec.  208, 209. Under this Act, Congress has mandated 
that the FAA issue a final rule with respect to this proposal within 14 
months after the date of the enactment of the Act. Congress also has 
required the FAA to conduct rulemaking to ensure that all flightcrew 
members receive ground training and flight training in the recognition 
and avoidance of stalls, and recovery from stall, and recognition and 
avoidance of upset of an aircraft, as well as the proper techniques to 
recover from upset. The Act also prescribes the development of remedial 
training programs for flightcrew members who have demonstrated 
performance deficiencies or experienced failures in the training 
environment. The FAA has included these requirements in the SNPRM. The 
FAA is providing the public an opportunity to comment on these 
additional requirements, as well as other changes from the NPRM.
    Because of the substantive changes and reorganization of the NPRM, 
the FAA is publishing the rulemaking proposal in its entirety in this 
SNPRM. These changes are discussed below. To facilitate review, the FAA 
has provided a distribution and derivation table in the docket, listing 
the current rule requirements, the sections as proposed in the NPRM, 
and where those requirements appear in the SNPRM.

D. General Overview of SNPRM

    This section provides a summary of the SNPRM and offers further 
explanation for the need for the proposed safety improvements. It also 
clarifies the impact of the proposal on air carriers conducting 
training under an approved AQP, as well as the interim requirements for 
operators transitioning from the training program requirements of 
existing subparts N, O and P to subparts BB and CC.
    The FAA has retained the structure of the rule as proposed in the 
NPRM, with minor changes. Each air carrier that currently trains under 
the requirements of subparts N, O, and P rather than through an 
approved AQP would be required to have an approved training program 
that meets the standards set forth in subparts BB and CC. As discussed 
later in this document, based on the FAA's analysis of six existing AQP 
carriers, on average, an AQP carrier may expect to add 5-6 flightcrew 
member training or evaluation tasks to its curriculum, assuming the 
carrier has not obtained approval of alternative means of compliance 
for the proposed tasks in subpart BB that are not currently addressed. 
The requirements for qualification, service and use of pilots, flight 
engineers, and flight attendants (including the training program 
requirements for each population) are set forth in subpart BB and 
appendices Q, R, and S. The requirements for the qualification, 
service, and use of aircraft dispatchers (including the training 
program requirements) and the training requirements for other 
operations personnel, are set forth in subpart CC and appendix T. The 
training program must include the task requirements that pertain to 
each certificate holder's particular operations for academic and job 
performance training and evaluation for the following curriculum 
categories: new hire, initial, transition, conversion, upgrade, 
emergency, differences, recurrent, requalification, and special. The 
task requirements for each air carrier would vary depending on the air 
carrier's particular operations. The academic and job performance 
training and evaluation tasks for these curriculum categories are set 
forth in the QPS appendix specific to each population. In addition to 
the curriculum categories, each training program must also include the 
personnel, facilities, equipment, and other resources used to meet the 
training requirements, as further outlined in subparts BB and CC.
    In the SNPRM, the FAA made one significant format change regarding 
the QPS appendices. Several commenters stated that including guidance 
information with the regulatory requirements made it difficult to 
determine which provisions in the appendices were required. To 
eliminate this confusion, the FAA has removed all of the non-regulatory 
informational sections from the QPS appendices and placed this guidance 
material in the following draft advisory circulars (ACs): Aircraft 
Dispatcher Training and Evaluation, Flight Attendant Training and 
Evaluation, and Flightcrew Member Training and Evaluation. In addition, 
the FAA also revised AC 120-53A, Guidance for Conducting and Use of 
Flight Standardization Board Evaluations, to address the new process 
set forth in the SNPRM for certificate holders seeking modification of 
their training programs based on operation of aircraft with similar 
flight handling characteristics, or as otherwise referred to in the 
SNPRM, related aircraft. These draft ACs are available for review in 
the docket.

E. Basis for the Rulemaking

    The safety need for this rulemaking is based on a review of 
accidents involving U.S. certificate holders required to train under 
part 121, NTSB recommendations regarding training requirements, and the 
resulting need to codify existing recommended practices contained in 
FAA guidance material that represent current industry practices. The 
FAA received several comments regarding the basis for the NPRM and this 
section provides additional clarification.
    As discussed in the NPRM, the leading causes of fatal accidents for 
U.S. air carriers over the last 20 years have been loss of control and 
CFIT. Human error was also a major factor in many of the accidents 
during this time period. This was most recently evidenced in the Colgan 
Air crash that occurred on February 12, 2009, when the pilot lost 
control of the aircraft after failing to follow appropriate procedures, 
resulting in the death of 45 passengers, two flight attendants, both 
pilots, and an individual on the ground. This rulemaking is necessary 
to address the training inadequacies the FAA identified in its accident 
analysis, as well as the multiple NTSB recommendations resulting from 
these accidents.
    In the NPRM, the FAA identified 169 accidents that occurred from 
1985 to 2004 that could have been mitigated if

[[Page 29341]]

the proposed enhanced training requirements had been in effect at the 
time of those accidents. Several commenters raised questions regarding 
whether this accident analysis included air carriers training under an 
approved AQP or accidents that had already been accounted for by other 
rulemaking actions. As a result of these comments, the FAA conducted a 
new accident analysis for the SNPRM. In this analysis, the FAA 
identified 178 accidents that occurred between 1988 and 2009 that were 
the result of inadequate training, incomplete operating manuals, and 
inadequate training standards and operating procedures. These accidents 
resulted in 492 fatalities, 196 serious injuries, and 615 minor 
injuries. This accident analysis does not include accidents by 
operators training under an approved AQP, or any accident that occurred 
while an air carrier was operating under the requirements of part 135. 
A detailed description of this analysis, and how it was conducted, is 
provided in section III.B.2 of the regulatory evaluation that is 
available for review in the docket.
    The NTSB investigation reports of these accidents revealed, among 
other issues, the following areas of training inadequacies: Recovery 
from stall, active pilot monitoring skills, effective CRM, CFIT, 
operations in icing conditions, contaminated runways, upset recovery 
and recognition, and special hazards training. The NTSB often noted 
that these issues were compounded further by incomplete manuals and 
inadequate standards and operating procedures. These accidents resulted 
in the NTSB issuing several recommendations for training program 
requirements. The changes proposed in the NPRM and SNPRM incorporate 
the applicable sections relevant to training from the following NTSB 
recommendations:
     Crewmember Resource Management (CRM) training 
(Recommendations A-88-71 and A-94-96);
     Flight attendant training (Recommendations A-92-67, A-92-
70, A-92-71, A-92-74, and A-92-77);
     Traffic Collision and Avoidance System Resolution Advisory 
(TCAS RA) training (Recommendation A-93-46);
     Use of simulators to conduct LOFT (Recommendations A-94-
191 through 194);
     Training of flightcrews to respond to sudden, unusual or 
unexpected aircraft upsets (Recommendation A-96-120);
     Training of crewmembers to respond to in-flight fires 
(Recommendations A-01-83 through A-01-85);
     Aircraft pressurization on the ground while the ground air 
conditioning source is supplying conditioned (cooled or heated) air to 
the cabin (Recommendation A-07-96);
     Monitoring of exit availability on the ground after a 
significant event to help expedite and emergency evacuation 
(Recommendation A-09-26);
     Communication and coordination between Flight Crewmembers 
and Flight Attendants regarding emergency and unusual situations 
(Recommendation A-09-27);
     Pilot monitoring duties (Recommendation A-10-10);
     Requirements for flightcrew member academic training 
regarding leadership (Recommendations A-10-13, A-10-14, and A-10-15);
     Pilot recordkeeping requirements regarding training 
performance (Recommendations A-10-17 and A-10-18);
     Develop and implement procedures to establish airspeed 
reference (Recommendation A-10-21); and
     Develop and conduct stall recovery training and provide 
stick pusher familiarization training for pilots of stick-pusher 
equipped aircraft (Recommendations A-10-22 and A-10-23).
    In the SNPRM, the FAA has included several provisions to respond 
directly to these NTSB recommendations. For example, the FAA has 
required training on certain new tasks for flightcrew member and flight 
attendant job performance and academic training. In addition, the FAA 
has enhanced the CRM training requirements, including leadership and 
command training for flightcrew members and requiring CRM training in 
initial, upgrade, and recurrent for flightcrew members.
    In addition to addressing the problems revealed in the FAA's 
accident analysis and NTSB recommendations, this rulemaking is also 
necessary to codify existing guidance material now contained in FAA 
Order 8900.1 (Sept. 13, 2007).\4\ This Order is available for review at 
http://fsims.avs.faa.gov/fsims/fsims.nsf. This order contains the 
primary guidance for FAA inspectors conducting oversight of air 
carriers. In drafting the proposed requirements for the NPRM and SNPRM, 
especially with regard to the minimum programmed hour requirements for 
curriculum categories, the FAA reviewed the sections in the Order 
pertaining to training and proposed to codify some of these recommended 
practices for all air carriers.
---------------------------------------------------------------------------

    \4\ This guidance material was previously contained in FAA 
Orders 8400 and was consolidated into FAA Order 8900.1.
---------------------------------------------------------------------------

F. Impact of SNPRM on AQP Operators

    This rulemaking principally affects air carriers training in 
accordance with the provisions of current subparts N, O, and P. Rather 
than train under the standards in subparts N, O, and P, an air carrier 
may elect to train under an approved AQP established in accordance with 
the provisions in subpart Y of part 121. AQP is an alternative method 
for developing training and testing materials for pilots, flight 
attendants, and aircraft dispatchers based on instructional systems 
design, advanced simulation equipment, and comprehensive data analysis 
to continuously validate curriculums. The NPRM and the SNPRM contain a 
number of AQP-based requirements, such as crew-oriented, scenario-based 
training, and mandated use of FSTDs. As noted in the NPRM, however, the 
FAA believed that current AQP training programs already met the safety 
improvements that were proposed in the NPRM, and thus air carriers 
training under an approved AQP would not be affected by the proposed 
rule. For this reason, the FAA originally estimated that the proposed 
revisions to subpart N and O would have minimal to no impact on air 
carriers currently operating under an approved AQP curriculum.
    Upon review of the NPRM, some commenters suggested that the FAA 
require AQP for everyone, while others suggested that the proposed 
revisions to the training requirements would require significant 
revision to their approved AQP.
    Although the FAA considers AQP to be an effective voluntary 
alternative for compliance with minimum training and qualification 
requirements, the FAA does not believe that it is appropriate to 
require all air carriers to train under AQP. As stated in the AQP final 
rule, the FAA recognized, and continues to recognize, that AQP may not 
be appropriate for every certificate holder. The AQP is a voluntary 
program established to allow a greater degree of regulatory flexibility 
in the approval of innovative training programs. Based on a documented 
analysis of operational requirements, a certificate holder under AQP 
may propose to depart from the traditional practices with respect to 
what, how, when, and where training and testing is conducted. Detailed 
AQP documentation requirements, data collection, and analysis provide 
the FAA and the operator with the tools necessary to adequately monitor 
and

[[Page 29342]]

administer an AQP. See 70 FR 54810, 54811 (Sept. 16, 2005).
    The FAA recognizes that some air carriers may not wish to incur the 
costs associated with an AQP. Such costs include additional personnel 
and management infrastructure to develop and facilitate the required 
data collection, analysis and application required under AQP. 
Furthermore, some air carriers may prefer the structured requirements 
of a traditional program to the analytically-driven AQP training 
program. Other air carriers that use contract training facilities may 
not find AQP to be a suitable alternative to traditional training 
requirements. The FAA also acknowledges that to get the most benefit 
from AQP data collection, a stable work force and route structure is 
necessary. Therefore, for those air carriers that have a higher 
turnover in their pilot ranks or conduct supplemental operations where 
the routes may vary, AQP may not be appropriate. Accordingly, in the 
SNPRM, the FAA is not proposing to require all certificate holders to 
operate under the AQP requirements in subpart Y of part 121.
    To determine the impact of the proposed rule on operators training 
under an approved AQP, the FAA conducted an analysis of six air 
carriers that are representative of those currently operating under an 
approved AQP. See FAA Technical Report, Sec.III, p. 12, App. B. The 
purpose of the analysis was to identify where the existing AQP pilot 
flight training curriculums for the representative fleets and operators 
(a) complied with the NPRM requirement, (b) had AQP-approved 
alternatives in place, or (c) did not address the NPRM requirement. For 
this analysis, the FAA used the criteria presently employed for AQP 
approvals. In addition to examining AQP curriculum content against the 
NPRM, the average AQP planned hours for each of the target curriculums 
were compared to the time required to accomplish the current 
requirements under part 121 appendices E and F and the time required to 
accomplish the proposed requirements under the NPRM. The FAA then 
examined the six carriers' programs to determine the time differences 
between the current AQP curriculums and the tasks proposed in the NPRM 
that were not currently addressed in those curriculums. Although the 
FAA recognizes that AQP carriers may propose alternative means of 
compliance for those tasks, for the purposes of this analysis, the FAA 
did not make any assumptions regarding any alternative proposals for 
those NPRM tasks not currently addressed in existing AQPs. The average 
amount of time required for accomplishing this analysis for each air 
carrier was 30 hours per fleet. For the results of these analyses, see 
Table 6 in the FAA Technical Report. Tables for all six AQP carriers 
are included in appendix B of the FAA Technical Report and summarized 
in Table 8. The tables in appendix B and the excerpt in Table 7 show 
the tasks in the proposed rule that presently have no approved AQP 
alternative method of compliance.
    Based on the FAA's analysis of six existing AQP carriers, on 
average, an AQP carrier may expect to add 5-6 tasks to its curriculum, 
assuming the carrier has not obtained approval of alternative means of 
compliance for the proposed tasks in subpart BB that are not currently 
addressed. Based on an estimate that each task may take anywhere from 2 
to 10 minutes to complete, a certificate holder conducting training 
under an AQP may be required to add anywhere from 10-60 minutes of 
training to its current program. Some of the tasks that may be added by 
an individual certificate holder training under AQP may not require 
evaluation (e.g., during both initial and recurrent curriculum 
categories the task ``slow flight'' is incorporated for training but is 
not subject to evaluation,) and some of the added tasks are 
incorporated within an existing and over-arching task (e.g., ``use of 
airport diagrams'' or ``acquire appropriate clearance before crossing 
or entering active runways'' are already covered under the existing 
task of ``taxi'').
    The FAA maintains its position in the NPRM that any additional 
task(s) that may be required of certificate holders training under the 
AQP would have a minimal, if any, impact on the length of the 
certificate holder's current approved AQP.
    In the SNPRM, the FAA has added language in Sec.  121.1202(e) to 
clarify the impact of the proposal on certificate holders with an 
approved AQP or those certificate holders applying for approval of an 
AQP. Certificate holders who have an approved AQP curriculum under 
subpart Y or have applied for approval of a training program under 
subpart Y before the effective date of the final rule would be required 
to submit the Qualification Standards Document required for AQP under 
14 CFR 121.909(b)(4). In the SNPRM, proposed Sec.  121.1202(e) would 
require the certificate holder to indicate in the Qualification 
Standards Document the specific provisions of subparts BB and CC that 
would be replaced by the AQP curriculum. The certificate holder would 
be required to provide a justification and a continuing process 
approved by the FAA to show how the AQP curriculum would provide an 
equivalent level of safety for the requirements in subparts BB and CC. 
The certificate holder would be required to submit the Qualification 
Standards Document no later than 5 years after the effective date of 
the final rule.

G. Transition From Current Training Program Requirements (Sec. Sec.  
121.1202 and 121.1402)

    To help transition non-AQP air carriers from the current 
regulations to the revised requirements for qualification, service, and 
use of crewmembers and aircraft dispatchers, the FAA proposed in the 
NPRM to continue the current regulations under subparts N, O, and P, 
for 5 years after the effective date of the final rule. The effective 
date of the final rule is 120 days after publication in the Federal 
Register. Certificate holders who have an approved training program 
before the effective date of the final rule or have submitted a 
training program for approval before the effective date of the final 
rule may comply with existing regulations, subparts BB and CC, or both. 
The proposed rule permits simultaneous compliance to allow the 
certificate holder to continue using its approved programs while 
transitioning to the new requirements. The FAA has maintained these 
provisions in the SNPRM.
    On the date the current regulations expire, all certificate holders 
who are not conducting training under an approved AQP, and all 
crewmembers and aircraft dispatchers who are not trained under an 
approved AQP, must be in compliance with the requirements of subparts 
BB and CC of part 121. Therefore, it will be necessary for certificate 
holders to begin training under subparts BB and CC in sufficient time 
to ensure that all crewmembers and aircraft dispatchers are trained, 
qualified, and meet the applicable look back provisions of subparts BB 
and CC before the expiration of the current regulations. Proposed Sec.  
121.1202 and Sec.  121.1402 would require certificate holders to submit 
a transition plan that specifies the transition completion date, which 
must be before the expiration of the current regulations.
    For example, during the transition period, the air carrier may 
decide to train all newly-hired crewmembers in accordance with the 
proposed rules, while continuing to train existing crewmembers under 
the current requirements. Individual crewmembers would be required to 
be fully in

[[Page 29343]]

compliance with the requirements of the existing regulations or with 
the proposed regulations. Another example would be when a certificate 
holder submits a training program for a new aircraft type after the 
effective date of the rule. The training program developed for this new 
aircraft type must be in compliance with and approved under proposed 
subparts BB and CC. However, the certificate holder would be allowed to 
continue conducting training and evaluation on aircraft in its existing 
fleet in accordance with the regulations in subparts N, O, and P within 
the 5-year transition period. A carrier could not ``cherry pick'' 
between the two sets of regulations for individual employees. Setting 
the effective date for 120 days after publication of the final rule and 
allowing use of the existing regulations for 5 years after this period 
provides existing certificate holders and the FAA time to smoothly 
transition to the new requirements. By using this approach, certificate 
holders seeking FAA approval for a new training program would not have 
to develop one training program to comply with the old regulations, and 
then develop another training program to comply with the new 
regulations.
    The SNPRM, like the NPRM, proposes that if a new training program 
is submitted for approval after the rule's effective date, the training 
program must meet the requirements of subparts BB and CC, as 
applicable. The FAA does not intend that non-significant modifications 
that may be proposed to a current training program under the existing 
regulations would require the certificate holder to initiate 
development of a training program to comply with subpart BB or CC any 
earlier than they had planned in accordance with their current business 
plan.
    The FAA has included a grandfather provision in proposed subpart BB 
to allow persons qualified for a crewmember duty position under the 
current rules to meet the requirements of the proposed rule without 
having to repeat certain categories of training they have already 
completed under the current rules. Proposed subpart CC contains a 
similar grandfather provision for aircraft dispatchers. For example, 
currently-qualified crewmembers and aircraft dispatchers would not have 
to repeat basic qualification, new hire, or initial curriculum 
categories, as applicable.
    During the transition, Sec.  121.1202(d) states ``the lesser 
qualification requirements apply for that duty position for that 
operation.'' If one crewmember hasn't yet been transitioned to subpart 
BB and one has, when they are working together on an aircraft, the 
``lesser'' operational requirement may be met. For example, current 
Sec.  121.455 requires the PIC to have had additional training before 
the crew lands at a ``special airport'' but the SNPRM requires both 
pilots to have had additional training before they land at a ``special 
airport.'' If the SIC was still being trained under the current 
requirements, the SIC would not have the additional training required 
under the SNPRM, but the airplane could land because the ``lesser'' 
operational requirement would be met.
    The NPRM did not specify when certificate holders must comply with 
proposed requirements that are outside subparts N, O, and P of part 
121. A commenter noted that the time frames specified in Sec. Sec.  
121.400, 121.431, and 121.1202 apply only to subparts N and O of part 
121, which do not contain the manual requirements. In the SNPRM, the 
FAA has clarified the dates of compliance for Sec.  119.65, Sec.  
119.67, Sec.  119.69, Sec.  119.71, Sec.  121.9, Sec.  121.125, Sec.  
121.126, Sec.  121.133, Sec.  121.134, Sec.  121.135, Sec.  121.136, 
Sec.  121.392, Sec.  121.465, Sec.  121.536, Sec.  121.537, Sec.  
121.540, Sec.  121.683, Sec.  121.684, Sec.  121.689, Sec.  121.690, 
Sec.  121.711, and Sec.  121.805.

III. Discussion of Significant Issues in SNPRM

    This section provides clarification of major areas of concern 
raised by commenters, introduces new requirements, and explains the 
significant revisions of requirements proposed in the NPRM.
    During the comment period, the FAA received several requests for 
clarification of the job performance training for flightcrew members, 
with specific regard to the training and evaluation task requirements 
and definitions in the NPRM, pilot monitoring skills, minimum 
programmed hours, frequency of training, availability of simulators as 
a result of the increased frequency, and the level of FSTD required to 
complete training. On April 7, 2009, the FAA held a public meeting to 
provide clarification. During the public meeting, participants from 
industry questioned the basis for the proposal and requested additional 
data to support the proposed changes. In the comments received after 
the public meeting, ATA and individual airlines requested additional 
information regarding the projected costs of the proposed requirements 
and how the tasks, based on the task definitions, could be accomplished 
within the proposed programmed hours.
    After the close of the comment period, the FAA determined it was 
necessary to gather additional data regarding (1) the number of 
simulator sessions, hours, and tasks required to accomplish the 
proposed flightcrew member training and evaluation requirements for 
both AQP and non-AQP air carriers; and (2) the impact of the proposed 
rule on carriers training under an AQP, as set forth in part 121, 
subpart Y. While the FAA primarily developed the FAA Technical Report 
to validate the cost and impact of the proposed training and evaluation 
requirements in the NPRM, throughout the process of developing the FAA 
Technical Report, the FAA determined that it was necessary to revise 
and clarify the training and evaluation requirements in the SNPRM. The 
FAA also held a meeting on December 8, 2009, with ATA and several 
member airlines to clarify the comments received during the comment 
period. A summary of this meeting is available for review in the 
docket. The following provides clarification of the job performance 
training and evaluation for flightcrew members.

A. Flightcrew Member Job Performance Training (Appendices Q and R)

1. Job Performance Task Requirements and Definitions
    The flightcrew member tasks that must be performed during job 
performance training and evaluation for the various curriculum 
categories are set forth in Table 3A of appendices Q and R of the NPRM 
and SNPRM. In the NPRM, the FAA also provided corresponding definitions 
for the tasks that provided additional instruction for completion of 
these tasks. Several commenters questioned the basis for the tasks, the 
frequency for accomplishing the tasks during recurrent training and 
evaluation, and how, based on the definitions, the tasks could be 
accomplished within the proposed minimum programmed hours for the 
curriculum categories.
    Upon review of the comments and based on the discussion on December 
8, 2009, the FAA, as part of the FAA Technical Report, conducted a 
comparison analysis of initial and recurrent curriculum categories task 
requirements for the current requirements and those proposed in Table 
3A of appendix Q of the NPRM and SNPRM. The FAA focused on these two 
curriculum categories because (1) the initial curriculum category 
contains the largest number of tasks for any curriculum category under 
both the

[[Page 29344]]

current rule and the proposed revisions, and (2) the recurrent 
curriculum category under the NPRM and SNPRM contains the largest cost 
because each flightcrew member is required to complete task 
requirements every 9 months.
    In the NPRM, the FAA proposed to require 8 hours of training and 
evaluation for pilots in recurrent job performance training. However, 
based on the results of the FAA's Technical Report, the FAA believes 
that all of the recurrent training and evaluation task requirements can 
be completed in less than the 8 hours set forth in the NPRM. The Actual 
Simulator Trial conducted as part of the FAA Technical Report 
demonstrated that the required tasks for a recurrent evaluation could 
be completed in 3 hours and 29 minutes. With all of the required 
``every nine month'' tasks \5\ having been completed during the 
recurrent evaluation, the FAA believes the requirements for the LOFT 
session could be accomplished in under 3 hours. In addition, during 
those recurrent training cycles that include an FFS course of 
instruction instead of an evaluation, depending on the number of 
required ``every nine month'' tasks accomplished during the FFS course 
of instruction, the FAA believes the LOFT also could be accomplished in 
3 hours.
---------------------------------------------------------------------------

    \5\ See table 3A in appendix Q and appendix R.
---------------------------------------------------------------------------

    In the SNPRM, the FAA has revised the minimum programmed hours for 
recurrent training from 8 hours (as proposed in the NPRM) to 6 hours. 
The FAA has not made a similar change to the programmed hours in the 
other curriculum categories (initial, transition, and upgrade) because 
flightcrew members who are newly hired or not yet qualified on the type 
of aircraft may require more repetition of the assigned tasks to become 
proficient.
    As identified in the FAA Technical Report, initial training under 
the current provisions of subparts N and O require training on 62 job 
performance tasks for pilots in command (PICs) and 56 job performance 
tasks for seconds in command (SICs). The NPRM proposed a total of 125 
job performance tasks for PIC and SIC initial training. In the SNPRM, 
the FAA has revised the abnormal and emergency procedures tasks, which 
now results in a total of 94 required tasks for initial training. These 
94 job performance tasks are based on a recodification of existing 
requirements in appendix E and H of part 121, NTSB recommendations, and 
standard industry practices. The FAA determined the standard industry 
practices by reviewing existing AQP training programs and non-AQP 
training programs. See FAA Technical Report, Table 2, p. 7. A detailed 
review of these training programs is provided in Appendices A and B of 
the FAA Technical Report.
    The FAA recognizes that some of the confusion regarding the 
proposed task requirements was a result of the proposed task 
definitions in attachment 4 of the Pilot and Flight Engineer QPS 
appendices. For example, for the task ``unannunciated abnormal 
procedures,'' some commenters interpreted the corresponding task 
definition as requiring training on all unannunciated abnormal 
procedures. For some aircraft, this might require training on 58 
different procedures. This is not what the FAA intended. The proposed 
definition was intended to allow a certificate holder to select a 
representative sample to ensure adequate exposure to these 
unannunciated abnormal procedures. To clarify the intent, the FAA has 
removed the flightcrew member task definitions and deleted attachment 4 
of appendices Q and R. The flightcrew member task definitions serve as 
more of a guide to certificate holders in tailoring the tasks in Table 
3A to the certificate holder's unique operations and are more 
appropriate as guidance material in the draft Flightcrew Member AC. As 
a result of deleting all of attachment 4, however, some tasks in Table 
3A required further specification and others required consolidation. As 
a result of this consolidation and reorganization, the FAA has adjusted 
the number of overall tasks from the current rule to the SNPRM in both 
initial and recurrent training and evaluation as follows: (1) From 62 
tasks for PICs and 56 tasks for SICs to 94 tasks for each in initial 
training; (2) from 34 tasks for PICs and 32 tasks for SICs to 54 tasks 
for each in initial evaluation; (3) from 36 tasks for PICs and 35 tasks 
for SICs to approximately 52 tasks (assuming equal distribution of 
those tasks that are required every 36 months) for each 9-month 
recurrent cycle that does not contain a recurrent evaluation and 
approximately 12 tasks (assuming equal distribution) for each recurrent 
cycle that contains a recurrent evaluation; and (4) 34 tasks for PICs 
and 32 tasks for SICs to 54 tasks for each in recurrent evaluation. See 
FAA Technical Report, Sec. III, Comparison of Current Rule, NPRM and 
SNPRM, Table 2, p. 7 (Apr. 5, 2010). The FAA clarified, modified, and 
added tasks for all curriculum categories to ensure that pilots develop 
the necessary skills to properly and safely perform routine functions. 
These include landing on contaminated runways, landing from a non-
precision approach, and performing visual approaches and landings 
without the aid of electronic or other glide path information. In 
addition, the FAA consolidated line environments, addressed in section 
13 of Table 3A of the NPRM, into other sections of Table 3A of the 
SNPRM to specifically require maneuvers in a particular environment. 
These revisions were necessary to eliminate confusion regarding the 
required tasks in Table 3A. The following provides a detailed 
explanation for the development of some of the significant proposed 
task requirements, as well as the task requirements prescribed by 
Public Law 111-216. In developing the tasks in Table 3A, the FAA 
recognized that loss of control is a major factor in aviation accidents 
involving a fatality. The FAA's proposal to revise requirements for 
recovery from approach to stall training in the NPRM would have 
addressed some of the causal factors in accidents where loss of control 
was identified. While the tasks currently required under appendices E 
and F for ``recoveries from approaches to stall'' remain a viable part 
of the training syllabus, the SNPRM now describes a requirement to have 
pilots newly qualifying on an airplane perform recoveries from a 
complete stall. There are three scenarios in which stalls generally 
occur: clean configuration (table 3A, task 5.2.1), takeoff and 
maneuvering configuration (table 3A, task 5.2.2), and landing 
configuration (table 3A, task 5.2.3). Under the proposed tasks, the 
flightcrew member would be required to complete two recoveries from 
stall for each scenario for initial and transition training, and one 
recovery from stall in each scenario for conversion, upgrade, and all 
phases of requalification training. For recurrent training and all 
evaluations, the flightcrew member would be required to complete one 
recovery from stall from one of the three scenarios. For flightcrew 
members operating aircraft equipped with stick-pusher, the recoveries 
from stall must be completed by going through stick-pusher release, 
regardless of the scenario selected. In addition to the job performance 
training for recovery from stall, the FAA also has proposed academic 
training. Under Table 2A, section (d)(10), air carriers will be 
required to provide training for special hazards, which includes 
recovery from a stall in the three scenarios.
    These proposed changes are supported by the NTSB final report 
(NTSB/AAR-10/01) on the Colgan Air

[[Page 29345]]

accident of February 12, 2009, and respond to the training requirements 
in Public Law 111-216, Sec.  208(a)(1)(A) (Aug. 1, 2010).
    The FAA also added tasks to ensure flightcrew members understand 
the performance and handling qualities of the aircraft they are flying. 
This would ensure that they are prepared to deal with situations such 
as ``jet upsets,'' ``CFIT,'' and ``icing conditions.'' Accordingly, in 
the SNPRM the FAA added the following tasks to the requirements in 
Table 3A of the Pilot QPS: task 5.6 ``Upset Recognition and Recovery,'' 
for initial and recurrent training and evaluation; task 5.14 ``CFIT/
Terrain Avoidance,'' for initial and recurrent training and evaluation; 
and task 5.15 ``Structural Icing when Airborne,'' for initial and 
recurrent training only. The FAA also added task 5.1 ``slow flight,'' 
for initial training, with recurrent training required every 36 months, 
to provide pilots with an understanding of the performance of the 
airplane and a ``hands-on'' exposure to the way the airplane handles at 
airspeeds that are just above the approach to stall warning. In 
addition, the FAA is also requiring academic training for these 
subjects. See Table 2A, (d)(1)-(11).
    The task requirement, ``taxi,'' is a current requirement in 
appendix E of part 121 and, as such, is included in training programs 
for flightcrew members. Upon review of several accidents, including 
accidents in August 2006 (NTSB/AAR-07/05, NTSB Recommendation A-07-44) 
and August 2005 (NTSB Event ID CHI05LA238), the FAA determined that it 
was necessary to expand this task to include 3 sub-tasks for taxi, 
which would be treated as separate tasks that must be completed. In the 
SNPRM, to comply with the task requirement ``taxi,'' a flightcrew 
member would be required to complete the sub-tasks ``Use of airport 
diagram (surface movement chart),'' ``Appropriate clearance before 
crossing or entering active runways,'' and ``Observation of all surface 
movement guidance control markings and lighting.'' See AC 120-74A, 
Parts 91, 121, 125 and 135 Flightcrew Procedures During Taxi Operations 
and Safety Alert for Operators 06013 and 07003. Although some 
certificate holders may already address this task requirement at this 
level of specificity, the FAA has determined that this task must be 
targeted by all certificate holders to ensure that flightcrew members 
use available cues and aids to identify the airplane's location on the 
airport surface during taxi and verify that the airplane is on the 
correct runway before takeoff. The FAA does not believe the training 
time required for the accomplishment of these sub-tasks for ``taxi'' 
would take any longer than the time required to complete the currently 
required ``taxi'' task. See FAA Technical Report, Table 2, p. 7, n. 9.
    In the SNPRM, the FAA added bounced landing recovery training to 
the initial training tasks. The FAA is also proposing in the SNPRM that 
bounced landing recovery training be conducted at least once every 36 
months in recurrent training. This task teaches pilots identification 
of and procedures for bounced landing recovery. The FAA determined this 
requirement is necessary based on FAA review of accidents that occurred 
in September 2004 and July 1997. See NTSB Event ID DCA04MA082 (Sept. 
19, 2004); NTSB Report AAR-00/02 (July 31, 1997). The NTSB found the 
probable cause of the September 2004 accident was due to the pilot's 
over-rotation during a go-around maneuver that was initiated because of 
a bounced landing. This task requirement also would respond to NTSB 
recommendations issued after the July 1997 accident (NTSB Rec. A-00-93 
and A-00-94), which requested that the FAA develop a training tool and 
provide a syllabus for simulator training on the execution of 
stabilized approaches and techniques for avoiding overcontrol and 
premature derotation during bounced landings.
    In the SNPRM, the FAA also added task requirements to Table 3A of 
the flightcrew member QPS appendices for approved low altitude 
windshear flight training to encompass requirements currently in Sec.  
121.409(d). Addressing these tasks in initial and recurrent evaluation 
would ensure that pilots have developed the necessary skills to recover 
from a windshear encounter. The FAA determined these requirements were 
necessary based on a review of an accident that occurred in April 1993, 
in which the flightcrew failed to recognize, or recognized too late, an 
inadvertent encounter with an un-announced windshear on final approach. 
See NTSB Event ID: DEN93FA047.
    Questions from commenters regarding the pilot job performance tasks 
and definitions also extend to flight engineers. Table 3A in appendix R 
for flight engineers also now incorporates the same format and 
essentially the same tasks as required for pilots. Understanding that 
the flight engineer is part of the full crew concept that the original 
NPRM established, training under this concept would require the flight 
engineer to be exposed to essentially the same tasks as the pilots. 
However, in this exposure, the flight engineer would have differing 
responsibilities and performance requirements for each such task than 
the pilots. Because of this difference, it may appear initially that 
revised Table 3A in the Flight Engineer QPS describes a dramatic 
increase in the number of tasks for flight engineer training, but the 
overall tasks and frequencies for flight engineers remain essentially 
unchanged from the NPRM.
    As a result of the FAA accident analysis, further consideration of 
NTSB recommendations, as well as industry comments regarding the 
complex nature of the number of requirements and frequency for 
accomplishing the tasks, the FAA has proposed to increase the frequency 
of some tasks, reduce the frequency of other tasks, and minimally 
change the total number of tasks to be addressed in Table 3A. To 
accomplish this, the FAA has clarified how the training tasks are to be 
accomplished and has described how to supplement the recurrent 
curriculum category (specifically the proficiency check requirements) 
by focusing on the training requirements. This clarification is set 
forth in the FAA Technical Report, which provides one method of 
developing a recurrent training and evaluation program that would meet 
the proposed requirements in the SNPRM. See the FAA Technical Report, 
Sec. V, p. 18-20, App. C.
    The FAA continues to propose additional simulator requirements to 
provide for additional training through the conduct of LOFT and FFS 
courses of instruction for both pilots and flight engineers. In the 
NPRM, the FAA proposed that an FSTD course of instruction could be 
conducted in an FFS or Flight Training Device (FTD). Upon further 
review, the FAA has determined that the tasks proposed in Table 3C of 
the Pilot QPS could not be accomplished effectively in an FTD. The FAA 
concluded that the tasks required for an FSTD course of instruction 
could only be conducted in an FFS. In the SNPRM, the FAA is requiring 
that the course of instruction be conducted only in an FFS. Therefore, 
in the SNPRM the FAA has replaced FSTD course of instruction with FFS 
course of instruction.
2. Pilot Monitoring Requirements (Sec.  121.1213)
    Another area of confusion surrounding the flightcrew member job 
performance task requirements concerned the proposed requirement for 
evaluating pilot monitoring skills. Several individual airlines 
commented that the pilot monitoring task would

[[Page 29346]]

require all of the tasks in Table 3A of the Pilot QPS to be performed 
twice, once as the pilot flying, and once as the pilot monitoring the 
operation. This is not the case.
    The current regulations do not explicitly address pilot monitoring 
skills. Historically, however, the FAA has commonly referred to this 
individual as the pilot not flying, and the duties of this individual 
are currently included in the manual required by Sec.  121.133. 
Individuals serving as the pilot not flying currently receive training 
in LOFT and other training scenarios. In 2003, the FAA revised guidance 
addressing procedures for the pilot not flying, and the term ``pilot 
not flying'' was replaced with the term ``pilot monitoring.'' See AC 
120-71A, Standard Operating Procedures for Flight Deck Crewmembers, 
(February 27, 2003). The NPRM proposed to codify the use of the term 
``pilot monitoring'' to reflect the activities conducted by the pilot 
who is not actually flying the aircraft or the FSTD. The purpose of 
using the term ``pilot monitoring'' is to convey that the pilot 
monitoring is actively engaged in the safe operation of the aircraft 
and as such should be trained and evaluated in performing active 
monitoring skills.
    In the NPRM and SNPRM, the FAA has not changed the current duties 
and responsibilities of the pilot monitoring. The FAA has for the first 
time proposed requiring the evaluation of active pilot monitoring 
skills. These proposed changes are further supported by the NTSB final 
report (NTSB/AAR-10/01) on the Colgan Air accident of February 12, 
2009. In the report, the NTSB concluded that ``the monitoring errors 
made by the accident flight crew demonstrate the continuing need for 
specific pilot training on active monitoring skills.'' NTSB Rec. AAR-
10/01, at p. 94 (Feb. 2, 2010).
    To meet this requirement, however, the FAA did not intend that each 
individual task be accomplished twice by each flightcrew member. 
Because a full crew would be required during training and evaluation, 
during the accomplishment of any task there would always be a pilot 
flying and a pilot monitoring, where both are being observed by a check 
airman (pilot) or flight instructor, which is consistent with AC 120-
71A. The NPRM and SNPRM would only require that both pilots be 
evaluated for the skill they are performing during each task, whether 
it is a flying skill or a monitoring skill.
3. Frequency of Training and Evaluation for Recurrent Tasks
    In addition to the questions regarding the Tasks in Table 3A, 
several commenters questioned the frequency with which the Tasks would 
be required to be accomplished during recurrent training and 
evaluation. Recurrent training and evaluation comprises a large portion 
of an air carrier's training program. Under the NPRM and SNPRM, 
flightcrew members would be required to complete the assigned recurrent 
tasks during two simulator sessions every 9 months over the course of a 
36-month cycle for the recurrent curriculum category. In the NPRM, the 
FAA designed Table 3A to require that specific tasks be completed 
during 9-month, 18-month, and 36-month cycle for recurrent training and 
evaluation. An unintended consequence of this design was that some 
tasks appeared to be required during every recurrent training and 
evaluation simulator period. The FAA did not intend this result for 
some of the tasks. To clarify the FAA's intent, in the SNPRM, the FAA 
has revised the frequency for accomplishing the tasks during training 
and evaluation in Table 3A in appendix Q. The FAA has changed the 
column titles for recurrent training and evaluation from ``Every 9 
months,'' ``Every 18 months,'' and ``Every 36 months,'' to ``Every 9 
months,'' and ``At least once every 36 months.'' Accordingly, if there 
is an ``x'' in the ``every 9 months'' column, that task must be 
accomplished once during every 9-month cycle. The FAA notes that 
recurrent evaluation is required every other 9-month cycle. Therefore, 
a cycle may encompass either two training events, or a training event 
and an evaluation event. If a task is designated to be completed 
``every 9 months,'' that task may be completed in either training 
session but is not required to be completed in both. However, if the 
cycle includes an evaluation session and there is an ``x'' in the 
proficiency check column for that task, the task must be accomplished 
in the evaluation session. The task can be done again in the training 
session but is not required to be done in the training session for that 
9-month cycle. If there is an ``x'' in the ``At least once every 36 
months'' column, that task must be accomplished at least once over the 
36-month recurrent training and evaluation period. This revision is 
necessary to provide certificate holders with an opportunity to use 
simulator time to target critical training tasks unique to their 
operations.
4. Proposed Baseline and Minimum Programmed Hours (Sec.  121.1335)
    In the NPRM, the FAA proposed minimum programmed hours for new 
hire, initial, full conversion, core conversion, transition, full 
upgrade, core upgrade and recurrent curriculum categories. As proposed, 
programmed hours for requalification and differences would be 
determined by the Administrator, and for the special curriculum 
category, the hours would be developed by the certificate holder and 
approved by the Administrator. The programmed hours were based on a 
review of guidance in FAA Order 8900.1, Vol. 3, Ch. 19, Sec. 6, para. 
3-1230 (Sept. 13, 2007), and the proposed task requirements that would 
need to be accomplished during the programmed hours. The proposed task 
requirements resulted in an increase in minimum and baseline programmed 
hours from the hours noted in the FAA guidance material.
    The FAA notes that in the NPRM and SNPRM, when a certificate holder 
initially submits a training program for approval, Sec.  121.1335 
states it must have the baseline programmed hours. After a training 
program has final approval, Sec.  121.1335 allows for a reduction to 
the minimum hours as specified in the QPSs.
    Continental generally commented that the curriculum category 
programmed hours for job performance flight training for flightcrew 
members in the NPRM do not reflect the actual time it would take to 
accomplish the job performance tasks in Table 3A.
    In the SNPRM, these baseline and minimum programmed job performance 
hours are set forth in Table 1A of the appendix Q in the SNPRM and are 
as follows: Initial, 36 hours; conversion, 20 hours; transition; 24 
hours; upgrade, 20 hours; recurrent, 6 hours every 9 months; 
requalification, 6 hours for phase I, 20 hours for phase II, and 24 
hours for phase III; and the minimum hours for differences training are 
determined by the FAA. These programmed hours are based on FAA guidance 
in FAA Order 8900.1, Vol. 3, Ch. 19, Sec. 6, para. 3-1230 (Sept. 13, 
2007) and review of the proposed required tasks in Table 3A.
    As discussed earlier, the FAA conducted a technical analysis of the 
time required to accomplish the training and evaluation tasks contained 
in the current rule, the NPRM, and the SNPRM for initial and recurrent 
curriculum categories. In this analysis, the FAA concluded that the 
programmed hours proposed in the NPRM were appropriate. (See FAA 
Technical

[[Page 29347]]

Report, Sec. III., Tables 3, 6, pp. 9-11.) Therefore, in the SNPRM the 
FAA has retained the programmed hours specified in Table 1A of appendix 
Q, attachment 1, of the Pilot QPS. In regard to initial training and 
evaluation, the FAA has clarified that the initial job performance 
training consisting of 36 hours must be conducted independently of the 
initial evaluation. There is no specified time requirement for the 
initial evaluation because the time necessary to complete the 
evaluation is dependent on the tasks that must be accomplished during 
the evaluation. Because of the addition of the LOFT requirement and the 
additional tasks in Table 3A, the time necessary to complete initial 
flight training increased from 20 hours under the current rule to 36 
hours in the SNPRM. Furthermore, for requalification programmed hours 
for flightcrew members, the NPRM did not provide specific hours. In the 
SNPRM, the FAA has proposed specific programmed hours for the 
requalification curriculum category. The programmed hours proposed for 
phases I, II, and III of requalification are based on the programmed 
hours proposed for recurrent, conversion, and transition curriculum 
categories respectively. These phases of requalification are 
appropriate because they provide a graduated increase in training based 
on the amount of time the individual has been unqualified and thus 
would ensure that the crewmember is proficient and qualified to serve. 
In addition, the FAA removed the task requirements described in 
attachment 4 of the QPS in the NPRM to avoid confusion concerning the 
definition, number, and frequency of tasks required for initial and 
recurrent curriculum categories. The FAA believes, based on the 
analysis in the FAA Technical Report, that the tasks can be performed 
at the frequency established in Table 3A of appendix Q within the 
minimum programmed hours set forth in Table 1A of appendix Q.
    Midwest, American, FedEx, ATA, and UPS commented that programmed 
hours apply to specific training categories (e.g., initial, transition) 
and that programmed hours in each training category can apply to more 
than one duty position simultaneously, such as when the PIC is 
completing pilot monitoring tasks and the SIC is completing pilot 
flying tasks. The commenters questioned whether this practice would be 
an acceptable means of compliance with the task requirements.
    To clarify that some task requirements can be accomplished 
simultaneously by the PIC and SIC, in the SNPRM the FAA has revised 
Table 3A in the Pilot QPS to identify those tasks that are performed by 
the PIC and SIC as a crew. These tasks are flight deck inspection, 
navigation system setup, pushback and powerback, taxi, pre take-off 
procedures, deicing before takeoff, after landing, contaminated runway 
operations, traffic collision avoidance system (TCAS), structural icing 
airborne, and extended operations (ETOPS) Procedures.
    Based on the increased frequency and the proposed increase in 
recurrent training and evaluation, many commenters raised concerns 
regarding the number of simulator periods that would be required to 
accomplish the job performance tasks for recurrent training and 
evaluation. The commenters estimated that it would take 22 simulator 
periods over the course of the 36-month recurrent training and 
evaluation timeframe to complete all of the required tasks.
    Although the commenters stated that the task requirements for 
recurrent training and evaluation in the NPRM would require 22 
simulator periods over a 36-month recurrent cycle, during the Actual 
Simulator Trial discussed in the FAA Technical Report, the PIC and SIC 
were able to complete 76 of the potential 82 tasks that were proposed 
in the NPRM for a recurrent evaluation within 3 hours and 29 minutes. 
See FAA Technical Report, Sec. V, pp 17-20; App C. In addition to the 
76 tasks, the PIC completed six more tasks and the SIC completed 5 more 
tasks within the same simulator session. These additional tasks 
included: an additional approach to stall procedure; upset recognition 
and recovery; windshear encounter at takeoff; CFIT avoidance; rejected 
landing; and additional instrument arrival (PIC only). In the SNPRM, 
the FAA has proposed to require that these tasks, except for the 
additional recovery from approach to stall, be accomplished during a 
recurrent evaluation. As the Actual Simulator Trial demonstrated, all 
of these tasks were completed in 3 hours and 29 minutes (including a 
12-minute break), well within the 4-hour simulator period that is 
normally allotted to complete a proficiency check. See id. The 
remaining required recurrent training tasks could be completed during 
the remaining 31 minutes of simulator time and the additional LOFT or 
FFS course of instruction simulator session. Using conservative 
estimates regarding the usage of available simulators, the FAA believes 
there is an adequate number of simulators and simulator hours available 
to meet the requirements of the SNPRM. See FAA Technical Report, Sec. 
V, pp 29-32.
    The FAA has also conducted an evaluation of the simulator period 
requirements necessary to complete the remaining tasks identified for 
recurrent training and evaluation. In Table 3A of appendix Q in the 
SNPRM, there are a maximum of 54 tasks that would be required during 
each recurrent evaluation. In addition, there are a maximum of 43 tasks 
that would be required every 9 months during recurrent training. 
Attachment 3 of appendix Q in the SNPRM indicates, however, that, when 
a task is required to be completed ``every 9 months,'' this requirement 
is satisfied by the task being completed during the proficiency check 
during the 9-month cycle when a proficiency check is conducted. 
Therefore, for example, during the 9- and 27-month cycles, 40 of the 43 
tasks required every 9 months would be completed during the required 
proficiency check. As such, these tasks would not need to be repeated 
during the accompanying LOFT or FFS course of instruction. When a 
proficiency check is not conducted, the 43 tasks in the ``every 9 
months column'' must be completed during the two simulator training 
sessions (LOFT and FFS course of instruction).
    In addition to these requirements, there are 33 tasks in Table 3A 
that must be completed ``at least once every 36 months.'' If the 33 
tasks are equally distributed across 36 months (8 simulator sessions), 
there would be approximately 8 tasks added to each 9-month recurrent 
cycle (or approximately 4 tasks per simulator session). See FAA 
Technical Report, Table 16, p. 28. During the Actual Simulator Trial, 
pilots were able to complete 87 tasks using only 3 hours and 29 
minutes. They were able to reduce the simulator time they used by 
integrating tasks when the combination was a logical occurrence.
    The FAA also notes that for initial training, the tasks must be 
completed over a minimum of 36 hours of flight training. For those 
operators who have established simulator periods of 4 hours duration, 
to accomplish the training tasks within the 36-hour minimum 
requirement, nine simulator periods of training would be required 
(including one simulator period for a LOFT) and one simulator period 
for the evaluation would be required, for a total of 10 simulator 
periods. See FAA Technical Report, Sec. III, Table 1, p. 6 (Programmed 
Hours).

[[Page 29348]]

5. Flight Simulation Training Device (FSTD) Requirements (Including 
Level of FSTD) (Sec.  121.1345, Table 3B of the Pilot and Flight 
Engineer QPS)
    The NPRM proposed, in Sec.  121.1345, to require that all pilot, 
flight engineer, check pilot, check flight engineer, flight instructor, 
flight engineer instructor, and Aircrew Program Designee (APD) job 
performance training and evaluation be completed in a qualified FSTD 
approved by the carrier's Principal Operations Inspector (POI). 
However, Sec.  121.1345(b) allowed a certificate holder to request a 
deviation from the requirement to use FSTDs for training and 
evaluation, and Sec.  121.1229(a) would permit the use of aircraft for 
compliance with recency of experience requirements. This is a 
significant change in current requirements, which only prescribe use of 
an FSTD for windshear training under Sec.  121.409(d). Current appendix 
H of part 121 permits air carriers to use simulators for varying 
amounts of the required training, testing, and checking. Appendix H is 
a voluntary alternative to training and checking in the airplane.
    None of the commenters opposed the requirement to complete all job 
performance training and evaluation in a qualified FSTD that is 
approved by the POI. In fact, Continental acknowledged that air 
carriers ``are already substantially in compliance'' with this proposed 
requirement. Boeing asserted that there may be times when simulators 
are not available, yet training and checking needs to be accomplished. 
Boeing questioned, therefore, whether the proposed rule would allow for 
training in airplanes. It stated that in these limited situations, 
training could be accomplished safely in an airplane. The FAA believes 
it is important to require the use of FSTDs for training. Using FSTDs 
allows for in-depth training, including the practice of critical 
emergency procedures, in a safer environment. This proposed requirement 
also addresses NTSB Recommendations A-94-191 through 194, which state 
that ``training and checking in flight simulators, whether conducted 
under Part 121 or 135, should be the standard, not the exception.''
    Furthermore, the FAA has long recognized that the use of simulation 
in flight training provides an opportunity to train, practice, and 
demonstrate proficiency in a safe, controlled environment. Returning to 
the airplane for the training or evaluation of all skill sets has 
several disadvantages, including significant accident risk, higher 
costs for insurance and fuel, additional atmospheric pollution, and 
airport traffic saturation. The FAA emphasizes that the skill sets that 
are used in simulation must be the same skill sets that would be used 
when operating the airplane. Accordingly, the FAA has determined that 
use of simulation must be required for flight training.
    However, to accommodate the limited circumstance where the only 
option available is to conduct flight training in an airplane because 
there is no FSTD available for that airplane or there are not enough 
FSTDs for the airplane, the FAA has proposed to allow a deviation from 
the requirement to use FSTDs. In the SNPRM, the FAA has revised Sec.  
121.1345(a) to draw attention to the deviation authority in paragraph 
(b). Paragraph (b) proposes an alternative training program for using 
an airplane instead of an FSTD or using an airplane in combination with 
an FSTD, including methods of achieving an acceptable level of safety.
    RAA was concerned about the time limit for applying for the 
deviation from the use of FSTDs. The FAA notes that paragraph (b)(1) 
only establishes a time limit for requesting deviations for certificate 
holders who have an approved program or have submitted a training 
program for approval before the effective date of the final rule. Under 
paragraph (b)(2) there is no time limit on requesting deviations as 
part of a request for approval of an initial cadre program.
    The FAA does not intend that the deviation provide a loophole for 
certificate holders who want to continue training and evaluating in 
airplanes. Rather, the deviation is designed to accommodate those 
certificate holders who use airplanes for which there are no FSTDs 
available (e.g. DC-6) or who, for extraordinary reasons, do not have 
access to an FSTD for the aircraft type they operate. FAA believes that 
options provided under paragraph (b) are appropriate and these 
requirements have not been changed in the SNPRM.
    American recommended allowing FSTDs to be used for LOFT rather than 
requiring an FFS. In the SNPRM, the FAA has retained the requirement 
that the qualification and recurrent LOFT must be conducted in an FFS 
because the FAA believes that motion is a necessary element of LOFT. A 
level A FFS \6\ is the first level of FSTD for which a motion system is 
required. Requiring LOFT in an FFS is consistent with recommendations 
in AC 120-35C, Line Operational Simulations: Line Oriented Flight 
Training, Special Purpose Operational Training, Line Operational 
Evaluation (Sept. 27, 2004). However, in the SNPRM, the FAA has 
modified Table 3B (Table 3C in the NPRM) to broaden the level of FFS 
allowed to be used for LOFT. In the NPRM, certificate holders would not 
have been permitted to use a level A or B FFS for qualification LOFT, 
or a level A FFS for recurrent LOFT. In the SNPRM, for both 
qualification and recurrent LOFT, a level A, B, C, or D FFS may be 
used. Upon review of the task requirements, the FAA determined that, 
although an FFS was necessary for LOFT, it was unnecessarily 
restrictive to limit qualification LOFT to levels C or D FFS and to 
limit recurrent LOFT to levels B, C, or D FFS. As such, the SNPRM 
proposes to allow the tasks for qualification and recurrent LOFT to be 
accomplished in levels A, B, C, or D FFSs.
---------------------------------------------------------------------------

    \6\ FFS levels become more sophisticated as they move up the 
alphabet. Accordingly, a level B simulator is more complex than a 
level A simulator.
---------------------------------------------------------------------------

    The FAA's determination that an FFS must be used for LOFT is based 
on the universally recognized conclusion that while both visual and 
vestibular systems are directly impacted by simulation, the element of 
these systems that is critical to satisfactory training is motion on-
set (or acceleration) cueing. Various studies have shown an increase in 
pilot performance when they use simulators with motion. See Showalter, 
T.W.; Parris, B.L., ``The Effects Of Motion And G-Seat Cues On Pilot 
Simulator Performance Of Three Piloting Tasks,'' Ames Research Center, 
Jan 1, 1980 (indicating 40% improvement on yaw performance and Roll 
performance, engine out on takeoff with use of motion simulators); 
Parris, B.L.; Cook, A.M., ``Effects of visual and motion simulation 
cueing systems on pilot performance during takeoffs with engine 
failures,'' Ames Research Center, Dec 1, 1978; Hosman, R.J. A.W., & van 
der Vaart, J.C. ``Effects of vestibular and visual motion perception on 
task performance,'' (1981); Heintzman, Richard J. ``Determination of 
Force Cueing Requirements for Tactical Combat Flight Training 
Devices,'' Training Systems Product Group Aeronautical Systems Center 
Air Force Materiel Command Wright Patterson AFB, February 1997; Gebman, 
J.R.; Stanley, W.L.; Barbour, A.A.; Berg, R.T.; Birkler, J.L., 
``Assessing the Benefits and Costs of Motion for C-17 Flight 
Simulators,'' Department of The Air Force, Washington, DC, June 1986. 
Accordingly, the FAA has determined that LOFT must be conducted in a 
level A, B, C, or D FFS because the FFS provides the level of motion 
cueing

[[Page 29349]]

necessary to ensure proper response in real flight line operations.
    American also questioned the emphasis on level D FFS in Table 3C 
``Minimum FSTD Required for Credit,'' noting that many of the tasks 
could be appropriately accomplished in a level C FFS. American 
suggested revising Table 3C to lower the requirements to accommodate 
the use of level C FFS.
    To ensure effective training and evaluation, a pilot needs to 
experience a certain level of visual and motion cues that accurately 
replicate the aircraft. Level D FFSs have more accurate sound, visual, 
and data capabilities than level C FFSs. However, the FAA recognizes if 
a pilot meets certain experience requirements, a level C FFS can 
provide effective training and evaluation. In the SNPRM, the FAA has 
maintained the requirements in the NPRM regarding the use of level C 
and D simulators in Table 3 B (Table 3 C in the NPRM). However, the FAA 
has also permitted the use of level C FFSs in certain circumstances. 
Where a Level D FFS is indicated in Table 3B, a level C FFS may be used 
to complete the training and proficiency test if the pilot meets 
specified experience requirements. The FAA believes there are a 
sufficient number of FFSs available for use by air carriers to meet the 
proposed requirements of the SNPRM. A detailed discussion of the 
current availability of FSTDs for use in training and evaluation is 
available for review in the FAA Technical Report. See FAA Technical 
Report, sec. V.C., p, 29.
    As discussed previously, the FAA believes that in light of current 
flight simulation technology, job performance training must be 
conducted in the specified level of FFS to ensure that the pilot is 
trained and evaluated in an environment that accurately replicates the 
actual aircraft. The FAA, however, is aware that this flight simulation 
technology is rapidly changing. Therefore, the FAA requests comment on 
whether the deviation authority proposed in Sec.  121.1345(b) should be 
expanded to permit certificate holders to apply for a deviation that 
would allow them to conduct training or evaluation in other FSTDs, 
provided the certificate holder could demonstrate that training or 
evaluation in the other FSTDs would provide an equivalent level of 
safety to the training, evaluation, or qualification provided in the 
level of device as specified in the QPS.

B. Reduction in Programmed Hours and Modification of Training Program 
Based on Operation of Related Aircraft

    Current Sec.  121.405(d) and (g) allow for a reduction in 
programmed hours, subjects, and tasks based on training aids, devices, 
methods, and procedures listed in the certificate holder's curriculum 
that increase the quality and effectiveness of the teaching-learning 
process and the certificate holder's operations, and that address the 
complexity of the make, model, and series of the aircraft used. One 
tool that is used in determining whether a reduction in programmed 
hours may be appropriate for a certificate holder is outlined in AC 
120-53A, Guidance for Conducting and Use of Flight Standardization 
Board Evaluations. When requested by industry, the FAA, through the FAA 
Aircraft Evaluation Group (AEG), has undertaken an analysis of new and 
derivative aircraft and their associated systems regarding 
recommendations for training, checking, recency of experience, and 
operating experience applications. The FAA uses these analyses to 
develop consistent and practical recommendations for use in developing 
training, checking, currency, recent experience and certification 
programs for pilots of transport category aircraft. These 
recommendations are documented in Flight Standardization Board (FSB) 
reports for each aircraft and may be used by a certificate holder to 
develop its training program curriculum. The NPRM did not include these 
allowances for modification of programmed hours, subjects, and tasks, 
nor did it incorporate the guidance material in AC 120-53A.
    The FAA received two comments on this issue. Boeing and Airbus 
commented that the NPRM did not allow for modification of programmed 
hours, subjects, and tasks. They noted that the NPRM incorporated 
neither the modifications currently allowed under Sec.  121.405(d) and 
(g), nor the AEG responsibilities regarding recommendations for 
training, checking, recency of experience, and operating experience 
applications.
    The FAA recognizes that due to differences in instrumentation and 
installed equipment, the skills and knowledge required to operate two 
aircraft of the same make and model can differ. The range of 
differences between variations of a basic aircraft model may be very 
wide or very narrow, given the introduction of computerized guidance 
systems, electronic instrument displays, and two crewmember 
flightcrews. Crewmembers trained on one variant of an aircraft may 
require additional training to safely and efficiently operate other 
variants of that aircraft. In 1989, FAA established FSBs to begin 
analyzing the differences in variants of existing aircraft during 
certification. These analyses are published in a Master Differences 
Program Requirements (MDPR) document in each FSB report. The MDPR 
document contains differences and differences training requirements for 
each variation of aircraft type. An operator preparing a training 
program may review the MDPR, determine the differences between the 
aircraft, and develop a training program, subject to FAA approval, that 
addresses these differences.
    In certain circumstances, the differences between each variant may 
be so significant that additional training may be necessary. However, 
in other cases, technologies in modern aircraft systems and displays 
may allow different type certificated aircraft to have common flight 
deck and systems designs, such that minimal differences training may be 
warranted. In these situations, the FSB has recommended credits for 
similarities between aircraft, provided the necessary and critical 
levels of training, checking, currency, and recent experience are 
maintained.
    For example, the Boeing 737 family of aircraft, whose variations 
have encompassed all models from the B-737-100 to the current B-737-NG 
family, is an example of one ``type'' of aircraft having diverse 
configurations and technologies incorporated in the same type 
certificate. In this case, the FAA has established the minimum 
differences to maintain an equivalent level of safety by managing the 
training, checking, currency, and recent experience requirements across 
this fleet of aircraft. On the other hand, the FAA has determined that 
it may be appropriate to allow credit based on commonality of systems 
design and handling characteristics for the Airbus family of aircraft 
(A320/330/340/380).
    With the rapid advancement in modern technologies, both in 
manufacturing techniques and systems design and application, the 
industry has incorporated products and processes that have redefined 
the relationships between and within aircraft fleets. For example, the 
technological development of flight guidance computers has produced 
``fly-by-wire'' control laws embedded in computer software that 
increasingly determine and control the handling or flight 
characteristics of an aircraft. The use of such technology can produce 
aircraft of differing models and aerodynamic airframes, whose handling 
or flight characteristics are similar.

[[Page 29350]]

    To address these ``relationships'' among different type 
certificated aircraft, the FAA proposes adding a new definition for 
``related aircraft'' that applies specifically to flightcrew members in 
part 121, subpart BB. Related aircraft means any two or more aircraft 
of the same make for which the FAA has determined that the flight 
handling characteristics and operating systems of the aircraft are so 
similar that it may be appropriate to give credit for some of the 
training, testing, checking, recency of experience, or operating 
experience conducted in one of the aircraft for the training, testing, 
checking, recency of experience, or operating experience that would be 
required for the other aircraft. These credits must be authorized by 
the FAA.
    Based on the FAA's experience with evaluating aircraft similarities 
and dissimilarities regarding training, evaluation, and operations, the 
FAA is proposing to allow certificate holders to seek related aircraft 
designation. The process for seeking related aircraft designation is 
outlined in proposed Sec.  121.1206. Having such a designation may 
allow certificate holders to take advantage of any similarities that 
may exist between aircraft in its fleet and make modifications to their 
training programs, as set forth in Sec.  121.1215, or seek a deviation 
from the recency and qualification requirements as set forth in Sec.  
121.1230. Before a certificate holder may take advantage of the 
allowances in proposed Sec. Sec.  121.1215 and 121.1230, it must submit 
an application for related aircraft designation and obtain approval of 
that application. The application must be submitted to the Division 
Manager of the Air Transportation Division of Flight Standards Service 
through the FAA office responsible for approval of the certificate 
holder's operations specifications.
    In creating the related aircraft designation, the FAA recognizes 
that the range of differences between variations of a basic aircraft 
model may be very wide or very narrow given the introduction of 
computerized guidance systems, electronic instrument displays, and two 
crewmember flightcrews. Crewmembers trained on one variant of an 
aircraft would likely require additional training to safely and 
efficiently operate other variants of that aircraft. Consistent with 
current practice, provided a flightcrew member is able to demonstrate 
proficiency and complete the training and evaluation requirements set 
forth in the certificate holder's approved training program, the FAA 
has not established a limit on the number of aircraft type, or series 
within a type, that a flightcrew member may be qualified to serve.

 C. Require Certificated Aircraft Dispatchers for Supplemental 
Operations

    In the NPRM, the FAA proposed qualification and training program 
requirements for all aircraft dispatchers serving in domestic and flag 
operations, but was silent with regard to supplemental operations. 
Currently, Sec. Sec.  121.125 and 121.127 require certificate holders 
conducting supplemental operations to maintain a flight following 
center. Supplemental operators are not required to use certificated 
aircraft dispatchers but may use operations personnel, commonly 
referred to as flight followers. The certificate holder must be able to 
show these individuals are able to perform the function of operational 
control of the aircraft and other job functions as required. The NPRM 
did not include training requirements for these flight followers.
    Midwest and Transport Workers Union (TWU) recommended that the FAA 
require certificated aircraft dispatchers for supplemental operations 
in order to achieve one level of safety in part 121 operations. Airline 
Dispatchers Federation (ADF), TWU, Southwest TWU Local 550, and three 
individuals also suggested that the FAA include training requirements 
for flight followers in supplemental operations. The Crewmember/
Dispatcher Qualification Aviation Rulemaking Committee (ARC) \7\ 
dispatcher working group recommended eliminating the release and 
operational control rules for supplemental operations and requiring 
certificated aircraft dispatchers for all operations conducted under 
part 121. See Recommendation Document ``Elimination of Part 121 
Supplemental Release and Operational Control Rules'' Docket entry FAA-
2008-0677-049.1.
---------------------------------------------------------------------------

    \7\ The FAA established the ARC on May 3, 2004, as a forum for 
the FAA and the aviation community to discuss crewmember and 
aircraft dispatcher qualification and training.
---------------------------------------------------------------------------

    Under the current provisions, training for flight followers is 
generally stated in Sec.  119.65(d). This regulation requires that 
anyone in a position to exercise control of operations must be 
``qualified through training, experience, and expertise,'' to the 
extent of their responsibilities and have a full understanding with 
respect to the operation. The FAA notes that as of September 30, 2009, 
there were 32 supplemental operators. Of these 32 operators, 21 
operators employ only certificated aircraft dispatchers to perform 
flight following services and 8 employ some FAA certificated 
dispatchers as flight followers, Only three operators do not employ any 
FAA certificated dispatchers as flight followers. Of the 32 operators, 
31 use flight followers located in the United States. These 31 
operators employ 332 flight followers, 300 of which are certificated 
aircraft dispatchers, and 3 more who are presently in the process of 
obtaining an aircraft dispatcher certificate.
    A majority of supplemental operators already use aircraft 
dispatchers as flight followers, recognizing FAA-certificated aircraft 
dispatchers provide a higher level of safety than non-certificated 
flight followers. Because flight followers may perform the function of 
operational control for the Director of Operations without a formal 
training program, it is necessary to ensure these individuals are 
qualified and trained to perform this function. The provisions in the 
SNPRM that would require aircraft dispatchers in supplemental 
operations are consistent with other FAA initiatives that serve to 
establish a single level of safety for all commercial airlines. 
Furthermore, adding these requirements for flight followers would also 
conform to ICAO Annex 6 section 4.2.1.3 regarding training for people 
designated with operational control responsibilities.\8\
---------------------------------------------------------------------------

    \8\ ICAO Annex 6 was approved and became effective in November 
2006, after the ARC had completed its work.
---------------------------------------------------------------------------

    Accordingly, the FAA proposes in this SNPRM to require flight 
followers to be FAA-certificated aircraft dispatchers, trained and 
qualified under proposed subpart CC. This action is further supported 
by the following accident history.
    On December 28, 2001, a Boeing 747 cargo airplane operated by a 
part 121 Supplemental Operator had a tail strike on departure from 
Anchorage, Alaska. The NTSB found prior to departure that the crew 
failed to account for the weight of the additional fuel and 
inadvertently used the same performance cards that were used for the 
previous landing. The NTSB found the probable cause of the accident was 
inadequate preflight planning/preparation and failure to calculate 
aircraft weight and balance by the flight crew (NTSB Event ID 
ANC02LA008). The FAA believes this accident could have been mitigated 
if the pilots had been required to share joint responsibility with a 
certificated aircraft dispatcher involved in the preflight planning of 
this operation. Based on this analysis and in response to comments, the 
FAA proposes to amend Sec. Sec.  121.125 and 121.127 to

[[Page 29351]]

require personnel performing flight following services to meet the 
qualification and training standards set forth in subpart CC. For the 
purposes of these new requirements dispatch release and flight release 
have the same meaning.
    As a result of requiring certificated aircraft dispatchers in 
supplemental operations, the FAA recognizes that the shared 
responsibility of operational control between the PIC and the 
certificated aircraft dispatcher increases the safety of the flight. 
With this added layer of safety, the FAA believes it is appropriate to 
allow supplemental carriers to file domestic flight plans with no 
alternate airport, under the provisions of Sec.  121.619, as is 
currently allowed for part 121 domestic operations. This would result 
in a fuel savings for the supplemental operators because current 
regulations for supplemental operators require an alternate airport for 
all of their operations. Therefore, the FAA has included new Sec.  
121.536 to allow supplemental operators to comply with domestic 
alternate airport requirements in Sec.  121.619 when they meet the 
requirements of Sec. Sec.  121.125 and 121.127.

D. Establish Deviation Authority To Allow Contract Aircraft Dispatcher 
Dervices (Sec.  121.1411)

    In the NPRM, the FAA proposed a new requirement that aircraft 
dispatchers be employees of the certificate holder. The NPRM would have 
continued the current FAA policy of prohibiting the use of contract 
dispatchers. While current regulations do not address the use of 
contract dispatchers, on March 29, 1984, the FAA issued information to 
domestic and flag air carriers on ``operational responsibilities and 
use of dispatchers who are not in the employ of the certificate 
holder,'' which stated that ``to permit the dispatchers operational 
control functions and responsibilities to be fulfilled by a person who 
is not an employee of the certificate holder would, in effect, permit a 
portion of the certificate holder's operational control 
responsibilities to be fulfilled by a party other than the certificate 
holder which is contrary to Sec. Sec.  121.533(a) and 121.535(a).'' 
This policy thus prohibited the use of contract aircraft dispatchers 
based on concerns that sharing dispatch services between carriers, by 
contract or some other arrangement, clouds which carrier really 
controls the dispatchers and whether the air carrier that uses the 
dispatch services and dispatchers from the other air carrier really has 
full operational control of its flights.
    A September 1988 letter from Robert L. Goodrich, Acting Director, 
Flight Standards Service, to Marshall S. Filler, attorney for Eastern, 
also discussed the sharing or contracting of aircraft dispatchers. In 
closing, Mr. Goodrich concluded permitting contract aircraft 
dispatchers would be a change in existing policy that would necessitate 
public notice and comment. He stated further that the FAA would be 
reluctant to adopt such a radically new policy unilaterally without 
benefit of comment from interested parties.
    On November 30, 2000, the New England Deputy Regional Counsel 
restated the long standing policy against permitting contract 
dispatchers to Boston-Maine Airways (BM). See Letter to Boston-Maine 
Airways, from FAA Regional Counsel (New England) (Nov. 30, 2000) (copy 
available in the docket).
    The FAA did permit the sharing of aircraft dispatch services in 
certain limited conditions in Alaska (SFAR 80) from 1997 until March 
12, 2001. In establishing the SFAR, the FAA recognized its long-
standing policy that each certificate holder subject to Sec.  121.395 
have aircraft dispatchers that are employed exclusively by that 
certificate holder. However, small operations located in remote areas 
in Alaska had difficulty attracting qualified, certificated aircraft 
dispatchers to work and live in those areas. Accordingly, the FAA 
issued the SFAR for a 4-year period to allow these operators, upon 
authorization by the Administrator, to contract dispatch services, with 
the expectation that adequate communications facilities would become 
available in all parts of Alaska and other areas within that time. 62 
FR 13255 (Mar. 19, 1997). This SFAR was not renewed and, in fact, 
terminated on March 12, 2001.
    In addition to the exception provided for certificate holders in 
Alaska from 1997 to 2001, current certificate holders conducting 
supplemental operations are allowed to contract flight following 
services, provided the certificate holder continues to be responsible 
for operational control of each flight. See Sec.  121.125(b).
    The FAA received three comments on this issue. Jeppesen suggested 
that the employment requirement be removed because the positions of 
aircraft dispatcher, check dispatcher, and dispatch program designee 
could be filled by contract employees who could provide an equivalent 
or higher level of safety as provided by an employee of the certificate 
holder. TWU International and Southwest TWU 550 supported the 
employment requirement proposed in the NPRM.
    Upon review of the comments and further analysis, the FAA is 
retaining the employment requirement in this SNPRM. The FAA recognizes, 
however, that supplemental air carriers have been able to demonstrate 
an equivalent level of safety using contract flight following services 
as when using only employee flight followers. Based on this experience, 
the FAA believes that domestic and flag operators may also be able to 
demonstrate an equivalent level of safety by using contract dispatch 
services. Accordingly, the SNPRM proposes to allow a deviation from the 
employment requirement provided that the certificate holder can 
demonstrate that operational control is maintained. Advances in 
communications, weather analysis and dissemination, and flight tracking 
software have improved the operational control capabilities of the 
aircraft dispatcher. The consolidation of aircraft dispatchers in a 
centralized location could, under certain conditions, provide 
availability of experienced aircraft dispatcher personnel. The FAA 
reiterates that, in using contract aircraft dispatchers, certificate 
holders must maintain operational control. Accordingly, the FAA has 
included in the SNPRM deviation authority language in Sec.  121.1411 to 
allow the use of contract aircraft dispatchers.
    The proposed deviation to Sec.  121.1411 would place strict 
conditions and requirements on the certificate holder regarding the 
issuance of operations specifications that outline operational control. 
These provisions include: (1) That the certificate holder has at least 
one certificated aircraft dispatcher who is an employee of the 
certificate holder and is responsible for managing policies, 
procedures, training, and qualifications of the contract aircraft 
dispatchers; (2) that the certificate holder demonstrates an ability to 
maintain operational control and comply with all requirements of this 
part; and (3) that the Administrator may, at any time, terminate any 
grant of deviation authority that allows the use of contract dispatch 
services. Furthermore, this deviation authority is not based on the 
size of the certificate holder's operation. Rather, the certificate 
holder must demonstrate that an equivalent level of safety would be 
achieved and there would not be an adverse effect on safety as a result 
of using contract aircraft dispatchers.
    The FAA also recognizes that the proposed requirements in the SNPRM 
do not prohibit an aircraft dispatcher from engaging in dispatcher 
employment for more than one certificate holder. To ensure that 
aircraft

[[Page 29352]]

dispatchers are in compliance with the duty time limitations in part 
121, the FAA is proposing to amend Sec.  121.465(b) to place 
responsibility for compliance with duty time limitations on both the 
certificate holder and the aircraft dispatcher, consistent with the 
requirements applicable to flightcrew members. This requirement would 
become effective 120 days after publication of the final rule.
    The FAA is also amending Sec.  121.711 to extend the communication 
record requirements to include supplemental operations and clarify the 
contents of the record required for each en route radio contact between 
the certificate holder and its pilots. En route for the purposes of 
communication recording requirements commences at the time the aircraft 
has pushed back from the gate at the origin station and ends when it 
arrives at the gate at its destination. In a recent legal 
interpretation, the FAA determined that, at a minimum, the following 
information must be contained in the record to comply with the 
requirements of Sec.  121.711: The date and time of the contact; the 
flight number; aircraft registration number; approximate position of 
the aircraft during the contact; call sign; and narrative of the 
contact. See Legal Interpretation to John S. Duncan, Division Manager, 
Air Transportation Division, FAA Flight Standards Service, from Rebecca 
B. MacPherson, Assistant Chief Counsel, Regulations Division (Feb. 2, 
2010). The FAA is proposing to add these recordkeeping requirements to 
Sec.  121.711, effective 120 days from the publication of the final 
rule.

E. Clarify Training Requirements for Other Operations Personnel (Sec.  
121.1475)

    Current subpart N prescribes the requirements applicable to each 
certificate holder for establishing and maintaining a training program 
for crewmembers, aircraft dispatchers, and ``other operations 
personnel.'' 14 CFR 121.400(a). However, subpart N does not define who 
these personnel are, nor does it prescribe any actual training 
requirements for these personnel. Therefore, the FAA proposed in the 
NPRM to remove the reference to ``other operations personnel.''
    During the FAA's review of comments regarding training for flight 
followers, the FAA determined that the requirement for the training of 
other operations personnel was removed in error. Currently, certificate 
holders are required to prepare and keep current a manual that flight, 
ground operations and management personnel may use in conducting 
operations under part 121. See 14 CFR 121.133, 121.135. That manual 
must include instructions and information necessary to allow these 
personnel to perform their duties and responsibilities with a high 
degree of safety. The requirement for training of ``other operations 
personnel'' as outlined in Sec.  121.400(a) is intended to ensure these 
flight, ground operations, and management personnel receive training 
regarding their duties and responsibilities as outlined in the manual 
required under Sec. Sec.  121.133 and 121.135. To ensure these 
personnel continue to receive training regarding their safety-related 
responsibilities and duties as specified in the manual, the FAA has 
revised proposed Sec. Sec.  121.1401 and 121.1403 and added Sec.  
121.1475 to include training for ground operations and management 
personnel. The FAA currently tracks this training under the Air 
Transportation Oversight System (ATOS) and has determined that it is 
not necessary to establish specific training program requirements for 
these individuals other than requiring training on their safety-related 
duties and responsibilities as outlined in the certificate holder's 
manual. Approval of this training is not required, but the training 
must be acceptable to the Administrator.

F. Requalification for Crewmembers and Aircraft Dispatchers

    The current provisions in subparts N, O, and P do not specifically 
identify how a crewmember or aircraft dispatcher becomes unqualified or 
how the crewmember can become requalified. Many air carriers have 
modified their training programs under Sec.  121.401 to include a 
requalification curriculum, based on existing guidance in FAA Order 
8900.1. See FAA Order 8900.1, Vol. 3, Ch. 19, Sect. 11, para. 3-1361-
1369 (flightcrew members); FAA Order 8900.1, Vol. 3, Ch. 23, Sect. 1, 
para. 3-1727-1729 (flight attendants); FAA Order 8900.1, Vol. 3, Ch. 
22, Sect. 5, para. 3-1701 (aircraft dispatchers). Without this 
curriculum, crewmembers and dispatchers who did not complete recurrent 
training within the required timeframe would be required to complete 
initial academic and job performance training in order to become 
requalified. In the NPRM, the FAA proposed to codify existing guidance 
material in FAA Order 8900.1 that permits certificate holders to 
develop requalification curriculums for crewmembers and aircraft 
dispatchers. The requalification phases were based on the number of 
months the person had been unqualified and the number of months since 
the person last served in a crewmember duty position for the aircraft 
type.
1. Flightcrew Member Requalification (Sec.  121.1239)
    In the NPRM, the FAA did not propose to establish minimum 
programmed hours for requalification for flightcrew members. Rather, 
the FAA proposed that these hours would be determined by the 
Administrator. In the SNPRM, the FAA has revised the requalification 
requirements to clarify the phases of requalification and establish 
minimum and baseline programmed hours for each phase of 
requalification. Under the proposed requirements, phase I 
requalification is triggered if it has been less than 9 months since 
the end of the flightcrew member's base month; phase II requalification 
is triggered if it has been 9 months or more, but less than 27 months 
since the end of the person's base month; and phase III requalification 
is triggered if it has been 27 months or more since the end of the 
person's base month. The phases require increasing training 
requirements depending on the amount of time the crewmember has been 
unqualified. The programmed hours for phase I requirements are based on 
recurrent requirements; phase II programmed hour requirements are based 
on conversion requirements; and phase III programmed hour requirements 
are based on transition requirements.\9\ The phase III requalification 
requirements are the most extensive because the amount of time that the 
person has been unqualified is relatively long, and the flightcrew 
member has lost more proficiency.
---------------------------------------------------------------------------

    \9\ Conversion is a curriculum category used to qualify a 
flightcrew member when that person has qualified and served in that 
crewmember position on the same aircraft type for another 
certificate holder conducting operations under this part. Transition 
is a curriculum category used to qualify a flightcrew member when 
that person has qualified and served in that crewmember position on 
another aircraft in the same group.
---------------------------------------------------------------------------

    In determining the appropriate phases and minimum programmed hours 
for requalification, the FAA reviewed existing requalification programs 
for 22 non-AQP air carriers. These requalification programs provided a 
wide range of phases for requalification based on the time for which 
pilots had been unqualified. These phases varied from less than 3 
months to more than 60 months. Some airlines had only two phases of 
requalification while others had as many as seven phases. The various 
phases generally settled into the following four ranges: 0-12 months; 
12-36 months; 36-60 months; and more than 60 months. These four 
divisions also had a wide variety of approved academic training hours 
and job

[[Page 29353]]

performance training hours assigned to regain qualification. These 
approved time requirements ranged from 4 hours of academic training and 
2 hours of flight training, to completion of initial training with 
respect to equipment qualification (120 hours of academic training and 
6 to 10 simulator sessions of job performance training.) See FAA 
Technical Report, appendix F.
    Based on the wide variance in current requalification programs as 
evidenced in appendix F in the FAA Technical Report, the FAA has 
determined that it is necessary to establish a uniform standard for 
requalification programs. In order to reduce administrative burden and 
not require additional development of content for requalification, the 
FAA proposes requiring that flightcrew members who enter phase I 
requalification complete the recurrent academic and job performance 
training and evaluation to become qualified. For flightcrew members 
entering phase II requalification, flightcrew members would be required 
to complete the academic and job performance training and evaluation 
for conversion to become qualified; and flightcrew members entering 
phase III requalification would be required to complete the academic 
and job performance training and evaluation requirements for transition 
to become qualified. Thus, the minimum programmed hours for the phases 
of requalification in Table 1A mirror the minimum programmed hours for 
these curriculum categories. These phases and hours reflect an 
appropriate graduated increase in training and evaluation based on the 
amount of time the flightcrew member has been unqualified. To ensure 
standardization, the FAA also removed language in Sec.  121.1239 
stating that the Administrator would determine programmed hours and 
revised Table 1A of the QPS documents to provide these specific 
programmed hours.
    In addition, ATA, American, and Southwest suggested that the 
certificate holder should control scheduling the beginning date for 
requalification training. They stated that there might be some 
circumstances, beyond the control of the certificate holder, which may 
result in training not being completed within the 9-month time frame. 
In such cases, the commenters asserted that as long as the training 
occurs within the 30-day window, continuity of training would be 
maintained. Commenters also stated that any time requalification 
training is conducted, the flightcrew member's base month should be 
changed to align with current industry practice.
    The FAA wants to ensure consistency regarding the requalification 
training requirements based on the length of time a flightcrew member 
has been unqualified. The standardized time frames for triggering the 
three phases of requalification would ensure this consistency in 
application. In the SNPRM the FAA has maintained the time frames for 
completion of training, as proposed in the NPRM. Regardless of whether 
a person has begun requalification training, the person remains 
unqualified until the training and evaluation is complete. The longer a 
person has been unqualified, the more rigorous the requirements are to 
become requalified.
    Continental and United believe ``Core Conversion'' in phase II 
requalification is in conflict with Tables 2A and 3A, which states 
``Full Conversion.'' In the SNPRM, the FAA removed core conversion and 
full conversion from the proposal. To provide clarity, the 
requalification requirements in Sec.  121.1239 refer only to 
requalification curriculum category and reference the requalification 
curriculum as established in the flightcrew member QPS.
2. Flight Attendant Requalification (Sec.  121.1309)
    Similar to flightcrew members, the current regulations for flight 
attendants do not address how a flight attendant becomes unqualified or 
how an unqualified flight attendant can become requalified. In the 
NPRM, the FAA identified how a flight attendant becomes unqualified and 
proposed a process for requalification. As with the proposed flightcrew 
member requirements, the requalification phases were based on the 
number of months the person has been unqualified. Despite the lack of 
regulatory requirements in the current rules, however, many air 
carriers have developed requalification curriculums as part of their 
FAA-approved training programs. These curriculums were based on FAA 
advisory material regarding flight attendant requalification. See FAA 
Order 8900.1, Vol. 3, Ch. 23, Sec. 1, para. 3-1727, 1728 (Sept. 17, 
2009).
    The FAA reviewed the FAA-approved flight attendant training 
programs for 39 part 121 airlines, employing 82,673 flight attendants, 
to determine the appropriate phases and training and evaluation 
required for requalification. Of the 39 training programs reviewed, 37 
had approved Requalification Training programs for flight attendants 
and two did not. Similar to the flightcrew member requalification 
programs, there was a wide variance in the phases of requalification 
and content of requalification. See FAA Technical Report, appendix D. 
However, the FAA found that generally the current approved programs, in 
both programmed hours and curriculum content, were very similar to 
proposed requirements for phase I requalification. There was more 
variance regarding curriculum content and the number of programmed 
hours for requalification requirements for flight attendants who had 
been unqualified for over 24 months. Based on the wide variance in 
current requalification programs as evidenced in appendix D in the FAA 
Technical Report, the FAA has determined that it is necessary to 
establish a uniform standard for requalification programs and has based 
the proposed requirements on the FAA guidance in Order 8900.1, Vol. 3, 
Ch.23, Sec.1, para. 3-1727, 1728 (Sept. 17, 2009). Thus, proposed Sec.  
121.1309 establishes that to be requalified, the flight attendant must 
meet either the requirements for basic qualification or requalification 
based on the amount of time the person has been unqualified.
    The FAA received several comments regarding the requirement in 
phase I and phase II requalification that flight attendants complete 
all missed training, including all study materials and evaluations from 
the previous recurrent flight attendant training cycle(s) which were 
still applicable but were not included in the current recurrent flight 
attendant training cycle. Commenters expressed concerns that such a 
requirement to maintain past training programs was burdensome and 
unnecessary and limited the carrier's flexibility to determine the most 
efficient manner to provide flight attendant training on tasks, 
policies, and procedures that were missed in previous training cycles. 
One commenter stated that air carriers would have to re-create previous 
years' recurrent training for each returning flight attendant, keeping 
track of and maintaining every lesson plan, training aid, presentation 
and computer-based training course offered during the time the flight 
attendant was not able to accomplish recurrent training.
    To simplify the requalification requirements, the FAA is combining 
previously proposed phase I and phase II into phase I requalification 
and redesignating phase III as phase II requalification. In addition, 
in the SNPRM, the FAA is retaining the requirement for a flight 
attendant to complete all missed training but is removing the 
requirement to include all missed study materials and evaluations

[[Page 29354]]

from the previous recurrent flight attendant training cycle(s). 
Recurrent training tasks are based on new hire, initial, and emergency 
curriculum category task requirements. Because of the large number of 
tasks, in the NPRM and SNPRM, the FAA has required air carriers to 
train and evaluate flight attendants on all tasks at least once during 
three consecutive recurrent training cycles. To ensure that flight 
attendants in phase I requalification receive the necessary information 
from the missed recurrent training cycle(s), which may have included 
emphasis on different tasks, the FAA is proposing to require that a 
flight attendant receive training on all tasks that were included in 
the missed recurrent training cycle(s). In addition, the certificate 
holder would be required to provide training on all new policies, 
procedures, and security requirements applicable to flight attendant 
duties that have been implemented since the last time the flight 
attendant completed recurrent training. Additionally, in phase I 
requalification, a flight attendant must complete a knowledge test on 
all new hire, initial, and emergency curriculum category tasks.
    The FAA did not intend to create an undue administrative burden by 
requiring an air carrier to retain old training and evaluation 
documents. Therefore, in the SNPRM the FAA has removed the requirement 
that the certificate holder must include all study materials and 
evaluations from the previous recurrent training cycle. The FAA 
believes this change will still ensure that flight attendants receive 
the training content that they missed, while reducing the 
administrative burden.
    American Eagle and RAA expressed concern that the Administrator has 
the ability to determine the programmed hours for requalification. They 
contend that, without guidelines to the air carrier and Certificate 
Management Offices, this provision could lead to non-standardization 
and a competitive disadvantage for some carriers.
    In the NPRM and the SNPRM, for different phases of flight attendant 
requalification, the FAA proposed requiring completion of certain 
curriculum categories that have baseline and minimum program hours. For 
example, in the SNPRM, for phase I requalification, the flight 
attendant must complete the current recurrent cycle and also complete 
required information or tasks from the last recurrent cycle that are 
not included in the current recurrent cycle. Therefore, the required 
hours for phase I requalification are based on recurrent curriculum 
category programmed hours plus the time necessary to complete training 
content that was not contained in the current recurrent training cycle. 
The requirements for phase II requalification are based on the 
curriculum requirements for new hire, initial, emergency, and 
differences curriculum categories. Upon review, the FAA believes that 
establishing a standard curriculum is appropriate for phase II 
requalification. However, due to operational differences, the time 
necessary to complete the training would vary. Therefore, the FAA has 
revised Sec.  121.1309 of the SNPRM to remove the requirement for 
minimum programmed hours that was proposed in the NPRM.
    American Eagle stated that, within the industry, a corporation may 
hold several certificates in which there is a combined flight attendant 
seniority list that allows flight attendants to transfer between 
certificates. It contends that compliance with requalification 
requirements for multiple air carriers would require additional, 
expensive automation that is not accounted for in the cost benefit 
analysis. It commented that the proposed rule's impact on the carrier 
is significant in the area of increases in wages for training and 
associated costs for hotel and per diem allowances.
    Regardless of whether there is a merged seniority list, under the 
current rule, NPRM, and SNPRM, flight attendants must meet the training 
and qualification requirements for each certificate holder for which 
they serve as a flight attendant. The proposal in the NPRM and SNPRM 
merely establishes the records that need to be maintained; it does not 
specify the type of recordkeeping system that must be used. Therefore, 
an air carrier may determine the complexity of its recordkeeping 
system. In addition, the FAA has addressed the cost of flight attendant 
training, including hotels and per diem allowances, in the regulatory 
evaluation, which is available in the docket.
    American Eagle and RAA sought clarification regarding the 
requirement to change a base month and contended that the software that 
is currently used at many air carriers would require extensive change 
to accommodate the requalification requirements. The FAA notes that the 
proposed requirements in the SNPRM do not prohibit the adjustment of 
the flight attendant's base month in both phase I and phase II 
requalification. If an air carrier decides to adjust the base month, 
the FAA believes that the training requirements for phase I and II 
requalification would ensure that the flight attendant remains trained 
and qualified.
    Continental stated that, for the proposed requalification 
requirements, carriers ultimately would be forced to have additional 
staff on hand to recreate and facilitate the proposed crew or combined 
exercises for classes as small as a single student. There is nothing in 
the proposed rule that requires air carriers to conduct a certain task 
as a group exercise. The FAA notes that, under the proposed 
requirements in the SNPRM, the tasks identified in the QPS requirements 
as ``G'' may be conducted as either an individual or a group exercise; 
however, those identified as ``I'' must be conducted on an individual 
basis.
    ATA questioned what data supports requiring Basic Qualification 
Training, including 5 hours of operating experience on at least one 
aircraft type (AOE) after being unqualified for more than 24 months. In 
addition, the Association of Professional Flight Attendants (APFA) 
believes check flight attendants should be used only for new hire 
flight attendant training and not to perform check flight attendant 
duties for experienced flight attendants who are accomplishing 
requalification training.
    The FAA believes that after an extended absence from line 
operations, flight attendants need an opportunity to consolidate re-
acquired knowledge and skills. The FAA recognizes, however, that there 
may be alternative methods of accomplishing this without requiring AOE. 
In the SNPRM, the FAA is removing the AOE requirement for phase II 
requalification and is proposing to allow flight attendants for the 
first two operating cycles after completing phase II requalification to 
serve either as a required flight attendant under the supervision of a 
check flight attendant or as a non-required flight attendant.
3. Aircraft Dispatcher Requalification (Sec.  121.1419)
    Current rules are also silent on how dispatchers who have failed to 
maintain their qualification may become requalified. It is current FAA 
policy that, in order to requalify, a person must retake the recurrent 
training, tests, or checks that were missed and, in some cases, receive 
additional training or evaluation to become requalified as a 
certificated aircraft dispatcher. See FAA Order 8900.1, Vol. 3, Ch. 22, 
Sect. 5, para 3-1708.
    In the NPRM, the FAA proposed to establish five phases of 
requalification for aircraft dispatchers who have become unqualified by 
failing to complete recurrent training and evaluation requirements, 
including the proficiency checks required by proposed Sec.  
121.1413(a)(2). Midwest

[[Page 29355]]

commented that having five different levels of requalification is 
excessive and creates undue administrative burdens. It requested that 
the FAA combine phase I and phase II requalification to cover 0 to 12 
months. It also recommended that, due to the rapidly changing nature of 
the industry, the FAA require phase V requalification for all 
dispatchers who have been unqualified for 24 months. RAA also commented 
that creating five phases of requalification training is impracticable. 
It recommended that requalification should be focused on a training-to-
proficiency concept. UPS requested clarification on the timeline for 
phase I and phase II requalification.
    In developing the requalification requirements for the SNPRM, the 
FAA reviewed existing guidance material as well as the FAA-approved 
aircraft dispatcher training programs for 23 part 121 airlines, to 
determine the appropriate phases and training and evaluation required 
for requalification. All 23 air carriers had approved requalification 
training programs for aircraft dispatchers. Similar to the flightcrew 
member and flight attendant requalification programs, there was a wide 
variance in the phases of requalification and content of 
requalification. See FAA Technical Report, appendix E. However, the FAA 
found that generally the current approved programs, in both programmed 
hours and curriculum content, were very similar to proposed 
requirements for phase I requalification. There was more variance 
regarding curriculum content and the number of programmed hours for 
requalification requirements for aircraft dispatchers who had been 
unqualified for over 12 months. Accordingly, the FAA has determined 
that a uniform standard for aircraft dispatcher requalification is 
necessary and has based the proposed requirements on the FAA guidance 
in Order 8900.1, Vol. 3, Ch. 22, Sect. 5, para 3-1708.
    In the SNPRM, the FAA is proposing to establish three levels of 
requalification instead of the five phases proposed in the NPRM. In 
merging the five phases into three, the FAA simplified the 
administrative burden without reducing the amount of training proposed 
in the NPRM. For example, in the NPRM, phase I requalification required 
certain training if the aircraft dispatcher was unqualified for less 
than 6 months. Phase II requalification required more training if the 
aircraft dispatcher was unqualified for at least 6 months but less than 
12 months.
    In the SNPRM, the FAA is proposing to merge phase I and II 
requalification into phase I requalification for aircraft dispatchers 
who have been unqualified for less than 12 months, redesignate phase 
III requalification as phase II requalification for aircraft 
dispatchers who have been unqualified at least 12 months, but less than 
24 months, and merge phase IV and V requalification into phase III 
requalification for aircraft dispatchers who have been unqualified for 
24 months or more. The training required for phase I in the SNPRM is 
equivalent to what would have been required for phase II in the NPRM, 
and the training required for phase III in the SNPRM is equivalent to 
what would have been required for phase V. Therefore, there is no 
decrease in the training required to return a dispatcher to 
proficiency.
    Midwest commented, in regard to the requirement that a student in 
phase V requalification must complete the assigned materials within 60 
days, that there would be times when a student may require additional 
time to complete the assigned materials. Midwest requested that the FAA 
remove the 60-day limit and instead establish an appropriate number of 
days to complete requalification requirements in each phase of 
requalification.
    In the SNPRM, the time limit for completing new phase III (phase V 
in the NPRM) has been extended under the SNPRM to 120 days, consistent 
with the time limit for initial training and evaluation for new 
aircraft dispatchers. This provision will provide the flexibility 
requested by commenters while maintaining an adequate requalification 
requirement for an aircraft dispatcher when 24 months or more have 
elapsed since the end of the aircraft dispatcher's base month for 
recurrent training.
    American commented that the requalification training requirement 
does not address under which date for requalification the dispatcher 
necessarily falls. It asked whether the time required to complete 
requalification is included in the ``unqualified'' time.
    Regardless of whether a person has begun requalification training, 
the person remains unqualified until the training and evaluation is 
completed. The longer a person has been unqualified, the more rigorous 
the requirements are to become requalified. The amount of time required 
to complete the training and evaluation is included in the 
``unqualified'' time, and the air carrier must take this into account 
when determining what phase of requalification is required.

IV. General Issues for Crewmembers and Aircraft Dispatchers

A. Training Program: Approval and Amendment Process (Sec. Sec.  
121.1337 and 121.1437)

    Under current regulations, requirements for training program 
amendment and approval are found in Sec. Sec.  121.401, 121.402, and 
121.405(a)-(e). In the NPRM, the FAA based the proposed amendment and 
approval process language on current requirements and added more 
specific requirements regarding necessary documentation, approval of a 
new curriculum category (special training and evaluation), information 
regarding instructors, and FAA review of amendments to the training 
program in proposed Sec. Sec.  121.1337 and 121.1437.
    Continental, Midwest, ATA, United, FedEx, Southwest, American, UPS, 
and RAA commented that the voluminous submission of documents required 
for a minor revision is burdensome, redundant, and unnecessary. 
Commenters stated that it should not be required in every submission of 
a request for approval of curriculum changes. Commenters also requested 
that a timeframe for FAA approval after a training program or training 
program revision is submitted be included in the requirements.
    The intent of the proposed requirements was not to have certificate 
holders resubmit redundant paperwork for approval of revisions to an 
already approved training program. In the SNPRM, the FAA has proposed 
adding a paragraph to Sec. Sec.  121.1337 and 121.1437 to clarify that 
certificate holders are required to submit only the documents necessary 
to allow the FAA to review and evaluate the requested revision to an 
approved training program. In addition, the FAA believes that, in light 
of the fact that the proposed requirement must accommodate revisions of 
different sizes and complexity, it is inappropriate to set forth a 
timeframe for FAA approval.
    ATA commented that the allowance to have submission of paperwork 
required under these provisions ``in a form acceptable to the 
Administrator'' allows for subjective interpretations of the 
regulation. The FAA recognizes that the proposed requirement needs to 
provide certificate holders with the flexibility to submit training 
program materials via different types of media. However, it is also 
necessary for certificate holders to submit training program materials 
via a type of media that allows the FAA to effectively evaluate and 
approve submissions. This provision was proposed in the NPRM

[[Page 29356]]

and is retained in the SNPRM to be able to achieve those two 
objectives.
    ATA, Southwest, and UPS commented that initial and final FAA 
approval of a training program is unnecessary. They stated that if any 
portion of an approved training program is shown to be ineffective 
through analysis of collected data, the Administrator may request 
revisions to that portion of the training program. Southwest commented 
that, if a proposed training program or revision meets the regulatory 
requirements, it should be considered approved.
    The FAA agrees that any program that meets the regulatory 
requirements should be approved. FAA review, evaluation, initial 
approval, additional evaluation, and final approval of a training 
program are the appropriate way to make the determination that a 
training program meets the regulatory requirements. Therefore, in the 
SNPRM, the FAA is retaining the language that requires initial and 
final FAA approval of a training program.
    Midwest, ATA, United, FedEx, Southwest, American, and UPS commented 
that resource management of instructors and evaluators is the 
responsibility of the certificate holder and that submission of this 
ever-changing data as part of the approval of the training program is 
overly burdensome. Commenters requested that the FAA remove Sec.  
121.1337(a)(3) and (4) from the proposed requirement. They also stated 
that submission of crew operating manuals and the general operations 
manual required in Sec.  121.1337(a)(10) and (11) is redundant because 
the certificate holding district office already has a copy of those 
manuals.
    The proposed requirements to submit the number of instructor and 
evaluators as well as a copy of crewmember manuals that are already in 
the possession of the certificate holding district office are not 
necessary. Therefore, the FAA has removed these requirements from 
Sec. Sec.  121.1337 and 121.1437.
    Southwest, ATA, and UPS commented that a statement that training 
would be administered by persons other than the certificate holder 
should be required only if there are plans to use non-employees for 
instruction, as opposed to the proposed requirement to report whether 
non-employees would be used for instruction. As proposed in the NPRM, 
the requirement is administratively burdensome. In the SNPRM, the FAA 
has amended the requirement to state that the certificate holder must 
only indicate if they use non-employees for instruction and has revised 
the proposed language in Sec. Sec.  121.1337(a)(7) and 121.1437(a)(5).
    FedEx, ATA, Midwest, and American commented on several proposed 
requirements for the special curriculum category in Sec.  121.1337. 
Midwest made similar comments regarding the proposed requirements for 
the special curriculum category in Sec.  121.1437. Commenters stated 
that depending on the duration of the circumstances, special training 
and evaluation may not need to be integrated into the approved training 
program. They contend that the proposed language did not address this 
situation. Midwest commented that there are times when training is for 
short-lived events and continued training would not be warranted. It 
requested that the FAA change the wording to establish that special 
training may be integrated into the approved training program if 
appropriate. Commenters also stated that the POI should not determine 
the proposed training hours but should only evaluate the number of 
program hours submitted by the certificate holder for each special 
curriculum category. They contend that the POI is not in the business 
of developing training but is instead tasked with overseeing and 
approving training developed by the certificate holder.
    The FAA recognizes that in some cases, training may be for short-
lived events and continued training would not be warranted. In the 
SNPRM the FAA has amended the language to add ``if appropriate.'' In 
addition, the FAA has determined that it is appropriate for the 
certificate holder to develop the number of programmed hours for each 
special curriculum category. Under Sec.  121.1337, the FAA has proposed 
that the certificate holder would be required to submit its proposed 
programmed hours to the POI for review. The POI would then determine 
whether the number of programmed hours submitted by the certificate 
holder for each special curriculum category are sufficient.
    Midwest, Southwest, American, FedEx, UPS, and ATA generally 
commented that the appeal process for required revisions to FAA 
approved training programs should be amended to require a full record 
of decisions. They also commented that the initial appeal of a training 
program amendment should be handled by the certificate holding district 
office and that the next level of review should be accomplished by the 
Administrator.
    The Administrator has an obligation to request necessary revisions 
to ensure that crewmembers and aircraft dispatchers are being 
appropriately trained. As with other regulations that permit the 
exercise of discretion, a certificate holder has the opportunity to 
appeal certain decisions through the consistency and standardization 
initiative (CSI). The CSI process allows for multiple stages of review 
within the FAA's Aviation Safety organization. In this process, the 
certificate holder is provided with a similar process to that 
requested, with the exception of the commenters' request to bypass 
Flight Standards Service. The FAA believes that review by the Director 
of the Flight Standards Service is essential because it represents the 
final technical determination before a stakeholder may appeal to the 
Associate Administrator for Aviation Safety. The CSI process allows for 
multiple stages of review within the FAA's Aviation Safety organization 
(AVS). At each level, and between levels, the review progresses through 
increasingly higher levels of management. When an AVS action is 
questioned or disputed, decision-makers at every level of AVS 
management are expected to thoroughly review the matter and be 
accountable for the answers provided. More information about this 
process is available at http://www.faa.gov/about/office_org/headquarters_offices/avs/consistency_standardization. In the SNPRM, 
the FAA has retained the language as originally proposed in the NPRM.
    Southwest commented that it was inappropriate for the FAA to 
require an amendment to an approved training program for a security 
reason. They stated that security requirements are not determined by 
the FAA.
    Many Transportation Security Administration security requirements 
affect a certificate holder's operational procedures. It is 
appropriate, therefore, to include both safety and security as a basis 
for necessary revisions to approved training programs. The FAA is 
retaining this proposed language in the SNPRM.
    UPS, American Eagle, RAA, ATA, and Southwest recommended that 
criteria for considering revisions to a certificate holder's training 
program be withdrawn from Sec.  121.1337 and Sec.  121.1437 because 
such factors as ``experience level of the student population'' would 
create a bias against smaller certificate holders.
    The factors in Sec. Sec.  121.1337(g) and 121.1437(g) do not 
correlate in any way to the size of the certificate holder. For 
example, the experience level of the student population could apply to 
a small operator that is introducing turbo-jet aircraft to their 
operation or a very large operator that is moving for the first time to 
international or over-water

[[Page 29357]]

operations. In addition, the NPRM and the SNPRM revise the current 
requirements to clarify and update the basis on which the Administrator 
decides to approve or deny revisions to a training program. All of 
these factors are appropriate for FAA consideration when evaluating or 
requiring training program revisions. Therefore, in the SNPRM, the FAA 
has retained the language as proposed.

B. Crewmember and Aircraft Dispatcher Manuals and Manual Procedures 
(Sec. Sec.  121.133, 121.134, 121.135, and 121.540)

    Currently, except for certain portions of flightcrew operating 
manuals, manuals are ``accepted'' by the FAA. Manual content 
requirements are broad and there is no specific language that addresses 
crewmember and aircraft dispatcher responsibility for manual contents. 
To address this issue, the FAA proposed revising Sec.  121.133 (Sec.  
121.134 as proposed in the SNPRM) to require crewmember or aircraft 
dispatcher manuals, as well as any changes, to be approved by the 
Administrator. The FAA also proposed to require in Sec.  121.540 that 
each crewmember perform the respective job function in accordance with 
the information, instructions, duties, and responsibilities contained 
in the manual required by Sec.  121.134. Conforming changes were 
proposed for Sec.  121.136 (Sec.  121.135 as proposed in the NPRM), to 
require consistency between training curriculums and manual procedures.
    American Eagle, Southwest, and ATA opposed the proposed requirement 
for FAA approval of flight attendant manuals and stated that the FAA 
failed to provide data or adequate justification to require all 
revisions to flight attendant manuals to be approved by the FAA. 
American Eagle and ATA further stated that there is no correlation 
between (1) approved manuals and training performance, or (2) the way 
an air carrier communicates its policies and procedures in flight 
attendant manuals and the outcome of an accident. American Eagle, 
Southwest and ATA also stated that changes in flight attendant manuals 
often have a direct impact on the safety of the operation and require 
timely communication to their flight attendants, which would be 
affected by a lengthy FAA approval process for every revision to the 
flight attendant manual. American Eagle, Southwest, United, RAA and ATA 
generally commented that the proposed requirement for crewmember and 
aircraft dispatcher manual approval also would result in redundant and 
burdensome administrative requirements while unnecessarily extending 
the time required to write, publish and distribute critical changes in 
safety policies or procedures, severely restrict an air carrier's 
ability to make timely changes to their programs, and significantly 
impact the workload of the FAA.
    The FAA agrees that changes in flight attendant manuals have a 
direct impact on the safety of the operation. The FAA disagrees that 
there is no correlation between (1) flight attendant manuals and 
training performance, or (2) the way an air carrier communicates its 
policies and procedures in flight attendant manuals and the outcome of 
an accident. The NTSB also has recognized the importance of the 
development and availability of standardized procedures for flight 
attendants. As stated in NTSB Report, ``Flight Attendant Training and 
Performance During Emergency Situations'' ``although flight attendants 
provide[d] valuable assistance to passengers during emergency 
situations, they did not always follow their air carrier's approved 
emergency procedures or perform their duties in accordance with their 
training * * *. There are many examples of flight attendants who have 
performed extremely well, even heroically, during life-threatening 
emergencies and who were responsible for preventing and/or minimizing 
injuries to passengers. Nonetheless, there have been many examples of 
flight attendants who lacked knowledge about emergency equipment and 
procedures, or who acted otherwise contrary to training.'' NTSB Special 
Investigation Report 92/02, p. 35 (adopted June 9, 1992). In light of 
the need to have standard operating procedures, the FAA has retained 
the approval requirement in the SNPRM.
    Furthermore, the FAA does not anticipate any significant increase 
in administrative burden or delay by requiring FAA approval of manuals. 
The process by which a certificate holder revises a manual would not 
change. The FAA approval of other safety critical information is now 
currently required for revisions to the Airplane Flight Manual. The FAA 
is not aware of any delays caused by this approval process. The FAA 
expects that similar approval timeframes would apply to the proposed 
requirements. The FAA also does not anticipate any increase in workload 
for aviation safety inspectors to approve manual content because 
aviation safety inspectors currently spend the same amount of time and 
vigilance reviewing crewmember and aircraft dispatcher manual contents 
for acceptance.
    ATA, RAA, United, UPS, Continental, American, Alaska, Midwest, TWU, 
AFA, and several individuals opposed the implementation of Sec.  
121.540, Manual Procedures Requirements, as proposed in the NPRM. They 
all found the language to be too broad and overreaching to the extent 
that FAA enforcement would extend to the level of detailed procedures 
found in crewmember and aircraft dispatcher manuals. Many commenters 
also found the inclusion of crewmember responsibility for 
``information'' in the proposed requirements to be superfluous and 
vague. Midwest, American, FedEx, United, UPS, and ATA proposed 
alternate language to clarify airline and crewmember responsibilities 
regarding safety-related job functions.
    The FAA agrees that the scope of tasks and procedures proposed in 
the NPRM was overly broad and the inclusion of ``information'' in the 
proposed language was too vague. In the SNPRM, the FAA is proposing to 
limit those tasks and procedures for both manual approval and 
crewmember responsibility to ``safety-related duties and tasks that 
satisfy regulatory requirements.''
    ATA, American, Midwest, FedEx, and UPS stated that training 
regulations should not include a requirement for compliance with the 
flightcrew member operating manual. The commenters stated that there 
may be times when a pilot is instructed to behave in a manner that may 
conflict with what is specified in the Flightcrew Member Operating 
Manual (FCOM) in order to complete a training objective (such as 
incapacitated pilot, get into upset event, and check pilot training).
    The FAA notes that Sec.  121.540 requires that each crewmember must 
perform the safety-related duties and tasks that satisfy regulatory 
requirements contained in the manual that would be required by Sec.  
121.134, and each certificate holder must ensure that each crewmember 
is trained and checked in the respective safety-related duties and 
responsibilities contained in the manual that would be required by 
Sec.  121.134. Training and operational effectiveness are enhanced when 
operational procedures and crewmember duties are thoroughly and 
accurately defined. Accordingly, the FAA has retained the requirement 
for compliance with the crewmember and aircraft dispatcher operating 
manuals.

C. Distance Learning

    Current rules are silent on the use of distance learning to satisfy 
training and qualification requirements under part

[[Page 29358]]

121. The FAA has defined distance learning in guidance as ``learning 
that is accomplished by any training method not including an instructor 
and a gathering of trainees co-located in a traditional classroom'' and 
has provided guidance on the appropriate use of distance learning in 
FAA Order 8900.1. See FAA Order 8900.1, Vol. 3, Ch. 19, Sec. 5, para. 
3-1208 (Sept. 13, 2007) (flightcrew members); FAA Order 8900.1, Vol. 3, 
Ch. 23, Sec. 5, para. 3-1833 (Sept. 13, 2007) (flight attendants); FAA 
Order 8900.1, Vol. 3, Ch. 22, Sec. 3, para. 3-1661 (Sept. 13, 2007) 
(aircraft dispatchers).
    In the SNPRM, the FAA proposes to codify the guidance material in 
FAA Order 8900 regarding distance learning. The guidance material for 
flightcrew members allows academic training and evaluation to be 
conducted 100 percent via distance learning, while the current guidance 
for aircraft dispatchers and flight attendants allows as much as 50 
percent of academic training and evaluation to be conducted via 
distance learning. For aircraft dispatchers, in accordance with 
existing guidance, the FAA may approve distance learning in excess of 
50 percent if the certificate holder can establish the effectiveness of 
the distance learning. For flight attendants, the SNPRM does not 
explicitly include a 50 percent limitation on distance learning. 
However, the FAA has established limits in the SNPRM that are similar 
to the 50 percent limit in current guidance by requiring defined 
programmed hours for job performance training, which may not be 
accomplished by distance learning.
    American Eagle and RAA recommended that the proposal be rewritten 
to include a precise definition of distance learning. The FAA defines 
distance learning in FAA Order 8900.1. The FAA did not define distance 
learning in the regulations so as not to limit innovation in training 
outside the traditional classroom.
    In Sec.  121.1335 of the NPRM and SNPRM, the FAA proposed to 
require specific approval for instruction in a training environment 
other than a classroom for all crewmembers and aircraft dispatchers. 
The proposal allows certificate holders to conduct training outside a 
traditional classroom setting. However, because such training 
encompasses many different learning environments, technologies, and 
instructional methods, the FAA has proposed to require that training 
conducted in an environment other than a classroom, such as training 
accomplished by distance learning, be specifically approved in order to 
ensure that the training would provide the students with the knowledge 
and cognitive skills to perform their required duties. However, because 
this requirement is already captured in Sec.  121.1331, the FAA is 
removing this section in the SNPRM.
    ATA, RAA, American, FedEx, UPS, Atlas Air, Inc, Southwest, and 
Midwest were concerned that the proposed requirement that recurrent 
training and evaluation begin and end within the eligibility period 
would not allow for the use of year-round distance learning. In the 
SNPRM, the FAA has removed the requirement that academic training begin 
and end within the eligibility period. This would allow air carriers to 
incorporate distance learning into their instructional design as long 
as the training and evaluation are completed by the end of the 
eligibility period. This change is necessary to accommodate year-round 
distance learning, which can be an effective training delivery method.
    In regard to the 50% limit on distance learning for aircraft 
dispatchers, Midwest commented that the FAA is in effect limiting 
certificate holders to old and ineffective methods of training by 
placing an artificially generated limit on distance learning for 
aircraft dispatcher training. It contends that this limitation would be 
a step backwards regarding training programs. An individual commented 
that, for recurrent training, air carriers should determine what 
percent of a topic, if any, may be covered though distance learning and 
airlines should use a set timeframe for the distance training to be 
completed. Several commenters asked that the limitation on distance 
learning be withdrawn because it is not supported by any studies or 
documentation and is contrary to the ARC recommendations. On the other 
hand, TWU commented that distance learning is unnecessary for aircraft 
dispatchers who normally live and work where they are based. It stated 
that although there is no distance learning requirement for aircraft 
dispatchers, such instruction could become an unnecessary safety 
loophole.
    RAA commented that each of the instruction areas for which distance 
learning is prohibited contains a knowledge element that is appropriate 
for distance learning. Midwest specifically objected to the restriction 
on using distance learning for dispatcher resource management (DRM) 
training and for training on contingency operations for maintaining 
operational control in the event of single or multiple system failures. 
Midwest recommended that these restrictions be removed and the POI be 
allowed to approve the method of training based on its merits.
    In the SNPRM, the FAA is retaining the restriction on distance 
learning for specific areas of instruction for aircraft dispatchers. 
Due to the unique nature of the aircraft dispatcher's operational 
control responsibilities, there is a need to be able to assess and 
evaluate a dispatcher's knowledge as well as the dispatcher's ability 
to apply that knowledge with direct instructor-student interaction in 
the areas designated in the dispatcher QPS. For example, DRM training 
is the incorporation of team management concepts in flight operations. 
It focuses on the interaction among flightcrew members, flight 
attendants, aircraft dispatchers, maintenance personnel, air traffic 
controllers, and others. CRM and DRM activities include team building, 
information transfer, problem solving, decision making, maintaining 
situational awareness, and using automated systems. These team-oriented 
goals cannot be accomplished through distance learning. In addition, 
the FAA believes that distance learning is inappropriate for training 
in contingency operations because in this area of instruction it is 
important to conduct a hands-on assessment of the dispatcher's decision 
making, workload management, interpersonal skills, application of 
company procedures and policies, and situational awareness.
    Permitting the use of distance learning where it is appropriate and 
where it would not compromise safety acknowledges the advances made in 
training delivery methods. Consistent with FAA policy in FAA Order 
8900.1, in the SNPRM the FAA is retaining the 50% limitation on 
distance learning for aircraft dispatchers. However, as under current 
guidance, the FAA may approve distance learning in excess of 50% if the 
certificate holder can establish the effectiveness of the distance 
learning. Because distance learning is considered part of the approved 
training program, to seek approval of any distance learning, the 
certificate holder would follow the procedures for approval and appeal 
as set forth in Sec.  121.1337 and Sec.  121.1437. See FAA Order 
8900.1, Vol. 3, Ch. 22, Sec. 3, para. 3-1661 (Sept. 13, 2007).

D. Training Program: General--Crewmember Records (Sec. Sec.  121.1331 
and 121.1431)

    Current Sec.  121.401 governs the general requirements for part 121 
certificate holders' training programs. In the NPRM, the FAA proposed 
similar overall requirements but also proposed requirements to ensure 
consistency between the operating procedures for each required task in 
the QPS and the

[[Page 29359]]

operating procedures set forth in the manual required by Sec.  121.133. 
The NPRM also proposed to require a certificate holder conducting 
training under a part 121 approved training program to train and 
evaluate the individuals who administer training or evaluation within 
the certificate holder's training program. In addition, the NPRM 
proposed to require that records of unsatisfactory results for 
flightcrew members include the specific items for which performance was 
unsatisfactory.
    Many commenters stated that crewmember performance records, which 
contain personally identifiable data, could be subject to public 
inquiry and be misused or misinterpreted, creating a potential 
liability for the crewmember, the operator, and the FAA. ATA commented 
that because the requirement to keep unsatisfactory results was 
intended to help monitor the adequacy of training programs, that 
objective can be met with de-identified data as is currently done with 
AQP. They recommended that an operator be allowed to de-identify such 
data after a pilot has satisfactorily completed a curriculum and hold 
that data outside of the crew record system.
    The requirements set forth in Sec.  121.1331(f)(1) and Sec.  
121.1431(e)(1) are consistent with the requirements in new Sec.  
121.684, which would replace current Sec.  121.683. In the SNPRM, the 
FAA has retained the provisions that would require that certification 
of crewmember and dispatcher knowledge and proficiency be included in 
the records required under current Sec.  121.683, in Sec.  121.684. For 
flight attendants, the FAA agrees that only records of satisfactory 
completion are necessary to determine whether a flight attendant is 
qualified. The FAA proposes to remove the requirement that 
unsatisfactory performance be included in flight attendant records. The 
FAA has amended the SNPRM language accordingly.
    TWU Local 550 and TWU sought clarification regarding what 
information the FAA expects to receive when a certificate holder 
reports a failed proficiency test, proficiency check, or practical test 
for aircraft dispatchers under proposed Sec.  121.1439(f).\10\ They 
recommended that the FAA require only empirical data and stated that 
personal information is unnecessary. TWU Local 550 suggested that 
failures should be reported to the Administrator as a percentage on a 
monthly, quarterly, semi-annual, or annual basis. RAA noted that the 
section-by-section analysis indicates that the purpose of reporting 
failed tests and checks is to ensure that, if repeat failures occur, 
the operator would ``correct the program'' as part of the CAP. RAA 
acknowledged the usefulness of an operator accounting for such 
``failures'' within its CAP but failed to see a valid reason why it is 
necessary for the operator to report individual failures to the FAA. 
RAA requested that the provision be withdrawn as redundant to the CAP.
---------------------------------------------------------------------------

    \10\ The FAA proposed requirements for reporting unsatisfactory 
results for aircraft dispatchers in Sec.  121.1439. Based on 
substantive revision of Sec.  121.1439, these requirements are now 
set forth in Sec.  121.1431(e)(1).
---------------------------------------------------------------------------

    The information required by Sec.  121.1431(e)(1) is necessary for 
assessing the overall effectiveness of the certificate holder's 
training program. It is also necessary for assessing the operational 
control capabilities of individual dispatchers and is appropriate 
information for a dispatcher's records. The reporting of an 
individual's failure would help the FAA to identify whether there is a 
problem with an individual who is exercising operational control or 
whether there is a problem with the certificate holder's training 
program.
    In addition to concerns regarding the confidentiality of crewmember 
and dispatcher records, commenters also stated that the requirement for 
lesson plan approval is onerous and would hamper the airlines' ability 
to update and improve their training in a timely manner.
    In the SNPRM, the FAA proposes to amend Sec. Sec.  121.1331(e)(1) 
and 121.1431(d)(1) to clarify that certificate holders must provide 
curriculums and curriculum categories as a means of demonstrating that 
they have satisfied all of the training and evaluation requirements of 
part 121. The FAA intends that, under the proposed regulations, a 
certificate holder would submit a training program for approval that 
includes these requirements. While the FAA expects that the detailed 
course material (e.g., lesson plans and handouts) used to meet this 
training requirement would be available for FAA review, the FAA does 
not intend certificate holders to submit all course material as part of 
training program approval. The FAA has revised the proposed language in 
Sec.  121.1337(a)(6) and Sec.  121.1437(a)(4) to state that the 
certificate holder must make all training and evaluation materials 
available for review upon request by the FAA to clearly reflect this 
intent.
    American Eagle noted that, while pilots certainly need to be kept 
current on any information affecting the aircraft that they fly, it is 
not necessary that pilots be kept informed of changes to an air 
carrier's policies and operation that may not be pertinent to their 
duties, such as some changes in the air carrier's maintenance program. 
It stated that Sec.  121.1331 should be amended to require that pilots 
be kept current only on the subject matter that affects their 
performance.
    The intent of the regulation was to keep crewmembers current only 
on those changes in air carrier policies and procedures that are 
pertinent to their duties. The FAA has clarified this requirement in 
the SNPRM.
    ATA and Southwest noted that minor changes to policies and 
operations may be conveyed in various formats. They contend that, 
depending on the criticality and complexity of the change, inclusion in 
the curriculum is not always the most effective and timely means of 
conveying information and that other appropriate means could include 
bulletins and electronic messages.
    The FAA notes that the proposed requirements do not prevent an air 
carrier from disseminating information via bulletin. The proposed 
requirements merely ensure that the information is included in the 
training program, as appropriate. Therefore, the FAA proposes no change 
to the language in the SNPRM.
    ATA, American, and Southwest commented that the detail required in 
the QPS would unnecessarily expand the manual and a flight attendant's 
responsibilities. Southwest stated that the manual is an operations 
manual, not always a training manual. Southwest noted that an 
operations manual lists what tasks should be done, not necessarily how 
to perform each task.
    The FAA notes that the intent of the proposed requirement is to 
ensure that the operating procedures in the crewmember manuals and the 
training program are consistent. The detail in the operations manual 
should be at a level that is appropriate for that document. Therefore, 
the FAA proposes no change to the language in the SNPRM.
    Continental commented regarding the requirement that the person 
responsible for instructing or evaluating has certified in writing or 
electronically that the crewmember is knowledgeable and proficient in 
the specific subject, task, or environment. It stated that this 
requirement would not accommodate situations where direct access to 
computerized recordkeeping systems is not always possible, for example 
during outages or at remote locations. It stated that in such cases 
someone other than the instructor or evaluator would make the entry. It 
noted that a transmittal sheet is used to verify that an entry is

[[Page 29360]]

correct no earlier than 48 hours after initial entry and by another 
individual. Continental indicated that, once the information is 
verified, the transmittal sheet is destroyed. It commented that the 
transmittal sheets are subject to FAA inspection within the 48-hour 
window. Continental and other commenters suggested that the rule state 
that ``the certification required by (f) shall be recorded in the 
crewmember's record in a manner approved by the Administrator.''
    Because the suggested change provides the air carrier with the 
needed flexibility to use the most efficient system, the FAA has 
amended the SNPRM language to include ``by a means approved by the 
Administrator.'' However, the FAA notes that the proposal in the SNPRM 
merely establishes the records that need to be maintained and does not 
impose the type of recordkeeping system that must be used. Therefore, 
an air carrier may determine the complexity of its recordkeeping 
system.

E. Training Program: Curriculum by Aircraft Type and Curriculum by 
Aircraft Type and Operation (Sec. Sec.  121.1333 and 121.1433)

    Under current rules, the requirements for training program 
curriculums are found in Sec.  121.403 and Sec.  121.415. The 
requirements for special airport qualifications are located in Sec.  
121.445.
    In the NPRM, the curriculum requirements were generally similar to 
current regulations but some additional requirements were proposed. For 
example, the NPRM proposed specific training requirements for 
flightcrew members regarding the nature and effects of safety hazards 
and periodic weather extremes and their effect on operations. In 
addition, the NPRM required certificate holders to integrate CRM and 
DRM training into their curriculums. The FAA also proposed to make some 
clarifying revisions and to include requirements for additional 
training equipment that is used by the air carrier in its training 
program.
    Some commenters, including ATA, American, Southwest, Midwest, UPS, 
and FedEx stated that the training program requirements in Sec.  
121.1333(b)(1)-(6) were impossible because a certificate holder could 
not ensure that each crewmember remains trained, proficient, and 
knowledgeable in all of those areas. Commenters recommended that the 
proposed language be revised to clarify that the certificate holder has 
the responsibility to provide training and evaluation to crewmembers 
and that satisfactory completion of that training and evaluation 
satisfies the certificate holders' responsibility to ensure that the 
crewmember possesses adequate knowledge, skills, and proficiency to 
accomplish his or her duties.
    In the SNPRM, the FAA has revised the language to clarify that 
certificate holders must provide the training and evaluation necessary 
to ensure that crewmembers and aircraft dispatchers have demonstrated 
proficiency in the areas specified in Sec.  121.1333(b). The FAA has 
made similar changes to Sec.  121.1433(b).
    Southwest commented that, under the proposed regulation, 
differences training must be included in all academic and job 
performance training segments for purposes of training and evaluation. 
It stated that differences would not always require job performance 
training and recommended that the requirement be revised to clarify 
that differences would not necessarily be applied to all job 
performance training. The FAA agrees that differences would not 
necessarily require job performance training and, in the SNPRM, has 
included clarifying language in Sec.  121.1333(c)(5).
    RAA also sought clarification as to what is required for 
differences training for aircraft dispatchers. The FAA notes that 
differences training and evaluation, when discussed as a curriculum 
category, requires additional training and evaluation on a particular 
aircraft type when the Administrator finds, during the training program 
approval process, that the training and evaluation is necessary before 
that aircraft dispatcher may serve in the same capacity on a particular 
variation within a series of an aircraft type or a different series 
within an aircraft type.
    An individual commented that the language in Sec.  121.1333(b)(3) 
suggests that there is an alternative to an FCOM. There is no 
alternative to an FCOM and the FAA has removed the language from (b)(3) 
to clarify the requirement.
    An individual requested clarification regarding what is meant by 
abnormal, non-normal, and emergency procedures as referenced in Sec.  
121.1333(c)(3). The FAA notes that these terms, as presently used in 
Sec.  121.403, retain their current meaning in Sec.  121.1333.
    TWU commented that the requirements set forth in proposed Sec.  
121.1433(b)(2) through (b)(4) that would require an aircraft dispatcher 
to remain knowledgeable of the information contained in multiple 
manuals as well as the newly required Aircraft Dispatcher's Procedures 
Manual, are too burdensome and would result in increased time demands 
and undue pressure. The FAA notes that the requirement for a dispatcher 
to remain knowledgeable of the information contained in multiple 
manuals is no different from current regulatory requirements. 
Dispatchers are not required to know every single item in a set of 
manuals; however, they should know the contents of a manual so that 
they may easily reference the correct manual when specific information 
is needed.

F. Training Program: Administering Training and Evaluation (Sec. Sec.  
121.1341 and 121.1439)

    Sections 121.411(a)(1)-(2) and 121.412(a)(1)-(2) require that 
proficiency checks for training and evaluation must be given by the 
Administrator or a check airman. In the NPRM, the FAA provided further 
clarification regarding who may be authorized to conduct training and 
evaluation and supervise individuals undergoing operating experience, 
by affiliation and position, including those persons beyond the current 
authorizations listed in Sec. Sec.  121.411 and 121.412. This 
information now appears in the SNPRM in Table 3C of appendix Q.
    Upon further review, the FAA noted that Sec.  121.1341 and Sec.  
121.1439 contained many requirements that were addressed in more detail 
in other areas of the proposal. The FAA has removed the duplicate 
requirements and these sections now address requirements for 
individuals administering training or evaluation and the unauthorized 
use of equipment and facilities in training programs. The FAA has 
clarified that individuals responsible for conducting training and 
evaluation must be familiar with the facilities and equipment specified 
in the certificate holder's approved training program.
    With regard to the proposed requirement that persons providing 
training must be familiar with the facilities and only use the 
facilities specified in the training program to administer training and 
evaluation, Ameristar Air Cargo (Ameristar) commented that the term 
``facilities'' is limited and does not recognize that academic training 
can be accomplished anywhere there is a computer, provided the 
individual is aware of how to complete the training.
    The FAA did not intend to limit an air carrier's flexibility 
regarding the instructional design of, and delivery methods for, its 
training program. Because these sections address the delivery of both 
academic and job performance training and evaluation, the broad 
reference to ``facilities, equipment, and procedures'' is

[[Page 29361]]

necessary. To clarify, the FAA has revised the language in the SNPRM by 
adding the phrase, ``as appropriate.''
    American commented that the requirement to list the names of all 
approved instructors and check persons in the QPS is burdensome due to 
the changing nature of that population on a regular basis. Commenters 
suggested language that training and evaluation activities must be 
administered by the persons listed in the certificate holder's approved 
recordkeeping system.
    The NPRM did not require certificate holders to list the names of 
all approved instructors and check persons in the QPS. As proposed, 
Sec.  121.1341 and Sec.  121.1439 merely direct that training and 
evaluation may be administered only by the persons who are current and 
qualified in the positions set forth in the applicable tables in the 
QPS. The QPSs specify the positions eligible to be authorized to 
administer training, evaluation, and observation activities under 
subparts BB and CC for the part 119 certificate holder. The FAA notes, 
however, that other provisions in subparts BB and CC, such as 
Sec. Sec.  121.1321 and 121.1323, require certificate holders to submit 
the names of persons who would be administering training and evaluation 
for acceptance by the FAA. This facilitates effective FAA surveillance 
of an air carrier's training program.
    American also asked for clarification regarding the proposed 
provision that would deny credit for any training or evaluation 
conducted by an unqualified individual or conducted without the use of 
approved facilities or equipment. The FAA clarifies that if an 
individual completes a training or evaluation activity, the FAA would 
not consider the activity to be completed if the certificate holder 
used facilities, equipment, or materials that were not specifically 
approved for that activity as part of the certificate holder's approved 
training program, or if the certificate holder used unauthorized or 
unqualified persons to administer the activity. The FAA believes that 
this provision is essential to ensure that training and evaluation are 
conducted in compliance with the requirements of subparts BB and CC. 
This proposal is necessary to prevent an unsafe condition from 
occurring as a result of unqualified persons serving as crewmembers in 
job performance training and evaluation.
    With regard to Sec.  121.1439, RAA commented that there is no 
guidance as to who or what qualifies as an acceptable trainer or 
facility. It contends that such requirements are completely arbitrary 
without further specification. RAA requested that the FAA remove 
subparagraphs (a), (b), and (c), which would require the persons 
administering training to be acceptable to the FAA, persons who conduct 
evaluations for the certificate holder to be approved by the FAA, and 
for persons administering training or evaluation to use only the 
equipment and the facilities that are specifically approved for the 
certificate holder's training program.
    Specific eligibility, qualification and training requirements for 
individuals who are authorized to administer training and evaluation 
are found in Sec. Sec.  121.1251, 1253, 121.1255, 121.1257, 121.1271, 
121.1281, 121.1291, 121.1321, 121.1323, 121.1337, 121.1379, 121.1381, 
121.1383, 121.1385, 121.1387, 121.1421, and 121.1423. The specific 
requirements for training environments and equipment are found in 
Sec. Sec.  121.1347, 121.1351, as well as each QPS, as applicable. 
These requirements establish unambiguous criteria for instructors, 
evaluators, training environments and training equipment that determine 
what the FAA requires for an individual or facility. These requirements 
are necessary to ensure that training is conducted by qualified 
individuals in an effective training environment, using equipment that 
results in adequate instruction and evaluation. In the SNPRM, the FAA 
has retained the language as originally proposed in the NPRM.

G. Continuous Analysis Process (CAP) (Sec. Sec.  121.1355 and 121.1441)

    The current rules do not require a CAP for crewmember or dispatcher 
training. In the NPRM, the FAA proposed Sec. Sec.  121.1355 and 
121.1441 as new requirements based on existing Sec.  121.373, which 
addresses continuing analysis and surveillance for maintenance 
programs. As proposed in the NPRM, the CAP would ensure that 
certificate holders identify and correct deficiencies in their training 
programs. The NPRM proposed notification and appeal procedures to 
ensure that any changes to the CAP were approved by the FAA. These 
procedures were consistent with the training approval and amendment 
process for crewmember and aircraft dispatchers.
    RAA and ATA commented that the CAP provisions should not be adopted 
unless the FAA provides more detailed requirements and develops 
guidance to explain how the CAP would be administered, including how 
operators would receive approval for their CAP. Continental, Ameristar, 
Midwest, American, and ATA commented that the CAP must be customized to 
the air carrier's individual needs.
    The intent of the proposed CAP requirements in the NPRM was to 
ensure that each certificate holder had a process in place to identify 
and correct deficiencies in its training programs. In light of these 
comments and the mandate to establish a remedial training program for 
flightcrew members in Public Law 111-216, the FAA has revised this 
process to include more detailed requirements to ensure that all 
crewmembers are monitored throughout their training and evaluation, and 
that any deficiencies in crewmember performance, or operation of the 
training program, are identified and corrected. See Public Law 111-216, 
Sec.  208(a)(2). Section 121.1355 of the SNPRM specifies that the CAP 
must provide for the regular analysis of crewmember performance on 
proficiency tests and checks to identify and correct any deficiencies 
in either crewmember performance or operation of the training 
program(s). For flightcrew members, the CAP also must provide for the 
regular analysis of flightcrew member performance in LOFT and FFS 
courses of instruction to identify and correct any deficiencies in 
either flightcrew member performance or operation of the training 
program(s). In addition, in the SNPRM, the FAA has specifically 
required that the CAP provide for the monitoring of persons having 
completed remedial training or re-evaluation due to the failure of a 
proficiency test or check or unsatisfactory performance during a LOFT 
or FFS course of instruction, as appropriate. In the SNPRM, the FAA has 
also revised Sec.  121.1441 to specifically include review of aircraft 
dispatcher performance on proficiency tests in the CAP. As proposed in 
the SNPRM, certificate holders would be able to develop a CAP for the 
collection and use of data that effectively meets the needs of their 
operations. Furthermore, for clarification, the FAA notes that the CAP 
is considered part of the approved training program, and therefore, is 
subject to the approval and appeal procedures set forth in Sec.  
121.1337 and Sec.  121.1437.
    Ameristar questioned whether the proposed requirement that the CAP 
ensure that each training program and the standards of qualification 
for each duty position are documented would require a certificate 
holder to develop a CAP for each duty position. The FAA notes that a 
separate CAP for each duty position is not required. Rather, the FAA 
intended the development of one CAP that contains procedures for

[[Page 29362]]

evaluating all of the various components of the training program.
    ATA, Midwest, and American commented that the CAP requirement to 
conduct at least two annual standardization meetings to review training 
program content, application, and results is not necessary. They 
asserted that program content, application, and results should be 
accomplished through a data-driven analysis process.
    The FAA has retained the requirement for standardization meetings 
because these meetings provide an important opportunity for check 
airmen and APDs to become aware of and learn from the review of 
training program content, application, and results. However, the 
standardization meetings are only one part of the CAP. The CAP also 
includes a data driven analysis process that requires certificate 
holders to collect and analyze specific data to identify and correct 
deficiencies in their training programs.
    ATA stated that the FAA estimate of 8 hours for developing the CAP 
and 2 hours annual burden for maintaining the CAP is grossly inadequate 
based on average time and administrative expense that certificate 
holders who currently train under AQP have incurred in developing 
effective data collection and analysis systems.
    The FAA does not intend for the CAP to meet the detailed data 
collection requirements for AQP. The cost estimates for the NPRM are 
the time estimates to prepare and maintain the actual document that 
outlines the certificate holder's CAP for FAA approval as part of the 
approved training program in accordance with Sec.  121.1337. These 
hours do not account for the time required to implement the program. 
For example, the following activities are not included in the FAA's 
time estimate: Collecting data; analyzing data; identifying trends; and 
identifying recommendations for necessary changes in the training 
program to ensure that the training program remains effective. The FAA 
believes that such costs are part of the general costs of maintaining 
an approved training program and do not arise from the CAP requirement.

H. Fraud, Falsification, or Incorrect Statements (Sec.  121.9)

    In the NPRM, the FAA proposed Sec.  121.9, a new general 
requirement for part 121 that would prohibit false or fraudulent 
statements on an application, record, or report required by this 
subpart. The NPRM also specified the consequences of making a false or 
fraudulent statement. Although the language would be added to part 121 
for the first time, it is not a new concept in FAA regulations. Similar 
language already appears in 14 CFR 67.403. The FAA proposed adding the 
requirement to part 121 to emphasize the importance of truthful 
statements regarding training and evaluation of crewmembers.
    Continental, RAA, and ATA made similar general comments regarding 
the proposed language. They commented that assignment of responsibility 
and potential penalties could easily be misinterpreted and that a 
description of appropriate allocation of responsibility is missing. 
They stated that the FAA should clarify that air carrier responsibility 
for fraudulent or intentionally false statements would occur only when 
there is evidence that the air carrier approved or endorsed such 
actions and that individual employee or contractor actions would not be 
automatically attributed to the certificate holder. TWU commented that 
the proposed language is too ambiguous and therefore could result in an 
unnecessary penalty if a mistake is made. RAA questioned why such 
provisions were needed when a violation of any regulation is fully 
enforceable with or without making a fraudulent or intentionally false 
statement. Continental, ATA, and RAA all requested that the provision 
be withdrawn.
    In response to the comments regarding allocation of responsibility, 
the FAA states unambiguously that the air carrier has the ultimate 
responsibility for regulatory compliance. The FAA notes, however, that 
during the investigation that occurs when the FAA has reason to suspect 
non-compliance with any regulation, careful consideration is given to 
all the facts and circumstances including evidence of air carrier 
approval or endorsement of such actions and individual employee or 
contractor actions. Furthermore, the FAA emphasizes that fraud, 
falsification, and incorrect statements regarding crewmember training 
and evaluation could result in a failure to satisfy the minimum 
training and evaluation requirements. This directly affects aviation 
safety. For the reasons stated above, the FAA is retaining this 
requirement, as originally proposed, in the SNPRM.

I. English Language Requirement (Sec. Sec.  121.1209 and 121.1407)

    Current regulations require English language proficiency for 
flightcrew members and aircraft dispatchers under 14 CFR parts 61, 63 
and 65. See 14 CFR 61.123(b), 61.153(b), 63.31(b), 65.33(c) (2010). 
There is no similar provision for flight attendants. In the NPRM, the 
FAA proposed an English proficiency requirement for flightcrew members, 
flight attendants, and aircraft dispatchers.
    RAA commented that the proposed requirements in Sec. Sec.  121.1209 
and 121.1407 were redundant for flightcrew members, as this requirement 
is already contained in Sec. Sec.  61.123(b), 61.153(b), and 63.31(b). 
It stated Sec.  65.33(c) already contains an English language 
requirement for aircraft dispatchers. Several commenters also stated 
that this requirement was unnecessary for flight attendants. Atlas Air 
and Midwest raised concerns that the English language proficiency 
evaluations required under Sec.  121.1209 would place an undue burden 
on operators. The National Air Carrier Association (NACA) suggested 
that there may be liability issues due to the fact that there appears 
to be a difference between the FAA and individual companies regarding 
the definition of English proficiency. Also, Horizon, Midwest, American 
Eagle, and Ameristar noted that the NPRM contained no standards for 
assessing an individual's reading, writing, and speaking skills. Some 
of the commenters, including RAA, suggested that successful completion 
of the training program conducted in English would qualify as a 
demonstration of proficiency. ATA suggested that the FAA add two new 
paragraphs to Sec.  121.1209 to codify this method, as well as 
acceptance of an airman certificate with an English language 
endorsement.
    In the SNPRM, the FAA is retaining the English language 
requirements. After considering the comments, however, the FAA is 
proposing to add two new paragraphs to Sec. Sec.  121.1209 and 121.1407 
to clarify acceptable methods of assessing an individual's proficiency 
in reading, writing, speaking, and understanding English. Successful 
completion of the certificate holder's approved training program 
conducted solely in English would be an acceptable method for 
demonstrating English proficiency. This requirement would ensure that 
flightcrew members, flight attendants, and aircraft dispatchers have 
the ability to communicate with each other and that air carriers have 
consistent assessment methods.

J. Crewmember and Dispatcher Record (Sec. Sec.  121.683 and 121.684)

    The current provisions in 14 CFR 121.683 require a certificate 
holder to maintain records for each crewmember and aircraft dispatcher 
to show that the

[[Page 29363]]

individual meets the qualification standards and has satisfied the 
training requirements in subparts N, O, and P. However, these 
requirements do not conform to the statutory requirements in the Pilot 
Records Improvement Act of 1996 (PRIA) (49 U.S.C. 44936(f) and (g)). In 
the NPRM, the FAA proposed to revise current Sec.  121.683 to conform 
to the statutory requirements in PRIA and to apply similar requirements 
for all crewmembers and aircraft dispatchers.
    PRIA (49 U.S.C. 44703(h)) requires that, before allowing a pilot to 
begin service, an employing air carrier must request and receive 
information concerning that individual, including certain records from 
other air carriers that have employed the person as a pilot in the 
previous five years. PRIA requires that the former employing air 
carrier provide records pertaining to the individual that are 
maintained by the air carrier under Sec.  121.683 (other than records 
relating to flight time, duty time, or rest time) and other records 
pertaining to the individual's performance as a pilot that are 
maintained by the air carrier concerning the training, qualifications, 
proficiency, or professional competence of the individual, including 
comments and evaluations made by a check airman. In the NPRM, the FAA 
proposed to revise current Sec.  121.683 to make it consistent with the 
records that must be provided by an air carrier under PRIA. In 
addition, the NPRM proposed to apply similar requirements to the 
records of flight attendants and aircraft dispatchers.
    Several commenters, including American, RAA, Midwest, TWU, and 
American Eagle, stated that disciplinary actions do not belong in a 
pilot's training records. They were concerned about privacy issues and 
stated that instructors and check pilots should not be able to view 
those actions. They asserted that the training records should show only 
the training and evaluations, whether those events were successfully 
accomplished, and if remedial training was conducted, if applicable. 
They did not believe it was appropriate to require that records include 
instructor comments and reasons for unsatisfactory performance on 
tasks.
    The FAA notes that current Sec.  121.683 contains requirements for 
maintaining more than just training records. It requires the 
maintenance of records concerning the release from employment or 
physical or professional disqualification of any flightcrew member or 
aircraft dispatcher. Therefore, in the SNPRM the FAA has maintained the 
requirements for the maintenance of other than flight training records. 
In addition, in the SNPRM under Sec.  121.684, the FAA proposes to 
codify current guidance contained in FAA Order 8000.88 that addresses 
how the records should be kept. FAA Order 8000.88, PRIA Guidance for 
FAA Inspectors (Mar. 14, 2006). In addition, in the SNPRM, the FAA has 
clarified in Sec.  121.684(a)(2) that only check person comments are 
required to be maintained, which is consistent with the statutory 
requirements of PRIA. The FAA has also amended language in Sec.  
121.684(b) in the SNPRM to require that all records, except for records 
on flight time, duty and rest periods, must be maintained for at least 
5 years.

K. Management and Technical Personnel Required for Operations Conducted 
Under Part 121 of This Chapter (Sec.  119.65)

    In the NPRM, the FAA proposed a revision to Sec.  119.65, which 
requires at least one line qualified check pilot, and, if appropriate, 
at least one check flight engineer, for each aircraft make and model 
and aircraft type for which the certificate holder has more than five 
pilots. Under the proposed rule, a check pilot or check flight engineer 
would be able to hold the additional position of Director of Safety, 
Director of Operations, or Chief Pilot, if the check pilot or check 
flight engineer meets the requirements of the additional position.
    NACA and Midwest are strongly opposed to the change and stated that 
the FAA should not make check airmen part of the required management 
personnel. Midwest stated that the role of the line check pilot is 
ensuring that training has been effective, not managing the training 
process. Midwest and ALPA suggested that if the FAA wants to add 
personnel responsible for managing training to the required staff at an 
airline, the Director or Manager of Training would be a much more 
effective choice. Midwest further stated that it, as well as its union, 
do not consider line check pilots to be management personnel. It 
contends that if the FAA proceeds with this change there would be a 
contractual issue that could cause a significant turnover in line check 
pilots. Ameristar stated that requiring a check airman would add to the 
certification of new entrants and is a redundant requirement because 
current Sec.  119.67(b) requires the chief pilot to be type rated on at 
least one aircraft type the carrier operates.
    The requirement, as proposed in the NPRM, was intended solely to 
ensure adequate staffing for flightcrew member line checks. In 
addition, the FAA notes that the language in Sec.  119.65(a) states 
that the section applies to both management and technical personnel. As 
long as the proposed requirement is met, there is nothing that compels 
an airline to confer a particular employment status on an employee. To 
clarify that the provision applies to management and technical 
personnel, the FAA proposes in the SNPRM to include technical personnel 
in the title of Sec.  119.65.
    An individual stated that the FAA should additionally require at 
least one qualified check flight attendant for each aircraft type for 
which the certificate holder has more than ten flight attendants. The 
individual also recommended requiring at least one qualified check 
dispatcher for more than four dispatchers.
    As stated previously, the intent of the requirement is solely to 
ensure adequate staffing for flightcrew member line checks. Line checks 
are not required activities for flight attendants or aircraft 
dispatchers; therefore, this suggested change is unnecessary.

L. Applicability (Sec. Sec.  121.1201 and 121.1401)

    In the NPRM, the FAA made some conforming changes to part 135 that 
did not impose new requirements on part 135 operators. An individual 
commented that the FAA should not require part 135 commuters to comply 
with these regulations. The NPRM and the SNPRM do not introduce any new 
requirements for part 135 and do not affect part 135 operations except 
for those part 135 certificate holders who must train in accordance 
with the provisions of part 121. See 14 CFR 135.3(c).
    Atlas Air and NACA both commented that it is unclear as to whether 
the duty positions of current check persons would be grandfathered 
under the new rule. Atlas Air suggested that the transition of check 
persons and evaluators to the new regulatory requirements should be 
part of the transition plan that each air carrier must coordinate with 
the FAA under Sec.  121.1202(b).
    In the SNPRM, the FAA has added paragraph (c) as a grandfather 
provision that allows persons qualified in a training or evaluation 
position under the current rules to meet the requirements of the 
proposed rule without having to repeat certain training. The FAA has 
also clarified in Sec. Sec.  121.1202(b)(2) and 121.1402(b)(2) that 
this requirement would become part of an air carrier's transition plan. 
Also, the FAA has added designated flight engineer examiners (DFEE) to 
the list of check persons.

[[Page 29364]]

M. Training Program: Contract Training Requirements (Sec.  121.1339)

    Current regulations that govern training centers that provide 
training under contract or other arrangement for air carriers are found 
in 14 CFR part 142. In the NPRM, the FAA proposed additional rules 
regarding the use of another certificate holder certificated under part 
119 or a training center certificated under part 142 to conduct 
crewmember training. The NPRM clarified the conditions a certificate 
holder must meet in order to use persons from another part 119 
certificate holder or a part 142 training center in its training 
program. The proposed requirement also ensured that the training is 
specific to the certificate holder, even if administered by someone 
other than an employee of the part 119 certificate holder. Under the 
proposal in the NPRM, all training materials, FSTDs, and other training 
equipment would have to meet the requirements of subpart BB, and be 
specifically approved for use in the certificate holder's program. In 
addition, any instructor or check person must be qualified under 
subpart BB and approved by the POI to provide training and evaluation 
in the certificate holder's program.
    The NTSB commented that it supports the NPRM's proposals for 
establishing qualifications for training centers and other 14 CFR part 
119 facilities. Flight Safety International (Flight Safety) commented 
that there was inadequate verbiage in Sec.  121.1339, as it does not 
specify if part 142 training centers already approved by the FAA 
Training Center Program Manager (TCPM) would be considered acceptable 
locations for academic training in the classroom or if they must go 
through an additional approval process under subpart BB.
    The FAA does not believe it is necessary to add language to Sec.  
121.1339 to except part 142 training centers from the requirement that 
the certificate holder must have the facilities it proposes to use for 
academic training approved. Section 121.1337, Training Program Approval 
and Amendment Process, in the NPRM and SNPRM, proposes that each 
training program must be approved by the Administrator. To obtain 
approval of a training program, a part 119 certificate holder must 
provide certain information, including a description of the academic 
training facilities to be used. Furthermore, both in the NPRM and 
SNPRM, Sec.  121.1335 proposes to require that academic training hours 
must be in a classroom provided by the certificate holder unless 
otherwise approved by the Administrator. Therefore, academic training 
provided in a classroom would be part of the general training program 
approval process for the part 119 certificate holder and would not 
require a separate approval process for a part 142 training center.
    In addition, in the SNPRM, the FAA has addressed the timeframes for 
transition from current rules to proposed rules for certificate holders 
who are required to meet the requirements of subparts BB and CC. 
Section 121.1202 outlines the process for transitioning from training 
programs established in accordance with subparts N, O, and P of this 
part to the training program requirements provided in subparts BB and 
CC of this part. At the completion of the transition process, 
certificate holders must meet the requirements of subparts BB and CC. 
Any part 142 training center that is providing contract training for a 
part 119 certificate holder must transition to the new requirements of 
subpart BB as that part 119 certificate holder transitions to the 
requirements of subpart BB.
    Flight Safety also raised concerns that the proposal in the NPRM 
dilutes the intent of contractual arrangements allowed between part 121 
certificate holders and part 142 training centers and does not 
adequately clarify how contractual arrangements are used to meet 
certificate holder training requirements. Flight Safety also stated 
that the basic intent of the special rule should be to allow 
certificate holders to contract with approved part 142 training centers 
and use the part 142 qualification of instructors and evaluators to 
meet the requirements of the applicable parts of part 121. Flight 
Safety further stated that the language used in the proposed rule does 
not adequately address the use of simulators through contract training 
with part 142 training centers.
    The intent of the proposal in the NPRM was to provide flexibility 
for certificate holders by allowing training programs to be 
administered by non-employees. It also maintained the integrity of the 
training program and ensured that only those persons and equipment 
specifically approved for the program would be used. In the SNPRM, the 
FAA has revised the language in Sec.  121.1339 to adequately clarify 
(1) how contractual arrangements could be used to meet the certificate 
holder's training requirements under subpart BB and CC; (2) how part 
142 training center instructors and evaluators may be qualified to meet 
the requirements of the applicable parts of part 121; and (3) how 
simulators may be used through contract training with part 142 training 
centers.

N. Curriculum Category Requirements: Check Pilot, Check Flight 
Engineer, or Check Flight Attendant Initial, Transition, and Recurrent 
Academic Training (Sec.  121.1381)

    Current Sec.  121.413 provides for the initial and transition 
training and checking requirements of check airmen (airplane) and check 
airmen (simulator).
    The NPRM proposed requirements for initial, transition, and 
recurrent academic training for check pilots, check flight engineers, 
and check flight attendants. It contains the same requirements in 
current Sec.  121.413, which apply to check airmen. The FAA based its 
recurrent academic training requirements on current part 121, appendix 
H, Advanced Simulation Training Program. The FAA has established these 
requirements to ensure that each check person remain proficient in the 
knowledge and skills necessary to evaluate crewmembers.
    Continental stated that the proposal appears to conflict with or 
omit the semiannual standardization meeting requirements of Sec. Sec.  
121.1253(d)(2)(ii)(A) and 121.1355(a)(2). The requirement to attend 
standardization meetings is not necessary in this section. Therefore, 
there is no conflict with Sec. Sec.  121.1253 and 121.1355. The 
standardization meetings are not curriculum category requirements and 
therefore are not appropriate to include in Sec.  121.1381. The 
proposed requirement to have standardization meeting is in Sec.  
121.1355(a)(2), the proposed requirement for check airmen to attend the 
meetings is in Sec.  121.1253, and the proposed requirement for APDs to 
attend the meetings is in Sec.  121.1271.
    American requested deleting Sec.  121.1381(a)(5)(i), which proposed 
to require training in proper evaluation of student performance, 
including the detection of improper or insufficient training. Proposed 
Sec.  121.1381(a)(5)(i) repeats the current requirement in Sec.  
121.413(c)(4)(i). The FAA did not propose changing this requirement and 
believes it remains a valid requirement because the instructor's 
ability to detect improper or insufficient training helps to ensure the 
instructor's proficiency as an instructor. Therefore, the FAA has 
retained the requirement in the SNPRM.

O. Training Program: Academic Evaluation (Sec.  121.1343)

    Although there are requirements for academic testing in the current 
regulations, there are no requirements for how those academic 
evaluations are

[[Page 29365]]

to be developed or implemented. In the NPRM and SNPRM, the FAA has 
included specific requirements regarding development, maintenance, and 
implementation of academic evaluations. ATA and Continental stated that 
the proposed assessment rules appear to preclude oral examination, 
which the FAA has long recognized as a fundamental assessment 
technique. They requested that it be preserved. In the SNPRM, the FAA 
has added language in the QPSs to clarify that oral examination is 
still appropriate under the proposed requirements.
    RAA stated that it is unclear whether test questions have to be 
approved by the FAA for every class based on the proposed QPS 
requirement for knowledge assessment that states that ``the form and 
content of each test must be approved by the Administrator.'' RAA noted 
that this requirement would be more restrictive than AQP.
    The FAA did not intend that each individual test question and test 
be approved by the FAA. Rather, the intent was that the method of 
developing and administrating academic tests be approved by the FAA 
under the general training program approval process required in Sec.  
121.1337. In the SNPRM, the FAA has revised the requirement in Sec.  
121.1343 to clarify that it is only necessary to establish a method to 
develop written, oral, or electronic tests that is approved by the 
Administrator as part of the approved training program.
    ATA, UPS, Midwest, American, RAA, Continental, and FedEx commented 
that the proposed requirement for random selection of tests would 
require an automated assessment process that would require additional 
staff and computer software changes. They contend that such costs were 
not mentioned in the regulatory evaluation. They stated that the 
requirement is logistically complex and expensive. Horizon and Alaska 
commented that their lack of computer testing complicates their ability 
to meet the criteria in this rule. The commenters suggested that the 
rule be clarified to reference the random selection strategy of 
paragraph (d) and to simply state that the use of the random strategy 
is sufficient to generate the desired result. FedEx proposed specific 
language to address this concern, specifically that the certificate 
holder must create tests using the random selection method described in 
paragraph (d) so that each student receives a different test each time 
the student is tested on an area of instruction.
    In the SNPRM, the FAA has retained the requirement that the 
certificate holder create tests using the random selection method. 
However, the FAA has removed the language that required the certificate 
holder to ensure that each student receives a different test each time 
the student is tested on an area of instruction.

P. Training Program: Training Equipment Other Than Flight Simulation 
Training Devices (Sec.  121.1351)

    Current regulations do not provide specific requirements for 
training equipment other than flight simulation devices except to 
require that they are adequate.
    The NPRM established requirements for training equipment, other 
than FSTDs, that is used in an approved training program. These 
requirements are needed to ensure that all equipment used in training 
programs is adequate for the task for which it is to be used. Such 
equipment includes portable emergency equipment, aircraft exits, and 
equipment for overwater operations. The NPRM also proposed to require 
that all training equipment be specifically approved by the 
Administrator for the certificate holder, the duty position, and the 
procedure involved and that each piece of training equipment replicates 
certain characteristics or functions of equipment on the airplane. The 
NPRM also proposed to require that a discrepancy log be kept in close 
proximity to each piece of training equipment.
    American Eagle, Continental, ATA, American, United and an 
individual commented that the requirement for certificate holders to 
duplicate equipment furnishings, such as stowage areas and aircraft 
compartments, in training centers would add significant cost and 
barriers to training and would lead to a significant increase in 
training injuries without providing a commensurate level of improved 
crewmember training.
    The focus of the requirement is the removal of each piece of 
emergency equipment and training device from the same bracket or 
securing device that is used on the aircraft prior to being operated by 
each flight attendant. In the SNPRM, the FAA has removed the phrase 
``as installed in the aircraft, including all equipment and furnishings 
that may affect the operation of that equipment.'' The FAA did not 
intend for air carriers to replicate stowage areas and aircraft 
compartments for use during hands-on job performance drills.
    The Association of Flight Attendants (AFA) supported the language 
as proposed but requested clarification regarding the phrase ``force 
and travel'' as it pertains to what the equipment must duplicate. AFA 
commented that, in order to cover all types of training equipment, the 
requirement be revised to read ``The required force, actions, and 
travel of the equipment.'' In the SNPRM, the FAA has added the term 
``actions'' to the proposed requirement in order to cover all types of 
equipment used for training.
    American Eagle, ATA, Continental, Midwest, American, and FedEx all 
generally commented that the proposed requirements for recording 
discrepancies were too prescriptive and that the proposed language 
limited an air carrier's flexibility to determine the most efficient 
reporting system for their operation. Commenters suggested alternative 
language to require that emergency training equipment must have a 
method of documenting discrepancies, such as replacing ``discrepancy 
log'' with ``method of documenting discrepancies'' and replacing 
``log'' with ``documenting system.'' In the SNPRM, the FAA has revised 
the proposed language to be less prescriptive and give air carriers 
flexibility to determine the most efficient reporting system for their 
operation.
    ATA commented that the proposed requirements should allow training 
to continue if equipment is in a degraded state due to minor missing, 
malfunctioning, or inoperative components of the equipment. ATA and 
Midwest also commented that the proposed requirement was overly broad 
and open to interpretation. They stated that as drafted, these 
requirements would extend to training equipment such as life vests and 
fire extinguishers.
    The purpose of the proposed requirement is to ensure that 
crewmembers do not receive training on emergency equipment that does 
not replicate the equipment they would use in emergency situations in 
aircraft operations, including life vests and fire extinguishers. In 
the SNPRM, the FAA continues to prohibit the use of training equipment 
with a missing, malfunctioning, or inoperative component to meet 
crewmember training or evaluation requirements for tasks that require 
the use of the correctly operating equipment. In the SNPRM, the FAA 
continues to extend the requirement to all training equipment.
    Midwest commented that drills that are accomplished in a cabin 
trainer include group exercises involving passenger control, adverse 
conditions, and other scenarios. It stated that the skills exercised in 
these drills are not airplane type specific and can be

[[Page 29366]]

accomplished in any ``type'' of cabin trainer.
    The goals and objectives of much of the scenario-based training and 
group exercises, such as passenger control, briefings, cabin 
preparation, CRM, and communication and coordination, can be 
accomplished in a general cabin trainer or classroom. The proposed 
requirements in this section apply to training equipment used to 
accomplish job performance requirements where replication of the actual 
equipment used in operations is key to the learning objectives of the 
drill.

Q. Curriculum Category Requirements: Crewmember New Hire (Sec.  
121.1363)

    Current Sec.  121.415 requires that a training program must provide 
a Basic indoctrination ground training for newly hired crewmembers or 
aircraft dispatchers including 40 programmed hours of instruction, 
unless reduced under Sec.  121.405 or as specified in Sec.  121.401(d).
    The NPRM proposed requirements for new hire training for pilots, 
flight engineers, and flight attendants. The NPRM required new hire 
training for crewmembers qualifying for the first time for the 
certificate holder and for flight attendants who were required to 
complete phase III requalification training, which includes new hire 
training. AFA recommended listing the required hours in the regulation 
to clear up any ambiguity and possible misinterpretation of the hours 
required for training proficiency.
    Programmed hours are set forth in the QPS, which is regulatory and 
must be considered in conjunction with the rule sections in subparts BB 
and CC. The FAA has determined that the language in the NPRM was 
appropriate and is maintaining the language in the SNPRM.
    Ameristar recommended citing the exact QPS appendix letter in the 
wording of Sec.  121.1363(b)(1). When referring to multiple training 
populations, the FAA has used ``applicable QPS requirements.'' The FAA 
has determined that the language in the NPRM was appropriate and is 
maintaining the language in the SNPRM.
    ATA, American, FedEx, and UPS commented that new hire training 
should only be a one-time event whether an individual is a pilot or a 
flight engineer. The commenters recommended using a general term 
``flightcrew member new hire'' instead of ``pilot new hire'' and 
``flight engineer new hire.''
    In the SNPRM the FAA has retained the term ``crewmember new hire'' 
because this term is applicable to all crewmembers. The FAA recognizes 
that once a flight engineer receives new hire training at a certificate 
holder the flight engineer would not need to receive new hire training 
again if he or she became a pilot for the same certificate holder.

R. Initial Cadre for Crewmembers and Aircraft Dispatchers (Sec. Sec.  
121.1257, 121.1323, and 121.1425)

1. Check Airman Initial Cadre (Sec.  121.1257)
    For new certificate holders initiating service, and existing 
certificate holders adding new airplane types to their operation, it is 
necessary to establish a check airman program to conduct training and 
evaluation. In order to establish a check airman program, initial cadre 
check airmen are first required. Initial cadre check airman candidates 
must first become fully qualified as flightcrew members and then be 
trained, evaluated, and approved as check airmen. Current provisions in 
subpart N do not address a training process for initial cadre check 
airmen. Rather, a recommended process is set forth in FAA Order 8900.1, 
Vol. 3, Ch. 20, para. 3-1427 (Sept. 13, 2007). The FAA proposed to 
codify this process in the NPRM.
    ATA, Continental, American, Midwest, and FedEx requested the FAA 
reconsider regulating initial cadre programs. Commenters stated that 
current policy in FAA Order 8900.1 on initial cadre training and 
evaluation is adequate and has proven safe. Commenters stated that 
maintaining this guidance provides the necessary flexibility to develop 
appropriate training and qualification as the need arises.
    The FAA believes that the importance of the initial cadre period, 
when certain air carrier employees may provide training and evaluation 
without meeting certain qualification requirements, requires 
standardization in the regulations and is not appropriate for guidance. 
The SNPRM, like the NPRM, proposes to codify FAA policy in the FAA 
Order 8900.1, Vol. 3, Ch. 20, sect. 2, para. 3-1427, ``Approval of 
Initial Cadre Check Airmen'' (3/11/09). The initial cadre program is a 
practical way to initiate and build a check airmen program, and it 
takes advantage of proving flights when the operator or applicant is 
under close FAA scrutiny.
    ATA, FedEx, and American recommended clarification of the 
requirements in Sec.  121.1257(b)(1), which requires that the person be 
employed by the certificate holder, and Sec.  121.1257(e), which 
describes the individuals who may be used as instructors, check pilots, 
and APDs by the certificate holder to train the initial cadre of check 
airmen described under paragraph (b). The commenters believe these 
requirements are in conflict. Commenters also recommended that the FAA 
revise paragraph (b)(1) to require that the initial cadre check airmen 
be employed by the part 119 certificate holder or comply with Sec.  
121.1257(e).
    In the SNPRM, the FAA has clarified the relationship between 
individuals who may be trained as the initial cadre of check airmen for 
a certificate holder in paragraph (b), and the individuals in paragraph 
(d) who may be used as instructors, check pilots, and APDs by the 
certificate holder to train the initial cadre of check airmen described 
under paragraph (b). Paragraph (d) allows the certificate holder to use 
current employees, employees of part 142 certificate holders, employees 
of other part 119 certificate holders, or aircraft manufacturers to 
create the pool of instructors, check pilots, and APDs who would 
support the certificate holders initial cadre program and train the 
initial cadre check airmen.
    ATA, American, Midwest, and Continental believe that in Sec.  
121.1257(b)(4) the last sentence should be deleted because this section 
could be misconstrued to require an initial cadre check pilot or check 
pilot to accomplish the entire syllabus twice, once in each seat. They 
stated this would conflict with the seat dependant task training in the 
QPS as specified in Sec.  121.1383(c)(3).
    The intent of Sec.  121.1257(b)(4) is not to require initial cadre 
check pilots to accomplish the entire syllabus twice, once in each 
seat. In the SNPRM, the FAA has revised Sec.  121.1357(b)(4) to clarify 
that initial cadre check pilots need to complete seat dependent task 
training.
    ATA, American, FedEx, and Midwest believe that the requirement in 
(b)(5) for the FAA to observe each of the duties that the check airman 
would be authorized to perform is excessive and should be replaced with 
(b)(6), which requires POI approval for the duties to be performed.
    While approval for an individual to serve as a check airman under 
proposed Sec.  121.1253 requires signoff by an FAA aviation safety 
inspector or APD, in the case of initial cadre training and evaluation, 
it is necessary for the FAA to have the FAA aviation safety inspector 
conduct the observation and provide the signoff because, in an initial 
cadre situation, the certificate holder would not have an APD. This 
requirement is also in accordance with FAA policy in FAA Order 8900.1, 
Vol.

[[Page 29367]]

3, Ch. 20, sect. 2, para. 3-1427 (3/11/09). Therefore, in the SNPRM the 
FAA has not revised the requirement.
2. Check Flight Attendant Initial Cadre (Sec.  121.1323)
    In the NPRM, the FAA proposed to establish requirements for 
qualifying an initial cadre of check flight attendants when a 
certificate holder is unable to meet the requirements of Sec.  
121.1321. The proposed section is necessary to standardize industry 
practice for qualifying an initial cadre of check flight attendants.
    ATA, Midwest, American, and American Eagle commented that the NPRM 
does not require an FAA aviation safety inspector observing a potential 
initial cadre check flight attendant to have any experience in the 
aircraft group or type or be qualified in the certificate holder's 
procedures. Southwest and ATA stated that the FAA aviation safety 
inspectors must be required to meet the same qualifications as the 
flight attendants they are inspecting.
    The aviation safety inspectors (cabin safety) who are assigned to 
observe a certificate holder's initial cadre check flight attendants 
possess the required knowledge regarding the regulations, the air 
carrier's approved training program, and the air carrier's operating 
procedures to adequately perform the observation. Provisions regarding 
the training requirements of FAA aviation safety inspectors are not 
appropriate for this rulemaking.
    American and Southwest commented that the NPRM sets forth no appeal 
process to contest a termination of an individual's initial cadre 
status. In the SNPRM, some sections in the rule language regarding FAA 
approval, such as training program approval, contain a formal appeal 
process. In the case of determinations regarding the length of time 
that initial cadre status is conferred on a particular operator, the 
certificate holder may appeal the determination through the CSI. As 
discussed previously, this is the process for appealing any FAA 
regulations administered by AVS that permit the exercise of FAA 
discretion.
    In the NPRM, the FAA set forth a requirement that each individual 
check flight attendant would require approval by the FAA. American 
stated that, if initial cadres of check flight attendants are required 
with the implementation of these regulations, certificate holders 
should be allowed to develop check flight attendant programs that are 
approved by the FAA but not supervised by the FAA. American, Southwest, 
and ATA stated that FAA oversight of an initial cadre of check flight 
attendants introduces a significant burden on the FAA and may prevent 
the certificate holder from selecting and qualifying employees. They 
contend that the certificate holder should maintain the responsibility 
of ensuring the qualification of check flight attendants through 
personnel selection and training and that the FAA should be responsible 
for approving and observing the check flight attendant training 
program. Southwest, American, ATA, and Midwest stated that the FAA 
oversight of the check flight attendant program should be accomplished 
through training program approval and continuous analysis rather than 
personnel approval.
    In the SNPRM, the FAA has removed the requirement for approval of 
individual check flight attendants. Instead, the FAA is proposing to 
require only that the certificate holder maintain a current list of all 
initial cadre check flight attendants and submit that list to the FAA. 
FAA observation of the newly trained check flight attendants is only 
necessary for initial cadre. An existing certificate holder would be 
able to meet the qualification requirements of Sec.  121.1321, which 
allows observation by another check flight attendant and does not 
require any additional FAA approval.
    Southwest commented that certificate holders with established check 
flight attendant programs do not need an initial cadre designation when 
adding a new aircraft type. It commented that as long as check flight 
attendants have received training on the new aircraft type, there is no 
need for an initial cadre of check flight attendants. It contends that 
flight attendant duties and check flight attendant duties do not vary 
by aircraft type in the same way that pilot and flight engineer duties 
do.
    The initial cadre requirements for check flight attendants are 
necessary only when a check flight attendant candidate does not meet 
the eligibility for training requirements of Sec.  121.1321, which 
include a requirement to have served as a flight attendant for the 
certificate holder for at least the previous 180 days. Therefore, an 
air carrier would not need to use the initial cadre provisions when 
adding a new aircraft type as long as it uses check flight attendants 
who have worked for the air carrier for at least the previous 180 days.
    RAA stated the proposed rule stipulates that a flight attendant 
with experience on an aircraft of the same group is to perform duties 
as an initial cadre check flight attendant. RAA stated that this would 
prevent an experienced flight attendant at an air carrier with 
turboprop aircraft from serving as a check flight attendant should the 
carrier acquire turbojet airplanes. It requested that the phrase ``of 
the same group'' be withdrawn.
    In the SNPRM, the FAA has withdrawn the phrase ``of the same 
group'' and has established a more appropriate requirement that flight 
attendants must have previously served 3 of the last 6 years in part 
121 operations to serve as a check flight attendant in these 
situations. The FAA reiterates that the initial cadre requirements for 
check flight attendants are necessary only when a check flight 
attendant candidate does not meet the eligibility for training 
requirements of Sec.  121.1321.
    American Eagle sought clarification as to whether the term ``FAA 
Inspector'' is the same as the term aviation safety inspector in Table 
3A. In the SNPRM, the FAA has revised the proposed regulation to 
include the term aviation safety inspector.
3. Check Dispatcher Initial Cadre (Sec.  121.1425)
    In the NPRM, the FAA also proposed to establish requirements for 
qualifying an initial cadre of check aircraft dispatchers when a 
certificate holder is unable to meet the eligibility, training, 
evaluation, and supervised operating experience requirements of Sec.  
121.1417 and Sec.  121.1421. The proposed section was necessary to 
standardize industry practice for qualifying an initial cadre of check 
aircraft dispatchers.
    TWU recommended that the FAA revise the language in Sec.  121.1417 
and Sec.  121.1421 to clarify that the requirements apply only to 
``start-up'' airlines or operations. The requirements for the check 
dispatchers under Sec.  121.1417 and Sec.  121.1421 apply to all 
operations. Relief for start up airlines or a new type of operation for 
an existing air carrier is provided under Sec.  121.1425, Check 
dispatcher: Initial cadre. The initial cadre requirements for check 
dispatchers are necessary only when a check dispatcher candidate does 
not meet the eligibility and training requirements of Sec. Sec.  
121.1417 and 121.1421. Therefore, the FAA has not revised the language 
in these sections.
    NACA questioned the requirement in Sec.  121.1425(c)(2) that would 
require an individual attempting to qualify as an initial cadre check 
dispatcher to have served as an aircraft dispatcher for 3 of the last 6 
years with that aircraft type. NACA maintains that this requirement is 
inconsistent with the requirements in Sec.  121.1421 for check 
dispatchers which does not establish an aircraft type

[[Page 29368]]

limitation for qualification as a check dispatcher. NACA therefore 
recommended deleting the aircraft type limitation in Sec.  
121.1425(c)(2). Midwest also raised concerns that if adopted as 
proposed, dispatchers attempting to qualify as an initial cadre check 
dispatcher who work for an operator that has a new type of aircraft 
would not be able to meet this requirement. Midwest recommended 
removing the aircraft type requirement and requiring the individual to 
have served at least 3 of the last 6 years as a certificated dispatcher 
performing dispatch duty.
    In the SNPRM, the FAA is revising Sec.  121.1425(c)(2) to remove 
the requirement that a dispatcher have experience in the aircraft type 
and instead require that, to be eligible to be an initial cadre check 
dispatcher, a dispatcher must have served at least 3 years in the past 
5 years as a dispatcher in the same aircraft group. The aircraft group 
limitation is necessary because individuals attempting to qualify as an 
initial cadre aircraft dispatcher may not have recent experience 
serving as an aircraft dispatcher with that certificate holder. Instead 
of establishing a recency requirement, the FAA has determined that it 
is more appropriate to establish the aircraft group limitation given 
the difference in aircraft performance, operational requirements, and 
the overall operating environments for Group I and Group II airplanes. 
This would ensure that the initial cadre check dispatcher is familiar 
with the certificate holder's operating environment, while also 
accommodating the needs of new part 119 certificate holders and 
certificate holders that are planning to operate a new aircraft type or 
in a new type of operation. Upon review of Sec.  121.1421, the FAA 
identified an error in the recency experience requirements as proposed 
in the NPRM. The FAA has revised Sec.  121.1421 to require check 
dispatchers to have served at least 3 years in the past 5 years as a 
dispatcher for the certificate holder for whom the dispatcher is to 
perform the duties of a check dispatcher.
    Midwest commented that the requirement that a dispatcher hold a 
certificate without restriction is unclear as they are unaware of any 
restrictions on dispatcher certificates. Prior to 1996 (when 14 CFR 
part 65 was revised) some aircraft dispatcher certificates were issued 
with English language limitations to individuals with foreign 
residency. If these individuals sought employment in the United States, 
this restriction would have to be removed prior to their employment. As 
these certificates do not expire, it is necessary to retain this 
language in the SNPRM.

V. Other Issues by Specialty

A. Flightcrew Member

1. Training Program: Line Oriented Flight Training (LOFT) and Full 
Flight Simulator (FFS) Course of Instruction (Sec.  121.1353)
    Current Sec.  121.409(b) addresses training courses using airplane 
simulators. The requirements proposed in the NPRM were based on Sec.  
121.409(b), Sec.  121.441(a) and requirements in appendix H to part 
121. The NPRM proposed to consolidate into one section the various 
requirements related to LOFT, to provide more specific requirements 
regarding the use of simulators, including qualification LOFT, 
recurrent LOFT, and FSTD course of instruction. These requirements 
promote a training environment that closely resembles actual line 
operations.
    Current Sec.  121.409(b)(3) requires a complete flight crew. In the 
NPRM, the FAA proposed in Sec.  121.1353(a)(4) to require that the 
flight crew consist of crewmembers who are qualified or in student 
status to serve in the duty position.
    Several commenters raised concerns that the FAA's proposal to 
require a full flight crew would not allow flexibility. They stated 
that without such flexibility, if an individual is unable to report for 
training, the certificate holder would have to cancel the training and 
incur additional costs associated with rescheduling the session, such 
as transportation and lodging costs for the crew. In addition, ATA, 
American, Continental, FedEx, and Midwest requested the FAA allow ``a 
person who is task familiar'' and a ``student in training'' to be a 
substitute for a crewmember who is qualified or in student status to 
serve in the duty position.
    In the SNPRM, the FAA has revised the language in Sec.  121.1353 to 
reference a complete flight crew as described in Sec.  121.1221(d). In 
addition, the FAA broadened the language in Sec.  121.1221 to allow 
``another individual qualified to occupy that seat'' to be part of the 
complete flight crew. For a more detailed discussion of the change to 
``complete flight crew,'' see Section V.A.13. Flightcrew member: 
Training and evaluation (Sec.  121.1221 and Sec.  121.1335) later in 
the preamble.
    Continental requested clarification regarding the intent of the 
proposed LOFT requirements as they apply to qualification and recurrent 
LOFT. The FAA has clarified that the LOFT requirements are the same for 
recurrent LOFT and qualification LOFT. Under the proposal, a LOFT would 
require training in an FFS, plus a briefing and debriefing. In 
addition, each duty position must be filled by a person who is 
qualified or in student status to serve in that position. This proposed 
requirement is needed because the training value of LOFT is diminished 
when inappropriate crew substitutions are made, such as using an SIC to 
substitute for a PIC. The certificate holder selects the tasks to be 
performed during the operating cycles from the list provided in Table 
3A of the Pilot QPS and Table 3A of the Flight Engineer QPS, if 
applicable. Each operating cycle incorporating the tasks should be 
structured in such a way to mirror as closely as possible typical line 
operations. In this way, the FAA is certain the selected tasks are 
appropriate for the certificate holder's operations.
    ATA, American, FedEx, UPS, and Midwest commented that requiring two 
operating cycles be completed during each LOFT is not appropriate as it 
limits the certificate holders' ability to review data and information 
collected in the CAP to identify areas that need additional training 
and incorporate those areas during the time remaining in the LOFT. 
Furthermore, they stated that a single cycle LOFT should be permitted, 
if appropriate and approved, if pilot flying and pilot monitoring 
duties are observed. ATA, American, Continental, UPS, and FedEx 
recommended removing the proposed requirement in Sec.  121.1353(b)(5) 
to demonstrate or practice tasks identified as areas of concern because 
this area is covered in the CAP. The FAA continues to believe that two 
operating cycles are necessary so that an instructor can fully evaluate 
both the pilot flying and pilot monitoring skills of all crewmembers 
participating in the LOFT.
    American, Continental, and Atlas stated that proposed Sec.  
121.1353(a)(5) should be revised to allow for ``minimal interruption'' 
of the LOFT by the instructor to allow the correction of errors noted 
during training. The commenters stated that this change would be in 
accordance with AC 120-35C which includes ``instructor guidance to 
prevent scenario degradation to negative learning and reinforcement of 
preferred or standardized solutions to problems.''
    The FAA recognizes there are some circumstances where an instructor 
might need to interrupt training to give guidance to a student. The FAA 
did not intend for this type of ``interruption'' to be prohibited. The 
FAA has clarified

[[Page 29369]]

this intention by removing the phrase ``the instructor.'' The FAA's 
intent was to prohibit interruption of the LOFT scenario itself, which 
must be conducted as a line operation. The FAA believes this change is 
consistent with the guidance in AC 120-135C and has revised the text to 
allow for minimal interruption during both the LOFT and FFS course of 
instruction.
    ATA, FedEx, UPS, and Midwest requested that the FAA add APD to the 
list of pilots who may conduct a LOFT. The FAA has modified the SNPRM 
to allow an APD to administer LOFT because APDs have the appropriate 
qualifications to conduct this function.
    ATA, American, and UPS commented that a remedial training program 
should be based on the severity and the nature of the deficiency. They 
stated that the deficiency might be minor enough that it does not 
require an additional simulator session.
    After review, the FAA has determined that it is not necessary to 
require a separate LOFT training session for all remedial training. In 
the SNPRM, the FAA has removed from Sec.  121.1353(a)(6) and (b)(4) the 
proposed requirement for a separate training session for remedial 
training. Instead, the FAA has included a requirement that the person 
administering the LOFT could correct any deficiencies during the post-
flight debriefing of the flight crew.
2. Flightcrew Member: Operating Experience (Sec.  121.1225)
    The current requirements regarding flightcrew member operating 
experience are found in Sec.  121.434. The FAA proposed to recodify the 
operating experience requirements in Sec.  121.1225. This provision 
established the operating cycle and observation requirements of 
operating experience, and also added two new provisions. The new 
provisions allow check pilots to have a rest period during the en route 
portion of a flight that is more than 8 hours in duration, and allow 
credit for operating experience if the pilot or flight engineer was 
under the direct supervision of an evaluator.
    Continental and RAA questioned why only an APD or FAA inspector 
must observe the operating cycle performed by a pilot after initial or 
upgrade training. The commenters suggested allowing an authorized line 
check pilot to perform the observation.
    The FAA has revised the requirements in paragraph (b)(2) to require 
observation by an APD or FAA inspector only when a pilot is qualifying 
as a pilot in command for the certificate holder for the first time. 
The FAA recognizes that a qualified check pilot has adequate experience 
to conduct observations that occur after the pilot has qualified for 
the first time, such as when a pilot is qualifying for a new aircraft 
type. The FAA has revised the language to allow a qualified line check 
pilot to conduct observations after the initial APD or FAA observation 
of the pilot as PIC. This change is consistent with current regulations 
in Sec.  121.434, which allow line check pilots to conduct these 
subsequent observations.
    Continental, UPS, and Ameristar commented that the requirement to 
restart operating experience based on poor performance may result in 
pressure to pass a pilot who performs marginally during the last days 
of the eligibility period to avoid the cost of restarting operating 
experience. The commenters suggested that the pilot be afforded another 
opportunity to complete the operating experience or proficiency test 
without restarting operating experience in its entirety. They further 
commented that a proficiency test should be replaced with proficiency 
check because the pilot has already received a type rating, and a 
proficiency check would allow for correction of minor deficiencies.
    After further review, in the SNPRM, the FAA has revised the 
requirement in Sec.  121.1225(b)(1) to require a proficiency check 
instead of a proficiency test to re-initiate operating experience. The 
FAA believes a proficiency check would allow for proper evaluation of 
all required items, and provide an additional opportunity to identify, 
train, and correct minor deficiencies for pilots who would have 
marginally passed under the standard proposed in the NPRM. In addition, 
throughout the SNPRM, the FAA has removed the term ``proficiency 
review'' and replaced it with proficiency check because a proficiency 
review is the same as a proficiency check.
    Continental, Midwest, American, and FedEx commented that they do 
not agree with the proposed requirement that at least one operating 
cycle, flown as the pilot flying, must be conducted with the autopilot 
disengaged. In the SNPRM, the FAA has added language to clarify that 
this does not require the flight crew to operate contrary to published 
or otherwise required departure or arrival procedures. However, the 
SNPRM proposes that if at least one cycle is not flown with the 
autopilot disengaged after takeoff until departing the terminal area 
and prior to approach upon entering the terminal area during the 
required operating experience, this fact must be recorded in the 
crewmember's record. The FAA proposes to require that at least one of 
the cycles flown as the pilot flying must be flown with the autopilot 
disengaged during the departure and arrival phases of flight. This 
requirement is necessary to measure the pilot's level of proficiency 
during these demanding phases of flight.
    ATA, American, FedEx, UPS, Southwest, RAA, and Midwest asserted 
that a two-cycle line check is not necessary and that everything may be 
accomplished in one cycle. Upon review of the comments, the FAA has 
determined that the two-cycle line check is necessary. In order to 
reflect actual line operations, during a two-cycle line check, the FAA 
expects a pilot to be the ``pilot flying'' on one cycle and the ``pilot 
monitoring'' on the other cycle. This would ensure adequate evaluation 
of the pilot's flying skills, as well the pilot's monitoring skills. 
During a two cycle line check, each pilot has an adequate opportunity 
to be the ``pilot flying'' on one cycle and the ``pilot monitoring'' on 
the other cycle.
3. Pilot: Consolidation (Sec.  121.1227)
    Current Sec.  121.434(g) and (h) require pilots to acquire at least 
100 hours of line operating flight time for consolidation of knowledge 
and skills. The requirements proposed in the NPRM were based on Sec.  
121.434(g) and (h). In the NPRM, the FAA proposed additional 
requirements that the 100 hours of line flight time begin no later than 
60 days after, and be completed within 120 days after, the proficiency 
test. The FAA also proposed that pilots completing conversion would be 
required to undergo consolidation. Furthermore, the NPRM proposed to 
extend consolidation to the first recurrent proficiency test and would 
require that a pilot restart consolidation if the pilot fails to 
complete the 100 hours of line flight time by the time the proficiency 
test for recurrent training is complete.
    ATA, FedEx, and American were concerned that the proposal does not 
provide for deviation that would provide mitigating relief if new 
aircraft enter the fleet, or pilots are relocated to a new domicile and 
are then required to become qualified and cannot complete the 
consolidation requirements within the 60- to 120-day time frame.
    Rather than providing a deviation for pilots who have not 
accumulated 100 hours, the FAA added language to Sec.  121.1227(c)-(e) 
to provide for extension of time for completion of consolidation. The 
FAA recognizes that there are circumstances where a pilot would not be 
able to meet the 120-day period. In the SNPRM, the FAA would permit an 
extension of the consolidation

[[Page 29370]]

period if the pilot meets additional evaluation requirements. The 
proposal permits two extensions of consolidation with additional 
evaluation requirements for each extension. The only deviation from 
these consolidation requirements is set forth in Sec.  121.1230. This 
deviation would allow the Administrator to authorize credit toward 
satisfying the consolidation requirements of Sec.  121.1227 for hours 
of line flight time accumulated in operations of related aircraft.
4. Pilot Recency of Experience (Sec.  121.1229)
    Under the current rules, in order to maintain recency of 
experience, pilots typically complete three takeoffs and landings in an 
aircraft simulator. If the visual simulator is a level A simulator, the 
pilot must perform additional maneuvers and procedures. Pilots using 
level B, C, or D simulators are not required to perform additional 
maneuvers and procedures.
    In the SNPRM, as in the NPRM, the FAA has continued the current 
requirement for three takeoffs and landings within the preceding 90 
days. The SNPRM, as in the NPRM, proposes, to allow pilots to complete 
the takeoffs and landings in an aircraft during line operations or in 
an aircraft simulator qualified for takeoffs and landings under part 
60, with one of the takeoff and landing requirements being conducted in 
LOFT environment training. In the SNPRM, the FAA has proposed a 
definition of LOFT environment training in Sec.  121.1205, which 
clarifies that this training is used primarily for the maintenance or 
regaining of landing currency and, therefore, is not required to meet 
the time requirements of other LOFT scenarios.
    In addition, in the SNPRM, the FAA has clarified when a pilot is 
considered to have lapsed in recency. If it has been 90 days or more 
since the pilot has completed the recency requirements of three 
takeoffs and landings, then he or she is considered to have lapsed. In 
paragraph (b), if a pilot's recency lapses and has been lapsed for 90 
days or less, the SNPRM establishes that the pilot may regain recency 
only by completing the takeoff and landing requirements in paragraph 
(a)(2) in a LOFT environment. Under paragraph (c), pilots whose recency 
has been lapsed for more than 90 days would be required to complete the 
requirements in paragraph (b) and an FFS course of instruction. The FAA 
has revised the text in paragraph (c) to replace core conversion 
training with FFS course of instruction to allow certificate holders to 
target the critical training needs of the pilot.
    ATA, American, United, Southwest did not agree with the proposal to 
require one of the takeoff and landings to be done in a LOFT 
environment. Commenters believed the NPRM required a full LOFT to 
reestablish pilot recency.
    The FAA recognizes that there was no definition for LOFT 
environment in the NPRM. The FAA did not intend to require a full LOFT 
to reestablish recency after it had lapsed for 90 days or less. To 
clarify the difference between LOFT and LOFT environment, the FAA has 
added a definition of LOFT Environment Training in Sec.  121.1205 of 
the SNPRM. The definition of LOFT environment is training in an FFS 
with a complete flightcrew using procedures expected in line operations 
but without the use of simulator resets or repositioning. This training 
is used primarily for the maintenance or regaining of landing currency 
and, therefore, is not required to meet the time requirements of other 
LOFT scenarios.
    The FAA believes the requirement for LOFT environment training has 
a minimal impact on cost (as it does not contain all the requirements 
of a full LOFT) and has a positive impact on safety because it provides 
the training in a ``line environment'' which more closely simulates 
what occurs during actual flight operations, as opposed to the current 
practice of using a ``task training environment.''
5. Flightcrew Members at Controls (Sec.  121.1241)
    The current requirements for flightcrew member at the controls 
appear in Sec.  121.543. That provision contains reduced qualification 
requirements for relief pilots. Proposed Sec.  121.1241 in the NPRM and 
SNPRM would revise the requirements in Sec.  121.543 to require the 
relief pilot to be a fully qualified pilot in command. In the NPRM and 
SNPRM, the requirements of Sec.  121.543 would expire 5 years and 120 
days after publication of the final rule. After that date, the 
requirements of Sec.  121.1241 would apply. However, if an air carrier 
transitions to the requirements of subpart BB before the end of the 
transition period, the air carrier would be required to comply with the 
provisions in Sec.  121.1241 at that time.
    ATA, American, Continental, FedEx, Midwest, United, and UPS 
commented that forcing takeoff and landing currency among all relief 
pilots may deteriorate the proficiency of all pilots. For example, on 
long-haul aircraft, the commenters asserted there are not enough 
operating cycles to allow all pilots to maintain landing currency in 
the aircraft. In addition, spreading these aircraft landings among 
relief pilots reduces the available landings for those pilots who would 
actually make landings in line operations. Commenters also stated that 
some labor agreements prevent forcing a relief pilot into the SIC or 
PIC position during line operations, and would, therefore, require 
additional crewmembers to have to requalify for takeoffs and landing in 
the simulator. Additionally, commenters disagreed with the proposal to 
require relief pilots to meet the same consolidation and recency 
requirements as all other pilots. The commenters stated that the 
proposed rule would add complexity and cost. The commenters believe the 
proposed rule would have the unintended consequence of forcing carriers 
to schedule fleets on routes that would not require augmented crews. 
Accordingly, commenters recommended that the FAA maintain current 
regulatory requirements for landing currency.
    The proposal in the NPRM and SNPRM that all pilots need to 
establish and maintain recency would ensure that all pilots on the 
flight deck are adequately trained and qualified to serve in that duty 
position. In case of an emergency, it is necessary to ensure that all 
pilots, including relief pilots who may be called upon during flight to 
act as pilot in command or second in command, are fully qualified in 
all phases of flight. Accordingly, the FAA has maintained the 
qualification requirement for relief pilots as proposed in the NPRM.
    ATA, Continental, American, Midwest, FedEx, and UPS objected to the 
designation of an acting PIC in paragraph (b) which says that, if the 
pilot in command is taking a rest period, the PIC must designate an 
acting PIC on the flight deck. Commenters also stated that the 
regulations should recognize that chain of command is designated by a 
carrier's flight operations manual.
    After reviewing Sec. Sec.  121.1241 and 121.1237, the FAA believes 
that Sec.  121.1241(b)(4) is unnecessary because Sec.  121.1237 
establishes requirements for who is the PIC. Therefore, in the SNPRM, 
the FAA has removed Sec.  121.1241(b)(4).
6. Check Pilot and Check Flight Engineer: Training, Evaluation, 
Approval, and Recent Experience (Sec.  121.1253)
    Current regulations Sec. Sec.  121.411 and 121.413 require that 
check airmen must be current and qualified in the aircraft

[[Page 29371]]

and capable of conducting their responsibilities. In the NPRM, the FAA 
proposed requiring that the check pilot must have made at least five 
takeoffs and landings in an FFS qualified in accordance with part 60 of 
this chapter and approved for performing takeoffs and landings. The 
check flight engineer must have served as a flight engineer on five 
takeoffs and landings in an FFS qualified in accordance with part 60 of 
this chapter and approved for performing takeoffs and landings. In 
addition, the NPRM proposed observation requirements and requirements 
for check airmen to attend standardization meetings.
    Continental, ATA, American, FedEx, UPS, Midwest, and Southwest 
state that check pilots and simulator instructors should not have 
recency of experience requirements that are any different than those of 
a line pilot. The commenters assert that the FAA has not provided data 
to support that an increased landing currency requirement has any 
correlation with safety.
    After further review, the FAA believes the additional takeoff and 
landings are unnecessary to maintain recency. In the SNPRM, the FAA has 
revised the recency requirements to remove the additional recency 
requirements proposed in Sec.  121.1253(d)(1) of the NPRM. In the 
SNPRM, Sec.  121.1253(d)(1) only requires the check airmen to comply 
with the pilot and flight engineer recency requirements set forth in 
Sec.  121.1229 or Sec.  121.1231.
    ATA, Southwest, American, United, Midwest, and RAA commented that 
evaluating and instructing skills are very similar and therefore both 
should count toward minimum requirements. They requested that the Sec.  
121.1253(d)(2) recent experience requirement for completing at least 
eight evaluation activities be reduced to six because they were not 
aware of data that explains the need for eight. In addition, commenters 
suggested adding language to allow a POI to approve reductions below 6 
events in cases where the experience level of the evaluator, job 
position, or training activity warrants such reductions.
    Recent experience as an evaluator is necessary to maintain 
proficiency as an evaluator. The proposed requirement for eight 
evaluation activities was excessive for maintaining recency. In the 
SNPRM, the FAA has revised Sec.  121.1253(d)(2) to require completion 
of at least six evaluation activities. This requirement is necessary to 
ensure that the evaluator maintains a minimum level of proficiency to 
properly evaluate members.
    ATA, United, American, and Continental believe that it may not be 
possible for check pilots and simulator instructors to attend ``all 
standardization meetings'' for many reasons. In many cases, certificate 
holders schedule multiple standardization meetings covering the same 
material to allow check pilots and simulator instructors to attend the 
meeting that best accommodates their schedule. This approach provides 
flexibility to the check pilots and simulator instructors (e.g., in 
case of illness during a scheduled meeting) as well as to the 
certificate holder. The commenters suggest that the requirement should 
be for check pilots and simulator instructors to complete the 
certificate holder's standardization curriculum which would cover all 
required standardization material.
    Upon review of the comments, the FAA has revised the proposed rule 
language by deleting the word ``all'' in those places where the 
standardization meetings are referenced. The FAA expects check airmen, 
and other required individuals, to attend the standardization meetings 
for each aircraft type in which the check airmen is authorized to 
conduct check pilot or check flight engineer duties. If a certificate 
holder schedules multiple sessions of the same standardization meeting 
covering the same content, it is not the FAA's intent that the check 
airman attend all of the multiple sessions. Rather, the check airman 
should attend one of the multiple sessions scheduled by the certificate 
holder to complete the standardization curriculum.
    Continental, Atlas, Ameristar, Midwest, and Southwest comment that 
this proposed rulemaking complicates check airman certification 
requirements significantly and adds multiple layers of FAA observation 
and certification. Commenters stated that not all aircraft can 
accommodate two individuals simultaneously in flight deck jumpseats. 
Commenters further stated that their computerized recordkeeping system 
may not be able to handle the proposed recordkeeping requirement 
because air carrier recordkeeping systems may not be able to handle APD 
and FAA aviation safety inspector sign-offs.
    For clarification, in the SNPRM, the FAA uses the term check airman 
as used in the current regulations. As with current regulations, the 
requirements to observe a check airman performing a line check can be 
satisfied in the FFS or by having the check airman occupy a required 
crewmember seat so the observer can occupy the jump seat. The 
requirements for recordkeeping remain as originally proposed because 
the certificate holder's records must accurately reflect that they have 
complied with the requirements.
    Continental and FedEx assert that the line check requirements in 
Sec.  121.1385(a) of the NPRM are overly burdensome and would be 
costly. In the SNPRM, the FAA has clarified that satisfaction of the 
line check requirement in Sec.  121.1253(b)(2) would also satisfy the 
line check requirements of Sec.  121.1233 which apply to all PICs. 
Since most check pilots authorized to conduct line checks are PICs, the 
additional cost of satisfying the proposed requirements in Sec.  
121.1253(b)(2) is only the cost of completing a line check while under 
the supervision of an FAA aviation safety inspector or an APD, as 
described in Sec.  121.1253(b)(2)(ii) of the SNPRM.
    American requests the addition of ``line'' to the generic term 
``check pilot'' to clarify the intent of Sec.  121.1385 (NPRM) that the 
term applies only to those individuals acting as check pilots in line 
operations. The commenter states that the skills required to conduct 
operating experience and line checks are identical.
    In the SNPRM, the FAA uses the term check airman to apply to check 
pilot and check flight engineer. A check airman may perform duties in 
the FSTD or in line operations (as required by Sec.  121.1253(b)(2)) 
depending on his or her qualifications.
    ATA recommended removing from Sec.  121.1385 the requirement that 
check pilots must complete qualification requirements every 24 months. 
The commenter also recommends conducting checks in the FSTD instead of 
the aircraft.
    The proposed requirement for a 24-month look back is consistent 
with the current regulation in Sec.  121.413(a)(2). The FAA has 
maintained this requirement in the SNPRM. As proposed, the regulation 
would allow for checks to be conducted in either an FSTD or an 
aircraft.
    United stated that the requirement that APDs supervising 
observations must be specifically designated by the FAA is an excessive 
burden on the POI. The requirement that an APD observing line checks 
must be specifically designated to do so by the FAA is consistent with 
the current regulation in Sec.  121.413(a)(2). The FAA has maintained 
this requirement in the SNPRM.
7. Aircrew Program Designee (APD): Training, Evaluation, and Recent 
Experience (Sec.  121.1271)
    In the NPRM, the FAA proposed requiring that pilot and flight 
engineer

[[Page 29372]]

APDs be trained under the certificate holder's approved academic and 
job performance training program. Proposed Sec.  121.1271 would codify 
FAA policy in FAA Order 8900.1, Volume 13 (8/31/09) regarding APDs who 
serve only in part 119 certificate holder approved training programs. 
Under current practice, an APD is an examiner who performs evaluation 
functions for a certificate holder on behalf of the Administrator under 
designation authority pursuant to part 183. The certificate holder 
identifies an employee it would like to have designated as an APD. The 
employee must then be approved by the POI, and issued a certificate of 
authority and a certificate of designation under part 183. At any time, 
the FAA may terminate an APD's certificate of designation.
    ATA, Continental, UPS, American, and Midwest request training for 
APDs to be conducted by the FAA, since the APDs are acting on behalf of 
the FAA and this would be in accordance with current industry practice.
    To clarify, consistent with current policy and practice (FAA Order 
8900.1, Vol. 13 (8/31/09)), the FAA would continue to provide 
additional training regarding the individual's role as an FAA designee. 
FAA training would include topics such as: (1) The knowledge, ability, 
and skill requirements for the original issuance of the airline 
transport pilot (ATP) certificate and added ratings, as applicable; (2) 
the procedures, methods, and techniques associated with administering 
the required certification tests; (3) the responsibilities, authority, 
and limitations of an examiner under 14 CFR; (4) the use of FAA forms 
and job aids associated with the particular APD function.
    Although the APDs are working under a designation from the FAA, 
they are employed by the certificate holders and it is appropriate that 
they be trained by the certificate holders to be familiar with the 
certificate holder's training program. As with all other training 
conducted by the certificate holder, APD training and evaluation would 
be subject to FAA approval and oversight. The proposed training 
requirements for APDs in Sec.  121.1271 are part of the certificate 
holder's approved training program. It is not appropriate for the FAA 
to conduct this training.
    ATA, FedEx, UPS, Midwest, and American contend that an APD should 
be required to be observed conducting line checks. The FAA does not 
believe it is necessary for an APD to be observed conducting both a 
proficiency test and a line check. The conduct of a proficiency test 
for certification requires demonstration of all the skills required for 
a proficiency check, as well as other critical safety skills. For these 
reasons, the FAA has revised the language in Sec.  121.1271(b)(1) of 
the SNPRM to require an APD to be observed only while conducting a 
proficiency test. The FAA has also revised paragraph (c)(1) of the 
SNPRM to allow the APD to conduct proficiency tests, proficiency 
checks, and line checks.
    ATA, RAA, American, FedEx, and Midwest suggested that the recency 
of experience for APDs should be the same as the recency requirements 
for a line pilot. In the SNPRM the FAA has revised paragraph (d)(1) to 
require the same recency requirements for APDs and flightcrew members. 
The revised language requires that APDs maintain recency as a pilot or 
flight engineer as required by Sec.  121.1229 or Sec.  121.1231, as 
applicable.
8. Curriculum Category Requirements: Pilot and Flight Engineer Initial, 
Conversion, Transition, and Upgrade Academic and Job Performance 
Training (Sec.  121.1365)
    Current Sec. Sec.  121.419, 121.424, and 121.425 provide the 
requirements for pilots and flight engineers initial, transition, and 
upgrade ground and flight training. In Sec.  121.1365 of the NPRM, the 
FAA proposed requirements for initial, conversion, transition, and 
upgrade academic and job performance training segments for pilots and 
flight engineers. In the NPRM, the FAA specified that evaluations must 
be conducted by check pilots, check flight engineers, pilot APDs, or 
flight engineer APDs, provided the individual was an employee of the 
air carrier.
    American, ATA, FedEx, Continental, and UPS believe that the 
requirement that the evaluator must be an employee of the certificate 
holder would create a significant cost burden. Commenters state that 
the proposal would require proficiency tests, check rides, and type 
ratings to be conducted by company employees. Commenters question 
whether FAA aviation safety inspectors would continue to perform 
evaluations and question whether proposed Sec.  121.1331(d) conflicts 
with proposed Sec.  121.1365.
    Section 121.1331(d) allows the certificate holder to train persons 
other than employees of the certificate holder to conduct training and 
evaluation in the certificate holder's training program. Section 
121.1365, as proposed in the NPRM, would only prohibit the use of 
``persons other than employees of the certificate holder,'' from 
conducting job performance proficiency tests as required under 
paragraph (b) of Sec.  121.1365. However, after review of Sec.  
121.1365(d), the FAA is revising the proposed requirement in the SNPRM 
to permit a training center evaluator (TCE) employed by a part 142 
certificate holder to conduct proficiency tests under paragraph (b). 
The FAA believes this is acceptable because the FAA has already 
approved an individual to be a TCE under part 142, which authorizes the 
individual to conduct proficiency tests that result in pilot 
certification, and under proposed Sec.  121.1339, the certificate 
holder would have to obtain FAA approval to use the part 142 training 
center, and its evaluators, in its training program. Therefore, the FAA 
believes a TCE has the necessary qualifications to conduct proficiency 
tests under part 121. In addition, the FAA retains oversight of the 
training program, including TCEs used in the training program.
    American Eagle believes the order of the proficiency test and LOFT 
has not been mandatory until now. The commenter stated that it is not 
unusual for a crew to be scheduled for checking, but for some reason it 
cannot be accomplished on the scheduled date. It stated it can now use 
the time to accomplish the LOFT, but under the proposal would lose the 
simulator time because it would have to reschedule the sessions to 
ensure they were done in the specific order as set forth in the rule.
    In the SNPRM the FAA has retained the requirement that LOFT be 
conducted after the completion of the proficiency test. The LOFT 
integrates all the training and evaluation tasks into a scenario-based 
training exercise. Therefore, the FAA believes that requiring LOFT to 
be conducted after a proficiency test accomplishes consolidation of 
proficiency. In addition, this requirement codifies the guidance found 
in FAA Order 8900.1 (12/18/08), Volume 3 regarding the order of the 
proficiency test and LOFT
    ATA, American and UPS believe it is impractical to require that a 
particular cycle contain all other-than-normal flight operations. In 
addition, the commenters noted an inconsistency between Sec.  121.1353, 
which requires that each cycle be representative of the certificate 
holder's operation, and Sec.  121.1365, which requires two operating 
cycles, one normal, and one non-normal and emergency flight operations.
    In the SNPRM the FAA has revised the section to remove the 
inconsistencies and to reference proposed Sec.  121.1353, which 
requires the LOFT to contain at least two operating cycles 
representative of the certificate holder's operation.

[[Page 29373]]

    Atlas Air disagrees with the proposal to require sharing of pilot 
flying and pilot monitoring duties during each cycle. The FAA 
recognizes that during a LOFT event, each pilot has an opportunity to 
demonstrate pilot flying skills and pilot monitoring skills, regardless 
of which seat the pilot is assigned. In the SNPRM the FAA has removed 
the requirement in Sec.  121.1365 that ``The pilot in command and 
second in command share pilot flying and pilot monitoring duties during 
each cycle,'' because it is unnecessary.
9. Curriculum Category Requirements: Pilot and Flight Engineer 
Recurrent Academic, Recurrent Job Performance, and Recurrent Aircraft 
Emergency Equipment Training (Sec.  121.1367)
    The NPRM proposed curriculum requirements for recurrent academic, 
recurrent job performance, and recurrent aircraft emergency equipment 
training for pilots and flight engineers. The FAA based the proposal on 
current Sec.  121.427(b) and (d).
    ATA, American, Continental, FedEx, UPS, ALPA, and Midwest believe 
that the proficiency test should be replaced by a proficiency check 
because a proficiency test provides no opportunity for corrective 
action, undermining the purpose of recurrent training. Commenters 
suggest that proficiency tests should not be part of recurrent training 
because the pilot has completed a proficiency test at the completion of 
initial, transition, upgrade or conversion training. Commenters also 
stated that combining the LOFT with the proficiency test prohibits 
operators from taking corrective action on minor issues.
    In the SNPRM, the FAA has revised paragraph (b)(2) to allow either 
a proficiency test or proficiency check in the first recurrent training 
event. While the proficiency test does not provide the opportunity for 
immediate corrective action, the proficiency check allows for limited 
training and practice. The FAA believes that by only allowing a 
proficiency test in this first recurrent training event, as proposed in 
the NPRM, there may be a lost opportunity for limited training and 
practice when appropriate.
    NACA, Florida International University, and individual commenters 
see no value in reducing the frequency of flightcrew member emergency 
``hands on'' drills and adding unannunciated fire drills in flight 
training.
    While this proposal decreases the frequency of hands-on drills for 
flightcrew members, it increases the frequency of hands-on drills for 
flight attendants. In the SNPRM, the FAA has enhanced the requirements 
for flightcrew member academic training in these subjects. Under 
current regulations, academic training in these subjects is required at 
a 12-month interval. In the SNPRM, the FAA has proposed an 18-month 
frequency for flightcrew member recurrent academic training in some 
subjects and increased the frequency to 9 months for other academic 
subjects. Furthermore, increased security rules require that flightcrew 
members on the flight deck may have to remain on the flight deck. 
Therefore, consistent with the post-9/11 security procedures, the FAA 
has proposed in the SNPRM, as in the NPRM, new hands-on drill frequency 
requirements for flight attendants to recognize their additional 
responsibilities and has also introduced a performance drill for 
flightcrew members to provide training and evaluation on identifying 
and combating fires that may not trigger an alarm in the flight 
deck.\11\
---------------------------------------------------------------------------

    \11\ These fires are referred to as ``unannunciated fires'' in 
the regulatory text and are fires that occur on the aircraft that 
are not announced by a signaling device in the flight deck that 
emits an audible signal or a visual indication, such as smoke or 
fumes of an unknown origin, fires in the cabin of the aircraft, or 
hidden fires.
---------------------------------------------------------------------------

10. Curriculum Category Requirements: Flight Instructor Initial, 
Transition, and Recurrent Academic Training (Sec.  121.1377)
    Current Sec.  121.414 provides for initial and transition training 
and checking requirements for flight instructors (airplane) and flight 
instructors (simulator). The NPRM proposed initial academic training 
requirements consistent with current Sec.  121.414 with an additional 
requirement for training policies and procedures. The transition 
academic training requirements are the same as current Sec.  121.414. 
The recurrent ground training requirements in the NPRM are based on 
current appendix H, Advanced Simulation Training Program. The NPRM 
requirements apply to all instructors and to all check persons.
    Atlas and an individual asked which subjects listed in Sec.  
121.1377(a) are ``applicable'' under paragraph (c)(1). They questioned 
whether all of the subjects listed in paragraph (a) are applicable to 
recurrent flight instruction.
    In the SNPRM, the FAA revised Sec.  121.1377(c)(1) to remove the 
words ``if applicable.'' For quality flight instruction, all subjects 
listed in paragraph (a) should be covered during recurrent training.
    American and an individual believe that some air carriers may want 
the flexibility of having courses that exceed 4 hours. The FAA notes 
that if an air carrier wishes to provide training in excess of 4 hours, 
the regulation would not preclude it from doing so.
11. Curriculum Category Requirements: Check Pilot and Check Flight 
Engineer Initial, Transition, and Recurrent Job Performance Training 
(Sec.  121.1383)
    Current Sec.  121.413 provides the requirements for initial and 
transition training and checking for check airmen (airplane), check 
airmen (simulator).
    In Sec.  121.1383 of the NPRM, the FAA proposed substantially the 
same requirement as current Sec.  121.413 which requires training that 
ensures check airmen competence in conducting job performance 
evaluations and training in an FSTD. In addition, the NPRM proposed new 
requirements for check pilots who conduct operating experience and line 
checks.
    Atlas and an individual commenter stated that Sec.  121.1383 does 
not state the frequency of recurrent job performance training for check 
pilots and flight engineers. After review, the FAA has revised Sec.  
121.1383 in the SNPRM to clarify the recurrent training requirements 
for check airmen. In the SNPRM, Sec.  121.1383(b) requires check airman 
to meet the recurrent training requirements of Sec.  121.1223 and for 
check pilots, to include seat dependent task training from both seats, 
in accordance with the QPS, in the recurrent training requirements of 
Sec.  121.1223.
    Continental questions whether the rule requires that this training 
be conducted in an aircraft during line operations. Neither the NPRM 
nor the SNPRM proposed to require that job performance training for 
check persons be conducted during line operations. All job performance 
requirements in proposed Sec.  121.1383 must be completed in an FSTD, 
unless a deviation has been issued under Sec.  121.1345(b). The FAA has 
not revised this requirement in the SNPRM.
    ATA, American, FedEx and UPS suggested creating one type of check 
pilot (line check pilots) who can supervise operating experience. In 
the SNPRM the FAA uses the term check airman, which applies to check 
pilot or check flight engineer. The check airman may be qualified to 
perform duties in the simulator or in line operations.
12. Medical Certificate Requirements (Sec.  121.1211)
    In the NPRM, the FAA proposed language that combined the medical 
certificate requirements of current Sec. Sec.  121.411 and 121.412. As 
proposed, Sec.  121.1211 did not change the current

[[Page 29374]]

medical certificate requirements in Sec. Sec.  61.21, 63.31, 121.411, 
and 121.412. It stated that no certificate holder may use any person, 
nor may any person serve, on an aircraft as a required flightcrew 
member in operations under this part unless that person has a valid 
medical certificate required by Sec.  61.23 or Sec.  63.31 of this 
chapter, as appropriate for the duty being performed. Further, proposed 
paragraph (b) provided that no medical certificate is required to serve 
in an FSTD.
    ATA, American, and Continental questioned whether a medical 
certificate is required to train or be trained in an FSTD. The 
commenters stated that the regulation should harmonize with the 
definition of ``Simulator Only Instructor/Check person'' to clarify 
that it only applies to the instructors and simulator check pilots (not 
used in line operations) and that crewmembers undergoing training must 
have a valid medical certificate.
    As proposed in the NPRM, Sec.  121.1211(b) states that no medical 
certificate is required to serve in an FSTD. The term ``serve,'' as 
proposed in Sec.  121.1205, is defined as ``to perform the duties and 
discharge the responsibilities required under this part.'' This 
paragraph does not require a medical certificate to train or be trained 
in an FSTD. The FAA is not changing the text as proposed.
13. Flightcrew Member: Training and Evaluation (Sec. Sec.  121.1221 and 
121.1335)
    Current Sec.  121.415 addresses crewmember and aircraft dispatcher 
training. As proposed in the NPRM, Sec.  121.1335 and the applicable 
QPS documents contain an outline of flightcrew member training and 
evaluation requirements and specify the training curriculum 
requirements and programmed hours.
    American Eagle, RAA, ATA, Continental, American, and FedEx objected 
to the language in Sec.  121.1221(c), which requires a person 
undergoing qualification for the first time to complete: New hire 
training; the subsequent initial, conversion, transition, upgrade, or 
differences academic and job performance training as necessary; a 
proficiency test; and a qualification LOFT, within 120 days of 
beginning training. The commenters asserted that the proposal is too 
costly, impractical and has no apparent impact on enhancing safety.
    Training requirements that enhance the efficacy of training result 
in enhanced job performance and safety. Crewmembers and aircraft 
dispatchers typically receive training on knowledge and job performance 
skills that they may not use often, but would be expected to 
effectively perform in specific emergency situations. A review of the 
scientific literature does not establish specific optimum timeframes in 
``days'' but does indicate that the length of the intervals between 
training has dramatic adverse effects on task performance for people 
with low task experience.\12\ Accordingly, the FAA has determined that 
the 120-day requirement for completion of training and evaluation for 
individuals undergoing qualification for the first time is the 
appropriate interval to ensure there is no adverse impact on task 
performance for this population.
---------------------------------------------------------------------------

    \12\ See Lance, C.E, Parisi, A.G, Bennett, W.R, Teachout, M.S., 
Harville, D.L. Welles, M.L. (1998). Moderators of Skill Retention 
Interval/Performance Decrement Relationships in Eight U.S. Air Force 
Enlisted Specialties. Human Performance, II (1), 103-123.
---------------------------------------------------------------------------

    American, RAA, FedEx, ATA, NACA, Continental, FedEx, and Midwest 
objected to the complete flight crew requirement in paragraph (d), 
specifically, that only a qualified person may serve in the required 
support duty position during training. The commenters suggest that the 
support position be filled by a person who is ``task familiar'' rather 
than qualified.
    In the SNPRM the FAA has modified Sec.  121.1221 to allow ``another 
individual qualified to occupy that seat'' to be part of the complete 
flight crew. The FAA believes this change is more appropriate and 
provides a clear standard of qualification, rather than allowing ``a 
person who is task familiar,'' which is a vague standard. During job 
performance training of flightcrew members it is important to have 
qualified individuals participating throughout the training session. 
The revised language would provide an improved training environment in 
an FSTD that would more closely replicate the environment in line 
operations where both crewmembers are qualified on the specific 
equipment. In addition, the FAA notes that a medical certificate is not 
required for a member of a flight crew in an FSTD to satisfy the 
complete flight crew requirement in paragraph (d).
    Upon review of the comments, the FAA has determined that for job 
performance training purposes only, the flight crew may consist of less 
than fully qualified flightcrew members. The FAA has added Sec.  
121.1221(e) to allow for substitution of flightcrew members. For 
planned job performance training, where a certificate holder knows well 
in advance that the flight crew may consist of less than fully 
qualified flightcrew members, such as training when a new aircraft is 
added to a fleet, the certificate holder must submit a request for 
amendment of its training program. The amendment must include a 
justification for not being able to meet the complete crew 
requirements, the proposed composition of the training crews, and the 
expected duration of the amendment. The provision also allows for 
substitution if, due to circumstances beyond the control of the 
certificate holder, a flightcrew member is unable to report for 
training. These circumstances may include an unexpected illness, 
unsuccessful progression through the training program, transportation 
issues, or simulator mechanical failures. In these instances, the 
certificate holder may allow students training for that same duty 
position to function as a complete flight crew. If a certificate holder 
uses this substitution, it must notify the certificate holding district 
office within 30 days of the substitution. For evaluations, fully 
qualified flightcrew members would be required. However, in the SNPRM, 
the FAA has revised the requirement to allow air carriers to 
efficiently schedule and train flightcrew members while maintaining the 
integrity of flight crew positions during LOFT.
14. Flightcrew Member: Recurrent Training and Evaluation Schedule for 
Continuing Qualification (Sec.  121.1223)
    The NPRM proposed requirements for providing recurrent training and 
evaluation for flightcrew members. The FAA based this section on 
current Sec. Sec.  121.427 and 121.433(c). The key features of this 
section include a repeating 9-month interval between recurrent training 
activities where some subjects, tasks, and environments would be 
required once each 9-month period, some would be required only once 
each 18 months, and some would be required only once each 36 months. 
Recurrent activities would be considered completed during the interval 
if completed during the eligibility period. The eligibility period 
consists of the base month, the month before the base month and the 
month after the base month. The base month is any one of the following: 
the ninth month following the month during which the proficiency test 
required in Sec.  121.1365(b)(1) is completed; the ninth month 
following the month in which the proficiency test authorized in Sec.  
121.1239 is completed; or the ninth month following the completion of 
the recurrent academic and job performance training modules when 
adjusting the base month in accordance with Sec.  121.1223(f).

[[Page 29375]]

    The proposed recurrent activities, periods, and cycles are 
identical for PIC and SIC. This differs from the current rule, which 
has a repeating 6-month interval between recurrent activities for PICs 
and a repeating 12-month interval between recurrent activities for 
SICs. Most importantly, this proposed change in intervals produces two 
substantial benefits: More effective flightcrew training and increased 
FSTD time for SICs.
    The first substantial benefit, training and evaluating the PIC and 
SIC as a complete flight crew, is valuable for incorporating CRM 
concepts into training and ensuring that the training occurs in an 
environment similar to line operations. The FAA believes that alignment 
of recurrent training events for PICs and SICs would further enhance 
flightcrew training by providing greater opportunity for a certificate 
holder to pair pilots who need recurrent training, lessening the need 
to rely on stand-by and fill-in pilots to fill simulator seats.
    The impact of the alignment in training intervals is demonstrated 
when looking at how the current scheduling of PICs versus SICs occurs. 
Tables 6 and 7 in the Regulatory Evaluation available in the docket for 
this rulemaking show that there are approximately 15,000 PICs and 
14,000 SICs in the affected pilot population. Since the population 
between PICs and SICs is relatively similar, a certificate holder would 
be training PICs 66% of the time and SICs 33% of the time. In other 
words, PICs are only likely to have an SIC that needs recurrent 
training sitting in the right seat 50% of the time. The rest of the 
time, the pilot filling the right seat during the training session is a 
pilot who does not need the training, such as a fill-in SIC, an 
instructor, or any other pilot qualified to occupy that seat. While 
this clearly meets the requirements for PIC training under current 
regulations by providing a qualified crew complement, the FAA believes 
that the SNPRM improves on the present model by increasing the 
likelihood that a training session would have a PIC and SIC who both 
need recurrent training.
    The metric of any flightcrew training program should be the degree 
to which the flightcrew is able to translate the tasks that have been 
demonstrated during the training into operations. Learning within an 
environment that is more likely to be experienced in the real world 
significantly enhances the quality of that training.
    The second significant outcome of aligning the recurrent training 
cycle is that the pilots who need FSTD time the most--SICs--would 
receive twice the amount of time in an FSTD that they now receive while 
PICs would maintain current amounts. The following table shows how the 
proposed training cycle and distribution of required tasks accomplishes 
this over a 36-month training cycle.

     Comparison of Recurrent Job Performance Training Hours for PICs and SICs Over a 36-Month Training Cycle
----------------------------------------------------------------------------------------------------------------
                                                     Current rule                            SNPRM
                                        ------------------------------------------------------------------------
                                           PIC  (hours)       SIC  (hours)      PIC  (hours)      SIC  (hours)
----------------------------------------------------------------------------------------------------------------
6 months...............................                 4                 4                  6                 6
12 months..............................                 4                ''
18 months..............................                 4                 4                  6                 6
24 months..............................                 4                ''                  6                 6
30 months..............................                 4                 4                  6                 6
36 months..............................                 4                ''
                                        ------------------------------------------------------------------------
                                                       24                12                 24                24
----------------------------------------------------------------------------------------------------------------

    The intent of the 36-month cycle is to provide an interconnected 
evaluation and training environment. Each 9 month cycle provides 6 
hours of time for training and evaluation. The required tasks can be 
completed at any time during those 6 hours, resulting in the ability to 
adjust FSTD session length to best use those valuable resources and 
meet specific certificate holder program requirements.
    PICs would continue to receive the same amount of time in a FSTD by 
virtue of the additional hours required for FSTD training (6 hours 
instead of 4 hours per cycle), even though the interval between 
training is reduced (from the current twice-yearly schedule to once 
every 9 months). In contrast, by reducing the time between training 
intervals and increasing the hours required in the FSTD for those 
sessions, newer pilots who make up the SIC ranks would now receive 
double the amount of FSTD time and task evaluation than under the 
current regulations. The FAA views this as a positive outcome since a 
higher degree of focus would be placed on those pilots who would 
benefit the most from the training.
    ATA, NACA, Midwest, American, and FedEx asserted that regulating 
the ``base month'' creates inflexibility. It is the opinion of industry 
that the ability to move the base month up by one month is an 
administrative tool that is commonly used when trying to minimize 
training during peak holiday or vacation periods.
    In the SNPRM, the FAA has added a new paragraph (d) based on the 
current requirement in Sec.  121.401(b) to clarify that the base month 
does not change if recurrent training or a proficiency test or check is 
completed within the eligibility period.
15. Flight Engineer Recency of Experience (Sec.  121.1231)
    The current rule (Sec.  121.453) requires that no certificate 
holder may use any person nor may any person serve as a flight engineer 
on an airplane unless, within the preceding 6 calendar months, the 
flight engineer has had at least 50 hours of flight time as a flight 
engineer on that type airplane or the certificate holder or the 
Administrator has checked him or her on that type airplane and 
determined that he or she is familiar and competent with all essential 
current information and operating procedures.
    In the NPRM, the FAA proposed a 90-day recency of experience 
requirement for three takeoffs and landings that parallels the pilots' 
recency of experience requirement. This requirement differs from the 
current requirement for 50 hours of flight time within the preceding 6 
months. The NPRM proposed that flight engineers

[[Page 29376]]

who have been out of recency for 90 days or less would be required to 
complete a proficiency check in a complete crew environment. Flight 
engineers who have been out of recency for more than 90 days would have 
been required to complete core conversion training.
    In the SNPRM the FAA has replaced the reference to the ``maneuvers 
and procedures specified in the Flight Engineer QPS'' with the actual 
maneuvers and procedures. These maneuvers and procedures are the same 
ones that were listed in the QPS in the NPRM. The maneuvers and 
procedures must be accomplished (in any combination or order) during 
the required three takeoffs and landings. In addition, the FAA has 
revised the text to replace core conversion training with FFS course of 
instruction to allow the certificate holder to target the critical 
training needs of the flight engineer during an FFS course of 
instruction.
16. Line Check (Sec.  121.1233)
    Current Sec.  121.440 requires that to serve as a PIC a pilot must 
pass a line check in which he or she satisfactorily performs the duties 
and responsibilities of a PIC in one of the types of airplanes to be 
flown within the preceding 12 months. Further it states that the check 
be given by a pilot check airman who is current and qualified on the 
route and the airplane.
    In the NPRM the FAA proposed that a PIC complete a line check 
within the preceding 24 months in one of the aircraft types the pilot 
is to serve. The NPRM further stated that a PIC line check for domestic 
and flag operations must be administered by a check PIC or APD who is 
current and qualified on both the route and the aircraft type. If any 
required flightcrew member performs below standard on any tasks, that 
person would not be able to serve as a required flightcrew member in 
operations under this part until he or she receives training on such 
tasks and completes a proficiency test in those tasks. If it has been 
30 months or more since the pilot received his or her last line check, 
the pilot must complete the core conversion training category in 
accordance with the Pilot QPS and complete a line check.
    ATA, UPS American, Midwest, and Continental raised concerns that a 
proficiency check may not allow an opportunity to address performance 
problems found during the failed line check. Accordingly, in the SNPRM, 
the FAA proposes to require that if a flightcrew member does not 
perform in accordance with the certificate holder's policies and 
procedures, the check pilot or APD may correct the performance 
deficiency during the post-flight debriefing with the flightcrew member 
and allow the flightcrew member to continue operations. This proposal 
ensures that performance issues that are not yet below standard, but 
are of concern to the check pilot or APD, are addressed during the 
post-flight debriefing.
    Southwest and FedEx suggest that if a line check does not occur 
within 30 months, it does not indicate a lack of proficiency in 
aircraft operation or recency of experience. Thus, the requirement for 
core conversion training in this instance is not necessary. Southwest 
also recommended deleting paragraph (g)(2), asserting that this is a 
requalification requirement that is more appropriately addressed in the 
Sec.  121.1239.
    The intent of Sec.  121.1233(g) is to address a missed line check, 
which is not the same as becoming unqualified. However, the FAA 
recognizes that the requirements in paragraph (g)(2) are confusing. In 
the SNPRM the FAA has removed paragraph (g)(2) and merged paragraph 
(g)(1) into paragraph (g) to require that if a pilot does not receive a 
line check as required by Sec.  121.1233(a), the pilot may not serve 
until the pilot receives a line check with a check pilot or APD serving 
as the PIC.
17. Pilot: Routes and Airports (Sec.  121.1235)
    As proposed in the NPRM, Sec.  121.1235 contains requirements for 
certificate holders in disseminating specific route and airport 
information to pilots, including information and qualification 
requirements related to special areas and airports. The proposed 
section combines the current requirements in Sec. Sec.  121.443 and 
121.445.
    American, Continental, United, and NACA stated that approval of 
photographs and diagrams approved by the Administrator was too 
burdensome for the FAA and the current requirement that these diagrams 
be ``acceptable to the Administrator'' should be retained. Upon review 
of the comments and historical and current procedures for special use 
routes and airports, the FAA has reconsidered its original position and 
proposes in the SNPRM to require FAA acceptance of procedures for 
special use routes and airports.
    In addition, Continental and Atlas Air stated that serving as pilot 
flying or pilot monitoring should be sufficient for qualification into 
special airports, instead of the proposal to require pilots to have 
made a takeoff and landing at the special airport while serving as a 
pilot flying the aircraft. The proposal would ensure that all pilots 
have experience in special use airports and routes.
    In the NPRM, the FAA did not account for the pilot monitoring 
position as providing skills for flying into special use airports. The 
increased training requirements for the pilot monitoring duty position, 
as proposed in the NPRM and SNPRM, make it appropriate to allow the 
pilot monitoring experience to count for qualification for special use 
airports and routes. In the SNPRM, the FAA has modified the rule 
language to allow this practice.
    As proposed in the SNPRM, Sec.  121.1235 would provide a higher 
level of safety than under the current rules because the requirements 
would apply to all pilots. As proposed, PICs and SICs would undergo the 
same training and be subject to the same requirements for special use 
airports and routes. This approach differs from the current rule, which 
only requires special airport training for PICs. Furthermore, the 
additional training requirements for pilot flying and pilot monitoring 
would improve the safety of flying into special use airports and 
routes. The provisions of paragraph (c) would also ensure that pilots 
serving on operations into special use airports and routes have some 
experience with the special use airport or route in the previous 18 
months. This experience can be as pilot flying or pilot monitoring 
during a takeoff and landing or through the use of photographs and 
diagrams acceptable to the FAA. In cases where photographs are not 
possible, paragraph (c)(3) permits the use of written description and 
diagrams.
18. Pilot: Operating Limitations and Crew Pairing (Sec.  121.1237)
    Current Sec.  121.438 establishes limits on pilots operating in 
certain situations, such as adverse weather conditions, special airport 
operations, and crew pairing based on pilot experience. For these 
situations, the NPRM specified the pilot seat from which the PIC and 
SIC are expected to perform their respective duties. The PIC is 
expected to be trained for, be assigned to, and operate the aircraft 
from the left-hand pilot's seat, and the SIC is expected to be trained 
for, be assigned to, and operate the aircraft from the right-hand 
pilot's seat. However, the NPRM allowed the certificate holder to 
assign the PIC to the right hand pilot seat or assign the SIC to the 
left hand pilot seat provided the pilots have completed either a 
training program for that respective pilot seat or have completed the 
seat dependent task training for that pilot seat in accordance with the 
Pilot QPS.

[[Page 29377]]

    ATA stated that PICs have the knowledge, skill, and ability to 
exercise full control and authority in the operation of the aircraft, 
without limitation, over other crewmembers and their duties during 
flight time, whether or not the PIC holds valid certificates 
authorizing him or her to perform the duties of those crewmembers 
during flight operations. Accordingly, ATA suggested removing the 
requirement that PICs have seat dependent task training to serve as an 
SIC. ATA commented that this would allow qualified PICs capable of 
performing SIC tasks related to flight operations to serve as either 
the PIC or SIC.
    Neither the NPRM nor the SNPRM propose to restrict the authority of 
the PIC. As proposed, paragraph (c) defines the pilot seat from which 
the PIC and SIC are expected to perform their respective duties. The 
current requirements, as described by the commenters, do not require 
that the PIC be trained to operate from the right seat and do not 
require that the SIC be trained to operate from the left seat. The FAA 
does not believe that current practice adequately qualifies a PIC to 
operate from the right seat, nor an SIC to operate from the left seat. 
Accordingly, the FAA has not changed the requirement for seat dependent 
task training from that proposed in the NPRM.
    In addition, the FAA proposes to add paragraph (e) to address the 
process for designating a PIC when the PIC takes a rest break. This is 
necessary to ensure that there is always a PIC actively participating 
in the conduct of the flight. The FAA does not specify the procedure 
the certificate holder must use to determine the acting PIC. 
Certificate holders may develop their own procedures to make this 
determination, as long as the person meets the qualification 
requirements set forth in paragraph (e).
19. Eligibility: Check Pilot, Check Flight Engineer, Aircrew Program 
Designee (APD), and Flight Instructor (Sec.  121.1251)
    Proposed Sec.  121.1251 was based on the current regulations in 
Sec.  121.411 for check airmen qualification. This section contains the 
requirements for a person to be eligible to become a check pilot, check 
flight engineer, APD, or flight instructor and to continue to serve as 
a check pilot, check flight engineer, APD, or flight instructor. The 
FAA based the proposed rule on current regulations, but included the 
use of Training Center Evaluators (TCE) qualified under part 142.
    ATA, American, United, and UPS commented that the experience 
requirement of one year is not sufficient to qualify as a check pilot. 
The commenters stated that 500 hours as PIC, 1000 hours as SIC, or a 
year's experience as an instructor better reflects the experience 
needed to perform the task of a check pilot. Flight Safety stated that 
the experience requirement is excessive with respect to training center 
evaluators qualified under part 142 and suggested that experience 
gained as a training center evaluator is sufficient.
    In the SNPRM, the FAA has maintained the proposed requirement that 
a flightcrew member serve for at least 1 year to qualify for training 
as a check pilot, check flight engineer, APD, and flight instructor. 
The FAA believes that the combination of the requirements for the 
flightcrew member to have 1 year of experience, have an ATP 
certificate, and have completed the certificate holder's training and 
evaluation is sufficient to ensure a person is qualified to become a 
check airmen, APD, or flight instructor.
    ATA, American, and Flight Safety state that for simulator 
instructors, recency of experience requirements do not improve the 
quality of safety, training or evaluation, and would be very costly and 
require building expensive tracking mechanisms, distinct from pilot 
takeoff and landing tracking, for these individuals. The FAA believes 
that requiring recency of experience for all instructors, including 
simulator instructors, is appropriate and improves the quality of 
training being provided. Accordingly, the FAA has retained this 
proposed requirement in the SNPRM.
20. Initial Operating Experience (IOE) Pilot: Additional Training 
Requirements (Sec.  121.1255)
    In the NPRM Sec.  121.1255, Check Captain: Additional training 
requirements, is based on current regulations in Sec. Sec.  121.411 and 
121.413. The FAA failed to include recurrent training requirements for 
IOE pilots. The FAA has proposed recurrent training requirements that 
are based on the proposed requirements for check airmen to ensure these 
individuals maintain proficiency as evaluators.
21. Instructor (Ground and Flight): Training, Evaluation, and Recent 
Experience (Sec.  121.1281)
    Current Sec. Sec.  121.412 and 121.414 require flight instructors 
to meet training, qualification and recency requirements. The NPRM 
proposed to continue these existing requirements for qualification and 
training for flight instructors. In the SNPRM the FAA has added 
requirements for instructors providing academic training and 
evaluation.
    ATA, RAA, United, Southwest, and Continental raised concerns that 
the proposed rule adds new layers to the approval process for check 
pilots and instructors by requiring an FAA authorization letter. 
Commenters stated that the rule would be too cumbersome for the 
operator and that current processes ensure the qualifications of 
instructors. In the SNPRM the FAA has revised Sec.  121.1281 to remove 
any requirement for any flight instructor to be authorized by the FAA 
to conduct flight instructor activities.
    ATA, UPS, FedEx, American, Continental, and Southwest state that no 
evidence is presented indicating a need for increasing the number of 
takeoffs and landings for flight instructors to maintain recency. In 
the SNPRM the FAA has revised the recency requirements to remove the 
additional recency requirements proposed in Sec.  121.1281(d)(1) of the 
NPRM. In the SNPRM Sec.  121.1281(d)(1) only requires the check airmen 
comply with the pilot and flight engineer recency requirements in Sec.  
121.1229 or Sec.  121.1231.
22. Training Program: Qualification and Approval of Flight Simulation 
Training Devices (Sec.  121.1347)
    Current Sec. Sec.  121.407 and 121.409 provide the requirements for 
the qualification and approval of airplane simulators and other 
training devices. The NPRM proposed an updated version of current Sec.  
121.407 requirements by stating that an approved training program must 
be evaluated, qualified, and approved by the POI. Further, it state 
that the required FSTD qualification level for specific tasks is 
specified in the QPS. In the SNPRM the FAA has moved the requirements 
originally proposed in Sec.  121.1345 into Sec.  121.1347.
    NACA asserted that these requirements would be too burdensome for 
the FAA simulator team to complete timely evaluations of simulators. 
The FAA does not believe the evaluation of FSTDs would be overly 
burdensome. Maintaining the qualification of FSTDs is mandatory under 
part 60. Accordingly, the FAA did not revise the requirements in 
proposed Sec.  121.1347.

B. Flight Attendant

1. Requirement for Flight Attendants To Receive Aircraft Operating 
Experience on Each Individual Aircraft Type (Sec.  121.1305)
    Under the current regulations, qualifying flight attendants are 
required

[[Page 29378]]

to receive a total of 5 hours of operating experience (OE) for the 
group of aircraft (Group I--Turboprop or Group II--Turbojet) on which 
they receive training. While flight attendants may be trained on 
multiple types of airplanes in a group, they are not required to 
receive OE on each type of airplane. The current regulation waives OE 
if the flight attendant had previously received OE on that group of 
aircraft with another part 121 operator. It also allows for a reduction 
of 50% of OE if the qualifying flight attendant has been trained in a 
cabin device that replicates one of the aircraft the air carrier 
operates. As a result, current regulations allow newly qualified flight 
attendants to serve as required flight attendants on aircraft types on 
which they have never flown. In addition, the regulations currently 
limit flexibility regarding instructional design for approved flight 
attendant training programs by requiring that OE be accomplished after 
the completion of all ground training.
    In the NPRM, the FAA proposed to use the term ``aircraft operating 
experience'' (AOE) to highlight the fact that the proposed rule 
requires OE on each aircraft type prior to the qualifying flight 
attendant serving as a required crewmember on that aircraft. The 
proposed requirement would ensure that qualifying flight attendants who 
have been trained on a large number of different aircraft types have an 
opportunity to work with, and be supervised by, check flight attendants 
on each type aircraft before serving as required crewmembers. Such 
experience is necessary because critical safety procedures can differ 
significantly between aircraft types. The NPRM also allowed greater 
flexibility in instructional design by allowing the certificate holder 
to integrate AOE on a specific aircraft type into flight attendant 
basic qualification training, rather than requiring AOE to take place 
at the end of training.
    Integrating AOE throughout basic qualification training allows 
qualifying flight attendants to consolidate knowledge and skills gained 
during training. This provision also permits certificate holders to 
claim training credit for AOE gained throughout basic qualification 
training.
    NACA, American Eagle, RAA, Southwest, ATA, Midwest, and American 
commented that requiring AOE for qualifying flight attendants on each 
aircraft type for which they are trained is unnecessary and redundant. 
Commenters asserted that flight attendant duties are the same from 
aircraft to aircraft and given the similarity among fleet types 
regarding cabin configuration, AOE on each aircraft type is not 
necessary. In addition, they stated that completing AOE for each 
aircraft type is not necessary because a qualifying flight attendant 
receives hands on experience on all safety related items during basic 
qualification training. They further stated that AOE would not provide 
qualifying flight attendants with hands-on experience related to 
safety. American commented that, with the enhancement of training 
devices and training requirements, qualifying flight attendants would 
receive an abundance of realistic training on each aircraft type on 
which they are qualified during their initial training period.
    Cabins of different type aircraft can vary greatly. Differences 
between aircraft types can include items such as location of emergency 
equipment, procedures for normal door operations, latching mechanisms 
on compartments, operation of galley equipment, boarding procedures, 
briefing procedures, location of exit seats, location of circuit 
breakers, electronic notification systems, entertainment systems, 
stowage provisions for carry-on baggage and electronic equipment for 
lights, interphone systems, and public address systems. The proposed 
requirement also addresses some of the issues regarding flight 
attendants who are qualified on multiple aircraft types in the NTSB 
analysis of accidents involving flight attendant performance during 
emergency situations in NTSB/SIR-92/02. Accordingly, the FAA has 
retained the AOE requirements in the SNPRM.
    Southwest commented that the increased number of qualifying flight 
attendants gaining AOE would detract from the normal safe operation of 
the flight. Under the current rule, there is no limit placed on the 
number of qualifying flight attendants who may gain AOE on a flight. 
The FAA believes that the proposed rule would increase safety by 
limiting the number of persons who may receive or supervise AOE on any 
one operating cycle. In the SNPRM, the FAA has retained this proposed 
requirement.
    Flight Safety suggested that the FAA add a provision to allow part 
142 flight attendant instructors to supervise AOE.
    In the NPRM and SNPRM, an employee of a part 142 training center, 
who is not a qualified flight attendant for the air carrier, would be 
prohibited from serving as a flight attendant during flight operations. 
As such, a part 142 employee would be severely limited in the ability 
to supervise AOE. The FAA reiterates that the intent of the proposed 
requirements is to ensure that, before evaluating other qualifying 
flight attendants, the check flight attendant is qualified for the 
certificate holder and has experience with the certificate holder's 
operations and the aircraft type in order to effectively evaluate the 
qualifying flight attendant.
    Several commenters questioned whether, as permitted under the 
current regulations, the FAA would permit AOE credit if the qualifying 
flight attendant has been trained in a cabin device that replicates one 
of the aircraft the air carrier operates. In addition, RAA was 
concerned that the proposal eliminates the provision within the current 
regulations that allows OE credit received on the same group aircraft 
at one certificate holder to satisfy the OE requirement at another 
certificate holder. RAA requested that the proposed requirement that 
prohibits OE credit apply only if the previously trained procedures 
from one certificate holder to another are ``significantly different.''
    The SNPRM retains the proposal from the NPRM that removes the 
provisions that allow (1) AOE credit if the qualifying flight attendant 
has been trained in a cabin device that replicates one of the aircraft 
the air carrier operates, and (2) OE received on the same group 
aircraft at one certificate holder to satisfy the OE requirement at 
another certificate holder. The FAA believes these changes are 
necessary because flight attendant procedures can differ significantly 
between certificate holders, even for the same aircraft type, and 
because there is no substitute for operating experience gained during 
actual line operations with passengers onboard.
    Southwest commented that the requirement of two operating cycles is 
not necessary when a total of 5 hours is required for AOE. The FAA 
believes that requiring two operating cycles is necessary to ensure 
that a qualifying flight attendant completing AOE gains operating 
experience during at least two takeoffs and landings, which are the 
most critical phases of flight. Therefore, the FAA has retained this 
requirement in the SNPRM.
    Midwest stated that AOE should not be required for flight 
attendants who qualify for transition training. Similarly, APFA 
commented that check flight attendant supervision for AOE should only 
be required during basic qualification training. ATA commented that the 
AOE requirement would make it impossible to train all qualifying flight 
attendants and line flight attendants within 90 days of initial or 
transition training.
    Under Sec.  121.1305, flight attendants completing transition 
training are not

[[Page 29379]]

subject to the AOE requirements. Therefore, the FAA has retained the 
language as proposed in the NPRM.
    RAA, Southwest, NACA, Air Carrier Association of America (ACAA), 
and American commented that the proposed requirements would add 
training costs and increase administrative workload, especially for 
carriers with multiple fleet types. ATA and American stated that 
completing AOE for each aircraft type on which the flight attendant is 
to serve would cause air carriers to lose potential revenue on flight 
segments that are used for AOE. In addition, they stated that AOE for 
each aircraft type on which the flight attendant is to serve would 
require air carriers to extend their basic qualification training 
schedule to accommodate additional AOEs and would result in additional 
costs to the air carrier. American also commented that there would be 
additional cost to support the check flight attendant program. NACA 
noted that qualifying flight attendants who are accomplishing AOE 
cannot be considered as part of the required flight attendant crew and 
suggested requiring OE on only one type of aircraft followed by 
supervision while operating for the first time as a required crewmember 
on any other type aircraft.
    While the NPRM may have imposed additional costs to the air 
carrier, the proposal as modified in the SNPRM reduces the impact of 
the proposal to minimal recordkeeping responsibilities and training 
costs for check flight attendants. In addition, concerns regarding 
extension of the time required to complete basic qualification training 
have been addressed through changes to language in the SNPRM by making 
the requirements for AOE more flexible. After a qualifying flight 
attendant has completed basic qualification and received 5 hours of AOE 
on at least one type of aircraft, that flight attendant is no longer 
considered to be a ``qualifying flight attendant'' and may be used as a 
required crewmember while being supervised on additional new aircraft 
types. In addition, when a flight attendant is being supervised, the 
check flight attendant who is doing the supervision can also be a 
required crewmember.
    The FAA has retained the general provisions that require each 
flight attendant to complete AOE during basic qualification training. 
In the SNPRM the FAA is maintaining the provision that allows air 
carriers to integrate AOE throughout basic qualification training.
    In the SNPRM, the FAA also proposes that, on any flight within 180 
days of completing basic qualification training, flight attendants may 
serve as required flight attendants on any aircraft type for which they 
have not completed AOE provided certain conditions are met. These 
conditions include: (1) Flight attendants who are serving as required 
flight attendants on any type aircraft for which they have not 
completed AOE must be supervised by a check flight attendant during the 
first two operating cycles on that aircraft type; (2) the supervised 
experience must be completed in passenger carrying operations under 
this part or in proving flights conducted under part 91 of this 
chapter; (3) the check flight attendant may not supervise more than 
four persons on any one operating cycle; (4) not more than two check 
flight attendants may supervise persons on any one operating cycle; and 
(5) the number of persons receiving supervision on a particular 
aircraft may not exceed twice the number of flight attendants required 
by Sec.  121.391 for that aircraft. If these conditions are not met and 
it is still within 180 days of the flight attendant having completed 
basic qualification training, then the flight attendant may still 
serve, but not as a required flight attendant. When 180 days have 
passed since a flight attendant has completed basic qualification 
training, there is no requirement for AOE or supervised experience in 
order for that flight attendant to serve as a required flight attendant 
on that aircraft type.
    The airline operating environment has changed significantly over 
the last 30 years since operating experience requirements for flight 
attendants were first established. Currently many airlines operate 
multiple types of aircraft in their fleet. As there is no limit on the 
number of aircraft types on which a flight attendant can be qualified, 
the proposed requirements are necessary to ensure that a flight 
attendant qualified on a large number of different aircraft types for a 
certificate holder has actual supervised experience on each aircraft 
type.
2. Requirement for Flight Attendant Instructor Training and 
Qualification (Sec.  121.1291)
    For flight attendant instructors, current regulations only require 
that ``each certificate holder shall provide adequate ground and flight 
training facilities and properly qualified ground instructors for the 
training required by this subpart.'' Sec.  121.401(a)(2). Under this 
regulation, the training and qualification of flight attendant 
instructors varies greatly among certificate holders. The intent of the 
NPRM was to clarify the requirements and provide uniform standards for 
all certificate holders to ensure that flight attendant instructors 
have been trained on the certificate holder's program and received 
training on how to be an instructor. In addition, the FAA intended to 
allow part 142 schools or other part 119 certificate holders to provide 
individuals to serve as flight attendant instructors provided they 
received the appropriate training.
    American, American Eagle, and ACAA were concerned that the 
limitation that instructors may provide instruction only in drills that 
they are able to physically perform would remove training flexibility 
from the air carrier. They stated that this would create an unnecessary 
scheduling hardship on the carrier with no benefit in improving safety 
or improvement in the quality of instruction. Commenters believed the 
training department should make decisions about which instructors to 
use and commented that the inability to perform a drill should not 
restrict a person from evaluating a drill.
    In the NPRM, the FAA only allowed flight attendant instructors to 
instruct in performance drills that they were able to perform at that 
time. The SNPRM retains this proposal because the requirement would 
ensure that flight attendant training is delivered by instructors who 
are able to demonstrate the performance drill. The FAA notes that 
neither the NPRM nor the SNPRM would prevent a person authorized to 
administer flight attendant proficiency tests from evaluating a drill, 
even though that person was not physically capable of performing the 
drill (see Sec.  121.1387).
    American and American Eagle were concerned about the training 
topics for flight attendant instructor training. They believed there 
was a difference between what topics should be required for initial and 
recurrent flight attendant instructor training. American Eagle 
commented that the flight attendant instructor qualification and 
training requirements should be clarified and revised as the intent is 
not clear.
    In the NPRM, the FAA outlined the basic curriculum requirements for 
initial and recurrent training of flight attendant instructors. In the 
SNPRM, the FAA is retaining this proposal because it is necessary for 
certificate holders to train all instructors on these basic curriculum 
requirements. However, the FAA does not prescribe the level of detail 
given to these topics and expects that the certificate holder would 
develop a program based on their operation and the individual training 
needs of their instructors.
    Flight Safety noted that the NPRM, as written, precluded the use of 
other part 121 certificate holders or part 142

[[Page 29380]]

schools. The NPRM limited the ability of other part 121 certificate 
holders or part 142 schools to satisfy the flight attendant instructor 
qualification requirements of Sec.  121.1291. The FAA is modifying the 
proposed language in the SNPRM to facilitate the training of flight 
attendants by other part 121 certificate holders and part 142 schools 
while maintaining certain flight attendant instructor qualification and 
training requirements. In the SNPRM, the FAA has removed the 
requirement that a flight attendant instructor must have completed 
basic qualification or recurrent flight attendant training for the 
certificate holder within the past 12 months. The FAA notes that in the 
SNPRM, flight attendant proficiency tests must still be conducted by an 
employee of the part 119 certificate holder.
3. Specific Requirements for Qualifying and Maintaining Qualification 
as a Check Flight Attendant (Sec.  121.1321)
    The current rules require air transportation supervisors to 
supervise operating experience for flight attendants. In the NPRM, the 
FAA proposed to require an operator to have check flight attendants for 
the purpose of supervising and evaluating qualifying flight attendants 
who are gaining AOE. Under the NPRM, check flight attendants are 
qualified for the certificate holder and have experience with the 
certificate holder's operations as well as the aircraft type on which 
the supervision is occurring.
    ATA, Alaska, RAA, American, American Eagle, and Midwest commented 
that a person who maintains flight attendant qualification and 
successfully completes check flight attendant training requirements is 
sufficiently qualified to be a check flight attendant. ATA, American, 
and Midwest recommended deleting Sec.  121.1321(a)(1), which requires 
the flight attendant to have experience as a flight attendant for that 
certificate holder, and removing the currency requirement from (a)(2).
    The FAA believes that a qualified flight attendant who has served 
as a flight attendant for that certificate holder has had an 
opportunity to consolidate knowledge and skills and become familiar 
with company procedures. In the SNPRM, the FAA has retained the 
experience requirement but has revised the eligibility criteria for 
training as a check flight attendant from 12 months to 180 days. The 
180-day requirement provides the check flight attendant candidate with 
the necessary skills and experience to effectively supervise and 
evaluate flight attendants who are new to the aircraft type.
    In the SNPRM, the FAA is also retaining the requirement that check 
flight attendants be current and qualified with the certificate holder 
on the aircraft type on which they are supervising AOE because it is 
necessary for the check flight attendant to have current knowledge and 
experience with the certificate holder's operations and the aircraft 
type.
    ATA, American Eagle, American, Midwest, and RAA stated that the 
approval of check flight attendants should remain with the carrier, as 
allowed under the current rules. Some of the commenters believed that 
FAA oversight of the check flight attendant training program should be 
accomplished through training program approval and CAP rather than 
personnel approval. Midwest and American also expressed concern that 
approval by the Administrator would not improve the process and would 
add unnecessary time and increase resources for the Administrator.
    The proposed requirements are necessary to achieve effective 
oversight of check flight attendants and ensure that evaluation of a 
person completing operating experience is conducted by effective and 
qualified evaluators. However, in the SNPRM, the FAA has removed the 
requirement for FAA approval of check flight attendants and only 
requires that check flight attendants are acceptable to the FAA.
    American Eagle, Midwest, American, Alaska, and ATA commented that 
the language concerning eligibility is too restrictive and limits the 
carrier's ability to use supervisors, subject matter experts, 
instructors or other qualified personnel as check flight attendants. 
They recommended deleting Sec.  121.1321(d)(1) through (d)(5).
    These requirements ensure that, before evaluating other flight 
attendants, the check flight attendant is qualified for the certificate 
holder and has experience with the certificate holder's operations and 
the aircraft type. Therefore, the FAA has retained this requirement in 
the SNPRM.
    Horizon, American Eagle, and ATA stated that it would be difficult 
to maintain compliance with currency requirements if certificate 
holders were not hiring new flight attendants because there would be no 
opportunity for check flight attendants to conduct check rides. 
Midwest, American, and ATA stated that the requirement should be 
removed. The ACAA noted that the proposed requirement was burdensome 
and needed to be evaluated for those carriers that are not expanding. 
It stated that the proposal would increase the time and cost to train 
and check flight attendants and the requirement was too restrictive for 
carriers who are in a period of low or no growth. RAA and American 
Eagle stated that current software does not allow for adherence to the 
requirements of continuing qualification of reestablishing recent 
experience. They contend that compliance would require additional, 
expensive automation which is not accounted for in the cost benefit 
analysis. These commenters requested that the proposal be withdrawn due 
to the substantial, unjustified cost.
    In the SNPRM, the FAA has removed the requirement that, within the 
preceding 12 months, check flight attendants must provide AOE for at 
least one operating cycle to maintain their continuing qualification. 
The FAA has maintained the requirements that the check flight attendant 
serve as a flight attendant or check flight attendant on that type 
aircraft in the preceding 12 months, and must also complete check 
flight attendant training as required by Sec.  121.1321. This ensures 
that check flight attendants are prepared to perform flight attendant 
evaluations but also provides some flexibility to the certificate 
holder. The FAA believes that this approach addresses many commenters' 
concerns regarding the administrative burden and increased costs of the 
program.
    American Eagle and RAA were concerned that FAA aviation safety 
inspectors did not have to meet the same training requirements as check 
flight attendants in order to observe a check flight attendant. They 
contended that FAA aviation safety inspectors should meet the 
requirements in Table 3A of the flight attendant QPS and be qualified 
as specified in Sec. Sec.  121.1291 and 121.1301. In both the NPRM and 
SNPRM, the FAA has limited the personnel who would be observing check 
flight attendants to aviation safety inspectors (cabin safety) to 
ensure they have the appropriate technical background to accomplish 
effective observation. Based on the FAA qualification requirements to 
be an aviation safety inspector (cabin safety), FAA aviation safety 
inspectors (cabin safety) possess the required knowledge to effectively 
evaluate the performance of a check flight attendant.
    Midwest and American recommended removing the language in Sec.  
121.1321(b)(2) that requires check flight attendants to have the 
initial, transition, or recurrent academic training required by Sec.  
121.1381. They suggested that, in order to serve as a check flight 
attendant, the proposed rule

[[Page 29381]]

should require only that a person be a qualified flight attendant for 
the certificate holder and be observed supervising AOE on at least one 
operating cycle by a check flight attendant or FAA aviation safety 
inspector.
    The proposed initial, transition, and recurrent academic training 
requirement for check pilots, check flight engineers, or check flight 
attendants is necessary to ensure that evaluation of a person is 
conducted by trained and qualified evaluators. Therefore, the FAA has 
retained this requirement in the SNPRM.
    Flight Safety stated that Part 142 flight attendant instructors are 
not authorized nor qualified as check flight attendants under Sec.  
121.1321(a)(2). It recommends adding a provision to allow part 142 
flight attendant instructors to qualify as check flight attendants.
    The intent of the proposed requirements is to ensure that, before 
evaluating other qualifying flight attendants, the check flight 
attendant is qualified for the certificate holder and has experience 
with the certificate holder's operations and the aircraft type in order 
to effectively evaluate the qualifying flight attendant. Therefore, the 
FAA is retaining the proposed requirement in the SNPRM.
4. Removal of Recent Experience Requirement for Flight Attendants
    Current regulations do not require recent experience for flight 
attendants but do for other crewmembers. As long as flight attendants 
have maintained their training qualification, they may return to serve 
as a flight attendant without any further training. In the NPRM, the 
FAA proposed a new requirement for flight attendants to maintain recent 
experience.
    American Eagle, Midwest, Alaska, RAA, American, APFA, APA, 
Southwest, and ATA did not agree with the proposal to require recent 
experience for flight attendants. Many commenters were concerned with 
the administrative cost and contend that it would require them to 
obtain new software to track this requirement for flight attendants. 
Commenters also stated that the safety benefits did not justify the 
expense.
    AFA fully supported the concept of a ``recent experience'' 
requirement for flight attendants and states that it would make the 
regulations more proficiency-based by supporting retention of job 
skills via continued performance of flight attendant duties onboard the 
aircraft. RAA saw value in capturing the intent of this provision as a 
``best practice'' in an AC but did not see merit in making it 
regulatory.
    In this SNPRM, the FAA has not included a requirement for flight 
attendant recent experience. Although the FAA believes the number of 
flight attendants affected by the proposal would be minimal, the 
potential administrative costs would apply to the entire flight 
attendant population and may not justify the safety enhancements. The 
FAA believes withdrawing the recent experience proposal would have a 
minimal impact on safety because the number of flight attendants 
affected would be small and all flight attendants must continue to be 
trained and qualified.
5. Increase in Frequency of Recurrent Training on Automated External 
Defibrillators (Sec.  121.805)
    Current rules require flight attendants to perform proficiency 
drills on automated external defibrillators (AED) every 24 months. In 
the NPRM, the FAA proposed to change the recurrent proficiency drill 
training requirement for AEDs from 24 months to 12 months.
    The RAA stated that neither the preamble nor the section-by-section 
discussion document provided any rationale to support a training cycle 
that is twice as stringent as the current rule. It requested that the 
24-month training cycle be retained.
    The increase from 24 months to 12 months is appropriate with regard 
to AED training in order to be consistent with the increase in the 
frequency of all performance drills using emergency equipment and 
procedures. In-flight medical events occur frequently on airlines and 
continuing changes regarding CPR and responding to cardio-vascular 
emergencies necessitate the increase in training to ensure flight 
attendants are trained on the most current practices. These drills 
provide critical practice in the actions that flight attendants would 
take during an in-flight medical event. As stated in NTSB Report, 
Flight Attendant Training and Performance During Emergency Situations 
(NTSB/SIR-92/02), ``[f]light attendants must immediately change from 
passenger service oriented roles to their critical safety-related roles 
in an emergency * * *. These skills are perishable, and continuing and 
effective training is essential for maintaining them.''
    American, Midwest, and Southwest commented that, as written, the 
provision appears to apply to all crewmembers. They requested that the 
term ``crewmember'' be changed to ``flight attendant.''
    The requirements of Sec.  121.805 continue to apply to all 
crewmembers with the exception of paragraph (b)(5), which applies only 
to flight attendants. There was a typographical error in the NPRM, 
which mistakenly referred to paragraph (b)(4) rather than (b)(5). The 
proposed change in the frequency of proficiency training drills was 
intended to be applicable only to flight attendants, and the rule 
language in the SNPRM has been changed to correct the error.
6. Continuing Qualification (Sec.  121.1303)
    Under current rules, the FAA has established separate requirements 
for maintaining flight attendant qualification to ensure that each 
crewmember is adequately trained and proficient with respect to the 
type airplane and crewmember position involved.
    In the NPRM, the FAA proposed Sec.  121.1303 to set forth the three 
methods for maintaining and reestablishing flight attendant 
qualification. These include basic qualification, recurrent, and 
requalification. The specific requirements for these methods are set 
forth in separate provisions.
    American Eagle questioned the rationale and safety value for 
introducing a new term ``continuing qualification'' to describe a 
flight attendant's standing with his or her training and recommended 
the section be withdrawn. The FAA notes that the term continuing 
qualification merely refers to methods for maintaining and 
reestablishing flight attendant qualification which already exist in 
current regulations. In the SNPRM, however, the FAA has revised Sec.  
121.1303 in order to clarify the eligibility period and base month and 
when a person becomes unqualified to serve as a flight attendant.
7. Order of Training (Sec.  121.1301)
    Current regulations do not provide an order of training for basic 
qualification of flight attendants. In the NPRM, the FAA proposed a 
specific order of training for qualifying flight attendants in order to 
provide fundamental knowledge prior to presenting more specific 
technical information.
    American Eagle, Alaska, ATA, and RAA objected to the order of 
training. American, Midwest, American Eagle, Southwest, and ATA 
believed that training is most effective when developers are allowed 
the flexibility to integrate various elements of a subject matter when 
teaching. They stated that the proposed rule requiring a specified 
order of training was too rigid and would not allow the training to 
flow

[[Page 29382]]

properly. Alaska acknowledged that, although the bulk of emergency 
training would necessarily follow new hire and initial training, some 
emergency training, such as emergency evacuation commands, can begin 
almost immediately.
    The FAA recognizes the value of airlines having the flexibility to 
decide how to integrate various elements of required subject content to 
achieve effective learning. In addition, the FAA acknowledges that it 
may be difficult to satisfy the QPS requirements and remain in 
compliance with the order of flight attendant training prescribed in 
Sec.  121.1301(b). Therefore, the FAA has not included the requirement 
that training occur in a particular order in the SNPRM.
8. 180-Day Service Requirement for Transition Training (Sec.  121.1371)
    Certificate holders that operate multiple fleets of aircraft 
currently use two methods for training flight attendants under current 
requirements. One method trains qualifying flight attendants on each 
type of aircraft during initial training and then provides operating 
experience after the completion of all training. The second method is 
to train qualifying flight attendants on one type of aircraft, provide 
OE, and then provide transition training on additional aircraft types 
after the flight attendant has served as a line flight attendant.
    In the NPRM, the FAA proposed that flight attendants satisfy a 180-
day service requirement in order to qualify for transition training. 
Transition training is intended to accommodate two different types of 
training situations. The first situation is when a certificate holder 
chooses not to train a qualifying flight attendant on all aircraft 
types the certificate holder operates during their basic qualification 
training. The second situation is to accommodate an air carrier that 
adds a new aircraft type to their operation.
    ATA, Midwest, American and RAA questioned the 180-day service 
requirement and sought clarification regarding the criteria used to 
determine the required number of days. They contend that there is no 
data establishing that the transfer of knowledge would be more 
effective after 180 days in service and state that the new requirement 
would add to their scheduling and recordkeeping processes and increase 
costs. The RAA requested supporting documentation for the proposed 
provision and stated that the 180-day requirement could be disruptive 
to the overall carrier operation.
    In the SNPRM, the FAA again proposes a 180-day service requirement 
to qualify for transition training. The proposed rule is based on the 
principle that, during the 180 days, flight attendants would have 
consolidated their operational and safety skills while serving as line 
flight attendants, thereby reducing the need for supervision while 
serving as a flight attendant for the first time on a new aircraft 
type. In determining the appropriate number of days, the FAA considered 
the recommendation of the ARC, with a membership that included industry 
and union representatives as well as FAA aviation safety inspectors 
with experience as flight attendants and flight attendant managers, and 
concluded that 180 days was an appropriate timeframe. It is consistent 
with the probationary time established by several certificate holders 
for newly-hired flight attendants and also takes into consideration 
that newly-hired flight attendants are normally on reserve and 
initially may not fly on a regular basis. The FAA believes that the 
180-day time period allows certificate holders relief from the 
supervision requirements of Sec.  121.1305 without compromising safety 
on the aircraft. The FAA does not anticipate a significant increase in 
the administrative burden placed on certificate holders who are already 
required to track training requirements for flight attendants.
9. Clarification of Terminology Used in Flight Attendant Training 
Requirements
    In the NPRM, the FAA proposed training requirements for check 
flight attendants (Sec.  121.1381) and persons authorized to administer 
flight attendant proficiency tests (Sec.  121.1387).
    AFA commented that the proposed regulations were identical in the 
initial paragraphs except for the fact that Sec.  121.1381(a)(4) 
required check flight attendants to receive academic training on the 
appropriate methods and techniques for conducting ``required 
evaluations'' while Sec.  121.1387(a)(4) required persons authorized to 
administer proficiency tests to receive academic training on the 
appropriate methods and techniques for conducting ``required checks.'' 
AFA asked for clarification as to whether the two provisions were 
necessary and suggested removing duplication where appropriate and 
changing Sec.  121.1387 to reflect this language.
    The FAA recognizes the similarity of the proposed regulations. 
However, each regulation applies to training requirements for different 
persons authorized to administer flight attendant training and 
evaluation activities. One provision specifies training requirements 
for all check personnel, and the other is specific to persons who are 
authorized to administer flight attendant proficiency tests. As AFA 
noted, the word ``evaluation'' is a broader term that includes reviews, 
checks and tests. The term is not appropriate to use regarding persons 
authorized to administer proficiency tests as they do not conduct 
proficiency checks or reviews. In the SNPRM, the FAA has proposed 
changes to the QPS that remove proficiency checks from emergency 
training. Under this proposal, all proficiency checks occur during AOE 
and therefore would only be administered by check flight attendants or 
FAA aviation safety inspectors (Cabin Safety).
    A review of the proposed rule and the QPS did reveal a discrepancy 
in Table 3E, Section A, of the NPRM. In the SNPRM the FAA redesignated 
Table 3E, Section A, as Table 3B and redesignated Table 3E, Section B, 
as Table 3C. In addition, the FAA removed the proficiency checks from 
Table 3C, with regard to emergency training to comply with the proposed 
language of Sec.  121.1373(c), which requires only proficiency tests.
10. Curriculum Category Requirements: Flight Attendant Recurrent 
Training (Sec.  121.1375)
    Under current regulations, in order to maintain their 
qualification, flight attendants qualified on Group I airplanes are 
required to have 5 hours of recurrent training every 12 months on Group 
I airplanes and flight attendants qualified on Group II airplanes are 
required to have 12 hours of recurrent training every 12 months.
    In the NPRM, the FAA proposed to require flight attendants who are 
qualified on 2 to 5 types of airplanes to have 13 hours of recurrent 
training every 12 months, regardless of whether those airplanes are 
Group I or Group II airplanes.
    Continental stated that there would be an operational and financial 
impact on the airlines due to the increased number of flight attendants 
needed to cover the requirements created by the proposal. It contended 
that the duration of recurrent training for most air carriers would be 
extended from two to three days and that check flight attendants would 
be required to attend annual recurrent training in addition to standard 
recurrent training.
    Upon review of the comments, the FAA has revised the hours proposed 
in the NPRM and maintained the current requirement that flight 
attendants who are solely qualified on smaller

[[Page 29383]]

turboprop airplanes require 5 hours of recurrent training and flight 
attendants qualified on 1-5 types of turbojet airplanes require 12 
hours of recurrent training. The proposed regulations do not prohibit 
current industry practices, such as distance learning, which mitigate 
the potential operational and financial impact of the marginal increase 
for those air carriers operating Group II airplanes. Although the 
programmed hours are different for flight attendants solely qualified 
on turboprop airplanes, the FAA is proposing the same curriculum 
requirements for all flight attendants, as is required in current 
regulations. This would ensure that all flight attendants receive the 
same safety-critical training.
11. Omission of Emergency Training From Sec.  121.392(b)
    In the NPRM, the FAA proposed to require that any person identified 
as a flight attendant on an aircraft in operations must be trained and 
qualified in accordance with subpart BB. In Sec.  121.392(b) of the 
proposed rule, the FAA intended to create an exception which permitted 
qualifying flight attendants who had completed new hire and initial 
training to be identified as flight attendants while satisfying their 
aircraft operating experience (AOE) requirement.
    The AFA believes that it was an oversight to exclude emergency 
training from the requirements of Sec.  121.392(b). AFA states that 
emergency training is an integral part of flight attendant training and 
it is imperative that qualifying flight attendants have completed such 
training prior to being identified as flight attendants.
    The FAA acknowledges that allowing air carriers some flexibility in 
instructional design is necessary to the extent that air carriers may 
integrate AOE into basic qualification, which would allow qualifying 
flight attendants to perform the duties of a flight attendant during 
passenger carrying operations, under supervision. However, the 
identification of a crewmember as a flight attendant implies that the 
crewmember is fully qualified to perform all duties of a flight 
attendant. Therefore, the FAA has revised the language in Sec.  
121.392(b) to require that these individuals be identified to 
passengers as qualifying flight attendants during AOE.

C. Aircraft Dispatcher

1. Acceptable Time for Completing Recurrent Requirements (Sec.  
121.1409)
    Current Sec.  121.401(b) allows recurrent training, certain checks, 
and operating familiarization to be considered completed in the month 
required (i.e., ``base month'') if completed in the month before or 
after the base month (i.e., ``eligibility period'').
    In the NPRM, the FAA proposed Sec.  121.1409, which was based on 
Sec.  121.401(b) and permits an aircraft dispatcher who has not 
completed the recurrent activity during the eligibility period to 
remain qualified and serve until the end of the eligibility period. The 
dispatcher becomes unqualified and can no longer serve after the 
eligibility period ends.
    An individual sought clarification as to whether the use of the 
word ``or'' in Sec.  121.1409(a) implied that operating familiarization 
does not have to be completed within the eligibility period. The FAA is 
modifying the rule language by changing the word ``or'' to ``and'' in 
order to clarify that all of the listed activities must be completed 
within the eligibility period.
    The commenter also asked whether the requirements to complete an 
evaluation within the eligibility period for aircraft dispatchers under 
Sec.  121.1409(a) was covered by the requirement to complete recurrent 
training within the eligibility period under Sec.  121.1455. Section 
121.1409(a) governs the time within which the recurrent requirements 
listed in Sec.  121.1455 must be completed. In the SNPRM, Sec.  
121.1455 has been revised to reference Sec.  121.1409(a), which 
establishes the acceptable time for completing recurrent requirements.
2. Training and Evaluation (Sec.  121.1413)
    Under the current rule, aircraft dispatchers are required to 
complete five hours of operating familiarization. There is no current 
requirement that the five hours be completed in international 
operations if the dispatcher is dispatching internationally. In 
addition, there is currently no continuity of training requirement for 
aircraft dispatchers.
    In the NRPM, the FAA proposed that aircraft dispatchers who 
dispatch in international operations be required to complete operating 
familiarization in international operations. The proposal was intended 
to ensure that dispatchers obtained familiarity within their area of 
responsibility because each area of operation has unique differences 
such as route structure, air traffic control procedures, 
communications, and country-specific regulations. In addition, for the 
first time, the FAA proposed in the NPRM a continuity of training 
requirement in paragraph Sec.  121.1413(b) to ensure that training 
occurred within a reasonable time so that knowledge and skills were 
retained throughout the training period. Proposed paragraph (c) 
clarifies that if a person fails to successfully complete the 
curriculum category in the time prescribed in paragraph (b), the person 
must repeat the entire curriculum category (including academic 
evaluation) as opposed to completing individual subjects or evaluation 
requirements. In the SNPRM, the FAA is retaining these proposed 
requirements.
    American sought clarification regarding whether a dispatcher in 
both domestic and international operations in a single year must have 
completed five hours of operating familiarization in each type of 
operation. UPS commented that the requirement to do a familiarization 
flight on both a domestic and a flag flight would be an additional 
expense that the air carrier presently does not incur.
    Under the proposed rule, an aircraft dispatcher who dispatches both 
domestic and flag operations must complete operating familiarization in 
both kinds of operations in an aircraft type that the person has 
dispatched within the preceding 24 months. In the SNPRM, the FAA is 
revising the proposed rule language to clarify that, within a 24-month 
period, a dispatcher who dispatches both domestic and international 
operations must complete operating familiarization for domestic 
operations during one 12-month period and complete operating 
familiarization for international operations during the other 12-month 
period. Under the proposed rule, dispatchers who work solely in 
domestic or international operations are required to complete operating 
familiarization within their area of operations annually. The FAA notes 
that there has been no change from the current rule in the number of 
hours required for operating familiarization.
    The FAA also responds that, for flag operations, the operating 
familiarization must be conducted within a flag area of operation for 
which the person dispatches in accordance with the Aircraft Dispatcher 
QPS. The proposed language adds that if an aircraft dispatcher 
dispatches both domestic and flag operations, then within the previous 
24 months, the person must complete operating familiarization in both 
kinds of operations.
    American requested an extension from 120 days to 180 days for the 
time within which a dispatcher must complete the initial curriculum 
category. It noted that, rather than limit the candidate to classroom 
training, it presents the dispatcher with a module

[[Page 29384]]

in the classroom and then reinforces the training with practical 
experience at an operational desk. American contended that this method 
of training, while taking more time, strengthened the process and 
provided better training. Midwest objected to the requirement that a 
dispatcher who does not complete initial training within the 120-day 
period must repeat the entire initial curriculum category. It 
recommended that the student be allowed to complete training after 
evaluation of the material that has been covered with additional 
training in the area weakness.
    The 120 day time frame is appropriate to complete the minimum 
academic training and evaluation requirements of the initial curriculum 
category because the requirement would ensure that training occurs 
within a reasonable time so that knowledge and skills are not lost 
during the training period. Extending the training period to 180 days 
would constitute a 50 percent increase in the allowable training 
period.
    RAA commented that the proposed 120-day requirement would be even 
more difficult when a training class of six new hire dispatchers 
completes training and there are only one or two dispatchers that are 
qualified to oversee supervised operating experience (SOE). These 
requirements would be extremely difficult to comply with and place an 
undue burden on the company.
    The FAA believes it is necessary to include SOE in the 120-day 
continuity of training requirement to ensure that training occurs 
within a reasonable time. However, in the SNPRM, the FAA has revised 
the requirements for the individual who oversees SOE. In the SNPRM, the 
individual overseeing SOE must be a current and qualified dispatcher 
who meets certain experience requirements. This person does not need to 
meet all of the requirements of a check dispatcher, as proposed in the 
NPRM. The FAA recognizes that it may take an uncertificated individual 
in a combined certification and initial course more than 120 days to 
complete all of the necessary requirements. Therefore, in the NPRM and 
SNPRM the FAA has allowed 180 days for these individuals to complete 
the necessary requirements.
    RAA also commented that Sec.  121.1413(a)(1)(i)(A) conflicts with 
the definition in current Sec.  121.400(c)(2) which defines transition 
training as the training required for crewmembers and dispatchers ``who 
have qualified and served in the same capacity on another airplane of 
the same group.'' It recommended that the language in the proposed 
section be changed from ``aircraft type'' to ``aircraft group'' in 
order to be consistent with Sec.  121.400(c)(2).
    In the SNPRM, the FAA is revising the proposed rule language to 
clarify that, in order to qualify for transition, a dispatcher must 
have satisfactorily completed initial training and evaluation for 
another aircraft type within the same airplane group.
3. Operating Familiarization (Sec.  121.1415)
    In the NPRM, the FAA proposed that, for flag operations, the 
operating familiarization must be conducted within a flag area of 
operation for which the person dispatches in accordance with the 
Aircraft Dispatcher QPS.
    NACA commented that the new regulations require each dispatcher to 
perform a familiarization ride every 12 months and dispatchers 
qualified to operate flag flights must be on a flag flight in one of 
the 12 areas that they are certified to dispatch. This requirement 
would place a financial burden on the carriers as flights may be gone 
for weeks, so the air carrier would have to bear the expense of a 
commercial ticket back from some location. Additionally, it contended 
that this requirement is impossible to plan for and some carriers would 
be forced to change the dispatcher's base month every year.
    The FAA reiterates that, due to the unique differences within areas 
of operation, the proposed requirement that dispatchers working in 
international operations have operating familiarization in 
international operations was intended to ensure that dispatchers 
obtained familiarity within their area of responsibility. The FAA notes 
that the dispatcher has the option under Sec.  121.1415(b) to complete 
the operating familiarization requirement in a LOFT simulator session 
which would reduce the financial burden for those carriers who have 
non-scheduled operations. The FAA has retained the requirement, as 
proposed in the NPRM.
    American commented that it conducts scenario based simulator 
training by virtue of the pilot AQP training program rather than LOFT 
simulator sessions. It recommended that the FAA approve line scenario 
based simulator training for aircraft dispatchers.
    In the SNPRM, the FAA is revising Sec.  121.1415(b) to include AQP 
equivalent simulator training. In addition, the FAA proposes in the 
SNPRM to allow briefing and debriefing time to be included in the 5-
hour requirement. This change would allow the certificate holder more 
flexibility to complete operating familiarization in a simulator.
    Midwest commented that, with the introduction of new types of 
operations, the demand for jumpseat observations can become higher than 
normal with flight and FAA observations. It requested that the FAA 
extend the 90-day window for new type operations to 120 days. It 
asserted that the 30-day extension would not adversely affect safety 
but would allow additional scheduling flexibility to accomplish these 
observation flights.
    In the SNPRM, the FAA is extending the period from 90 to 120 days. 
The FAA believes that this is a reasonable extension that would not 
have a negative impact on safety.
4. Supervised Operating Experience (Sec.  121.1417)
    Under the current regulations, there is no requirement for 
supervised operating experience for aircraft dispatchers, although it 
is a common practice within industry. In the NPRM, the FAA proposed to 
require a minimum number of hours of supervised operating experience.
    TWU commented that under the proposed rule, aircraft dispatchers 
gaining operating experience would essentially be required to be 
supervised by a check dispatcher because the language of the rule 
requires supervision by ``a current and qualified aircraft dispatcher 
who meets the requirements of Sec.  121.1421(b)(1) through (4),'' which 
are the requirements for a check dispatcher.
    In the SNPRM, the FAA is revising the requirements for a dispatcher 
who oversees supervised operating experience. Under the new proposal, a 
dispatcher overseeing SOE would be required to meet only the experience 
requirements contained in Sec.  121.1421 (b)(2), which requires that 
the person has performed the duties of an aircraft dispatcher for at 
least 8 hours within a 24-hour period in the preceding 90 days, and 
(b)(4), which requires that the person has been current and qualified 
as an aircraft dispatcher for a part 121 operation for at least 3 of 
the previous 5 years. The FAA believes that requiring dispatchers to 
meet these two conditions ensures that the supervising dispatcher has 
sufficient experience and expertise with the certificate holder's 
operation to provide adequate supervision. The FAA notes that there is 
no need for the supervising dispatcher to be a check dispatcher because 
the supervising dispatcher does not administer proficiency checks or 
proficiency tests. The supervising dispatcher oversees a dispatcher who 
already has completed the academic training and evaluation. The FAA 
believes that this change would ensure adequate safety for supervised 
operating

[[Page 29385]]

experience and provide staffing flexibility for air carriers.
    NACA commented that the proposed rule requires each dispatcher to 
receive eight hours of SOE for each of the 12 (flag) areas. It stated 
that this supervision is virtually impossible to plan given the way in 
which some NACA members operate. It contends that some of its members 
do not have flights in all 12 areas defined by the NPRM, even though 
they are qualified to dispatch in those areas. In addition, NACA stated 
that getting on-the-job training in each area would be impossible.
    The FAA clarifies that Sec.  121.1417(a)(2) would require the 
person to have been supervised for the minimum hours prescribed in the 
Aircraft Dispatcher QPS for each type of operation (domestic or flag) 
in which the person serves. This would require SOE in each flag area of 
operation. Based on current industry training practices the FAA does 
not expect there to be increased costs associated with this proposal.
    TWU recommended that, in Table 1 of appendix T under the columns 
for initial and combined certification and initial, the hours for 
``Supervised Operating Experience, Domestic'' should be increased to 40 
hours and the hours for ``Supervised Operating Experience per Flag Area 
of Operation'' should be increased to at least 24 hours. It stated that 
8 hours is only sufficient for a seasoned and expert aircraft dispatch 
instructor. It recommended for similar reasons that, in Table 3 of 
appendix T, the hours of SOE per flag area for requalification should 
be adjusted to 24 hours for both domestic and flag operations.
    Because there is a wide variance in size and complexity of part 121 
carriers, the FAA has proposed minimum SOE requirements for certificate 
holders. A certificate holder operating only one type of aircraft in a 
small geographical region would not require the hours of SOE 
recommended by the commenter. The FAA anticipates that certificate 
holders would increase the hours as necessary to ensure that safety is 
maintained within their specific operations.
    Midwest commented that, as this section is written, the student 
receiving supervised operating experience already would have received 
his or her proficiency test or check. It recommended that the FAA 
clarify the proposed rule by specifying that the student must have 
satisfactorily completed the knowledge portion of the listed trainings. 
In the SNPRM, the FAA has revised the language to clarify that SOE 
occurs after academic training and evaluation but before the 
proficiency test (during initial, combined certification and initial, 
or phase III requalification) and before the proficiency check (during 
phases I and II of requalification).
    American commented that training reinforced by on-the-job training 
(OJT) is more beneficial to a candidate than receiving training all at 
one time. It recommended allowing observation to be interspersed 
throughout academic training. UPS commented that it is more beneficial 
to first have classroom training, then OJT, and then observation.
    Nothing in the NPRM or SNPRM prevents a certificate holder from 
allowing observation to be interspersed throughout academic training. 
The intent of requiring SOE at the completion of all academic training 
is to ensure that the dispatcher is proficient in all areas of academic 
instruction and capable of applying that knowledge in a working 
environment.
    RAA agreed that one student for one supervisor is generally what 
occurs but stated that a rule requiring one-on-one supervision in every 
instance is not practical since the workload between operators, the 
size and scope of operation, and the number of flights within the day 
would vary greatly among all the part 121 operators. RAA requested that 
subpart (c) be revised to allow two students for one supervisor as long 
as the workload is manageable (as described in an AC).
    The FAA is retaining the proposed requirement because supervising 
only one person at a time ensures that the supervising aircraft 
dispatcher has a safe and manageable workload. In addition, the 
supervising dispatcher is the dispatcher of record for each flight 
dispatched or released, thus ensuring that all flights are dispatched 
and released by a current and qualified dispatcher.
5. Dispatcher Instructor and Check Dispatcher: Eligibility, Training, 
and Evaluation (Sec.  121.1421)
    Under current regulations, there are no specific training or 
qualification requirements for persons who may administer training and 
evaluation to aircraft dispatchers. The current rules require that 
aircraft dispatchers complete competence checks annually. These checks 
are given by ``an appropriate supervisor or ground instructor that 
demonstrates knowledge and ability with the subjects set forth in'' the 
regulations.
    In the NPRM, the FAA proposed to establish a ``check dispatcher'' 
to administer proficiency tests (currently the competence check 
required by Sec.  121.422(b)) and proficiency checks. In addition, the 
FAA proposed to establish training and qualification requirements for 
check dispatchers and dispatcher instructors.
    Several commenters, including RAA, UPS, and American, expressed 
concern that the proposed requirements for check dispatchers would 
prevent them from using their most experienced and knowledgeable 
individuals in this position. RAA requested that Sec.  121.1421(b)(2) 
and (b)(4) be withdrawn. American requested that the proposed rule 
include other qualifications, as accepted by the Administrator, and 
currently documented in their Approved Training Manual (e.g., Air 
Transportation Supervisors) and in FAA Order 8900.1 Flight Standards 
Information Management System (FSIMS) Volume 3, Chapter 20.
    While current guidance in FAA Order 8900.1, Vol. 3, Ch. 20, Sec. 1, 
para. 3-1387 (Sept. 17, 2009) states that aircraft dispatchers may be 
given competency checks by appropriately qualified air transportation 
supervisors or ground instructors, the current regulations and guidance 
do not explicitly state the qualification requirements for these 
individuals. The FAA is retaining the check dispatcher requirements 
because it is essential for a person who is evaluating the operational 
control authority of a dispatcher to have recently performed the duties 
of an aircraft dispatcher. The provisions of this paragraph do not 
prevent the company from using their most experienced and knowledgeable 
individuals as instructors and check dispatchers as long as they 
satisfy the requirements of proposed Sec.  121.1421(a) and (b).
    TWU Local 550 commented that there is no requirement that a 
dispatcher instructor ever actually perform the duties of a dispatcher. 
It recommended that, at a minimum, a dispatcher instructor should be 
required to meet the currency requirements of Sec.  121.1421(b)(2), 
which requires check dispatchers to have performed the duties of a 
dispatcher for at least eight hours within a 24-hour period in the 
preceding 60 days.
    Section 121.1421(a)(1) requires a dispatcher instructor to maintain 
currency in accordance with the certificate holder's approved training 
program. The FAA does not believe that it is necessary for a dispatcher 
instructor to have performed the duties of a dispatcher because, unlike 
check dispatchers, an instructor does not

[[Page 29386]]

evaluate the operational control authority of an aircraft dispatcher.
    Midwest commented that its flight standards and training department 
uses ground instructors who are licensed aircraft dispatchers but who 
would not meet the currency requirement of the proposed regulation. The 
carrier expressed its belief that, under the proposed regulation, it 
could continue to use these instructors under the title subject matter 
experts. It further stated that there would be periods of time where 
even certificated dispatcher instructors could run the risk of becoming 
unqualified due to the 60-day dispatch requirement and, for smaller 
operations, the burden can quickly become limiting.
    To provide clarification, the FAA notes that in order to meet the 
currency requirement of Sec.  121.1421(a), an instructor needs only to 
maintain dispatcher currency in accordance with the certificate 
holder's approved training program. Nothing in the proposed rule 
requires a dispatch instructor to have served as an aircraft dispatcher 
within a certain period of time.
    American, TWU Local 550, and RAA sought clarification on the 
meaning of ``acceptable'' as it refers to subject matter experts (SME). 
TWU Local 550 recommended that the FAA define what makes a SME 
acceptable and RAA requested that the FAA provide text within the 
provision or guidance material that better defines what is acceptable. 
American asked whether acceptable meant that they merely had to 
communicate the information to the FAA. TWU Local 550 noted that check 
dispatchers must be approved by the FAA, but stated that there is no 
explanation on how that approval is achieved beyond meeting the 
requirements of Sec.  121.1439 and the currency requirements Sec.  
121.1421. It recommended that the FAA define or give guidance in the 
final rule for what procedures or standards must be met to be 
``approved by the FAA'' as a check dispatcher as opposed to being 
``acceptable to the FAA'' as in the case of a SME (Sec.  
121.1421(a)(2)).
    The FAA notes that in the SNPRM the language of the proposed rule 
has been revised to require certificate holders to submit a list of 
current check dispatchers, SMEs, and instructors to the FAA. The list 
may contain only check dispatchers or instructors who have been trained 
in accordance with the requirements of part 121 and are qualified to 
perform the duties and responsibilities associated with their position. 
With regard to SMEs, the SME must have the experience and knowledge to 
conduct training in his or her field of expertise.
    TWU Local 550 and TWU commented that the panel at the public 
meeting indicated that it envisioned a SME as a certified meteorologist 
covering weather phenomena of a specific area of operation or a 
mechanic explaining the maintenance of an aircraft system. TWU Local 
550 stated that it supports the panel's explanation but recommended 
that the FAA add language that would limit and clearly list what SME 
subjects would be approved. TWU asserted that, if specific guidance and 
examples are not given, this was a potential area of concern. TWU Local 
550 expressed concern that a person may take a course of instruction in 
a narrow subject area and be considered a SME while having no 
foundation in the basic theory of the subject matter. It requested that 
the ``Generic Training, General Knowledge and Skills, and Basic 
Aircraft Type'' and ``Specific Aircraft Type'' mentioned in Table 5 
should be expanded to further the intent that SMEs should also 
understand how their subject matter applies to the dispatch of an 
aircraft under part 121 regulations. Midwest commented that it believes 
that it is a risk to allow dispatch instructors who are not employees 
familiar with the carrier's operation to conduct a wide range of 
training. It asked that the FAA limit non-employees to providing 
instruction on generic subjects.
    The FAA notes that certain subjects listed in Table 5 of the QPS 
must be conducted by a certificated dispatcher. To the extent that the 
commenters have requested a list of what SME subjects would be 
approved, the FAA believes it is appropriate to allow SMEs to instruct 
on a broad range of subjects in order to permit the certificate holder 
to identify and use the best available personnel to conduct required 
training. The fact that the overall training program is approved by the 
FAA ensures that SMEs are providing instruction in their area of 
expertise and that the information is relevant to the certificate 
holder's specific operations.
    RAA sought clarification as to whether a check dispatcher may 
oversee supervised operating experience under Sec.  121.1417. The FAA 
notes that, as shown in appendix T, Table 5, a check dispatcher may 
conduct SOE.
    American Eagle commented that the requirement that a check 
dispatcher have performed the duties of a dispatcher in the preceding 
60 days is not consistent with other FAA policies including the 
requirements for check airman and flight instructor which is 90 days. 
Midwest asks that the FAA drop the 60-day requirement because it does 
nothing to enhance safety. It commented that, if the individual has 
complied with Sec.  121.1421(b)(1), then he or she should know that the 
individual being observed is conducting dispatcher duties in accordance 
with the QPS.
    The proposed requirement is necessary because under the current 
rules, dispatchers who currently administer competency checks are not 
required to have recent practical work experience. In order to evaluate 
whether dispatchers are performing their responsibilities in accordance 
with the certificate holder's current policies and procedures, the 
check dispatcher must be familiar with the certificate holder's 
operational environment and its current operating policies and 
procedures. Requiring check dispatchers to serve in operations with the 
certificate holder ensures that check dispatchers are aware of the 
certificate holder's current policies and procedures and can 
effectively evaluate other aircraft dispatchers performing their 
responsibilities in accordance with the certificate holder's policies 
and procedures. However, the FAA has reconsidered the 60-day timeframe 
proposed in the NPRM and believes the objectives of the proposal can be 
met using the 90-day timeframe that is consistent with the timeframe 
for check airmen and flight instructors. The proposed 90-day 
requirement for check dispatchers in the SNPRM still ensures that check 
dispatchers are aware of the certificate holder's current policies and 
procedures and can effectively evaluate other aircraft dispatchers. The 
FAA has revised Sec.  121.1421 accordingly.
6. Eligibility and Qualification for Dispatch Program Designee (Sec.  
121.1423)
    Under current regulations, the position of dispatch program 
designee does not exist. In the NPRM, the FAA proposed to create this 
position for the purpose of issuing aircraft dispatcher certificates 
for certificate holders who elect to establish combined certification 
and initial training programs.
    Midwest commented that the reference to Sec.  183.25 in proposed 
Sec.  121.1423(a)(3) appears to be wrong and it was unable to determine 
what is the correct reference for a designated aircraft dispatcher 
examiner. Section 183.25 is the correct reference for a designated 
aircraft dispatcher examiner. The FAA notes that the authority of a 
designated aircraft dispatcher examiner is set forth in paragraph (f) 
of that section.
    Midwest also objected to the requirement that the dispatch program 
designee must be an aircraft dispatcher serving for the certificate 
holder for the

[[Page 29387]]

aircraft type and operation. It contended that this greatly limits the 
effectiveness of the designee program and would most likely result in 
few certificate holders utilizing this option. In response, the FAA has 
revised the language of proposed Sec.  121.1423(a)(2) to remove the 
requirement for aircraft type and operation.
7. Curriculum Category Requirements: Aircraft Dispatcher Initial, 
Combined Certification and Initial, and Transition Training (Sec.  
121.1453)
    Under current regulations, an aircraft dispatcher may only become 
certificated under part 65. In the NPRM, the FAA proposed to establish, 
under part 121, a curriculum category that combines aircraft dispatcher 
certification, initial training, and initial evaluation for the part 
121 certificate holder.
    ADF recommended that, because aircraft dispatchers are required to 
ride in the cockpit for initial and recurrent familiarization and 
observation requirements, it would be appropriate to require initial 
and, at some interval recurrent training in aircraft emergency 
procedures. The FAA notes that, although not specifically required, the 
certificate holder could include these areas of training in addition to 
the requirements of appendix T, attachments 2 and 3.
    Midwest commented that there is no reason for certification to be 
included in the proposed rule. It stated that part 121 carriers would 
not train noncertified persons solely for the reason of allowing them 
to gain certification and the new certification portion of this rule is 
not really appropriate for part 121. Midwest recommended that the 
certification remain in Part 65, just as training and certification of 
pilots is located in part 61.
    The proposed certification program is optional and is conducted in 
conjunction with certificate holder's initial training and evaluation 
curriculum. The proposed rule merely gives the certificate holder the 
ability to train and certificate an aircraft dispatcher to their 
standards in compliance with the requirements of Part 65.
8. Curriculum Category Requirements: Aircraft Dispatcher Recurrent 
Training (Sec.  121.1455)
    Under current regulation, Sec.  121.427(b)(2), annual recurrent 
training and evaluation for aircraft dispatchers must include all of 
the subjects required during initial training. The NPRM proposed to 
establish that, for recurrent training and evaluation, certificate 
holders must cover all of the areas of instruction listed in section B 
of attachment 1 of the Aircraft Dispatcher QPS and all of the subjects 
listed in section C of attachment 2 of the Aircraft Dispatcher QPS on 
an annual basis. As proposed in the NPRM, certificate holders with more 
than one aircraft type would be allowed 3 years to cover aircraft 
systems for all of their aircraft types if approved by the 
Administrator.
    American commented that it supports the proposal, as long as the 
three-year allowance to cover all subjects does not change. It stated 
that it currently covers everything over a 36-month period. American 
and UPS requested clarification on whether the proposed rule means that 
each subject must be covered every 12 months. TWU commented that it 
supports a 3-year cycle for recurrent training material; however, it 
sought clarification regarding certificate holders with only one 
aircraft type.
    In the SNPRM, the FAA is retaining the recurrent training and 
evaluation requirements that were proposed in the NPRM, with one 
exception. In the SNPRM, the FAA has maintained the current programmed 
hour requirement for recurrent training and evaluation. The FAA 
believes that the current programmed hour requirement is adequate to 
accomplish all of the curriculum requirements. The FAA has reorganized 
some of the attachment to clarify that, although certificate holders 
must provide annual training on each area of instruction listed in new 
section C of attachment 1 that is pertinent to their operation, they 
are not required to cover every subject within that area of instruction 
each and every year. With regard to the recurrent training and 
evaluation required by section C of attachment 2, the FAA reiterates 
that certificate holders must cover all of the subjects listed in that 
section on an annual basis. The SNPRM retains the provision that 
permits certificate holders with more than one aircraft type three 
years to cover aircraft systems for all of their aircraft types if 
approved by the Administrator. For example, a certificate holder with 
six aircraft types may cover aircraft systems for two aircraft per year 
during a three-year period. For those certificate holders with a single 
aircraft type, aircraft systems for that aircraft must be covered 
annually.
    TWU questioned the requirement in Sec.  121.1455(c) that would 
require individuals completing a knowledge test for academic evaluation 
to score 80% overall, but require aircraft dispatchers to score 80% on 
each task to pass the job performance evaluation. The requirement to 
achieve at least 80% in each task area on the proficiency test is more 
difficult than achieving 80% overall on the knowledge test because a 
subpar showing on a particular task area would cause a failure even if 
the individual scores exceptionally well on the majority of the test.
    The FAA has reviewed Sec.  121.1455(c) and the corresponding QPS 
requirements in attachments 1 and 4 of appendix T and determined that 
the requirement for a score of 80% in each task area of evaluation of 
the proficiency check is not appropriate. The FAA has removed the 80% 
requirement for proficiency tests from attachment 4 of appendix T. Each 
proficiency test must include a representative number of questions for 
each task which demonstrates the aircraft dispatcher's proficiency. 
Each area of evaluation must then be satisfactorily demonstrated to the 
Check Dispatcher, Dispatch Program Designee, or FAA principal 
Operations Inspector, as applicable. This standard is necessary to 
ensure that the dispatcher has mastered the subjects within the areas 
of instruction before serving in operations. Academic evaluations for 
each curriculum category would still require an overall score of 80% or 
better.
9. Areas of Instruction and Subjects in the Aircraft Dispatcher QPS 
(Appendix T)
    Midwest commented that many of the references that are made in the 
area of instruction in attachment 1 entitled ``manual overview'' are 
redundant to a given manual or would be contained in the FCOM and/or 
ADPM. It recommended that, when the section says manual overview, it 
should address manuals and not a collection of procedures that are 
contained within the different operational manuals of an air carrier. 
Midwest contends that few if any operators retain the airplane flight 
manual for daily use, but instead the necessary sections are 
incorporated into manuals like the FCOM or ADPM.
    The references are appropriate to this area of instruction. A 
certificate holder is not required to retain the Airplane Flight Manual 
(AFM) for daily use if the relevant portions of that manual are 
contained in appropriate company manuals. Training is required for the 
dispatcher on the contents for the AFM that are relevant to dispatch 
duties.
    Midwest commented that, in the area of instruction dedicated to 
``meteorology,'' the FAA has failed to clearly identify two important 
weather areas, the jet stream and clear air turbulence. It requested 
that these two areas be clearly identified in this list of

[[Page 29388]]

weather subjects. Midwest further stated that the interpretation and 
use of weather charts should be enhanced to include weather radar use 
and interpretation. The FAA notes that these subjects are covered in 
attachment 1 (section A) under the subject headings ``upper air 
meteorology,'' ``turbulence (all types),'' and ``interpretation and use 
of weather charts.''
    Midwest commented that the subjects listed in the area of 
instruction entitled ``approach plates and charts'' cover only 
departure and arrival procedures. It recommended that the FAA add 
approach charts (instrument and charted visual) to this list if that is 
the intent of this section or correct the heading to departure and 
arrival procedure charting. The FAA notes that these subjects are 
covered under the subject heading ``terminal and en route charts and 
publications.''
    Midwest recommended that the FAA change the ``inoperative 
navigation aid'' subject heading to include discussion of navigation 
aid substitution, which should include both en route and approach 
navigation aid substitution. The FAA notes that the information is 
covered under the subject heading ``inoperative navigation aids.''
    Midwest commented that, for Basic Aircraft Training and Evaluation 
Requirements under section B of attachment 2, a number of the subjects 
listed under ``additional training'' already have been covered in other 
areas of instruction. It contends that, for operators with single fleet 
types, this training is repetitive. Midwest requested that the FAA 
consider either adding the statement ``for operators of more than one 
fleet type'' to the opening statement to this area of instruction or 
retain only the subjects set forth in (c), (e), (f), and (k) of section 
B.4.
    The inclusion of these subjects under Basic Aircraft Training and 
Evaluation is appropriate because there are both generic issues and 
carrier or aircraft specific issues associated with these subjects. Any 
areas that may be considered redundant would be accounted for in the 
certificate holder's approved training program.
    TWU questioned section C.3.(a)(6) of attachment 4, ``Review of the 
Flight Crew Qualification for route to be flown,'' stating that placing 
these requirements on dispatchers would likely exacerbate workload 
issues or hold dispatchers responsible for validating information that 
they cannot access. The FAA notes that this section deals with the 
evaluation of a dispatcher during proficiency tests and checks. The 
section requires an aircraft dispatcher to demonstrate that he has 
reviewed the crew qualifications for the route to be flown. This 
provision does not exacerbate the workload as this task is already part 
of a dispatcher's duties under current regulations.
    TWU questioned the section in attachment 4 entitled ``Review AIM.'' 
It stated that, because the Aeronautical Information Manual exists as a 
reference, there is no need for it to be reviewed during any given 
shift except in response to a specific question, which may or may not 
arise. It commented that the requirement to review the AIM is 
inconsistent with the daily shift duties of an aircraft dispatcher, 
except in specific circumstances, and should be withdrawn.
    For evaluation purposes, the dispatcher should be familiar with the 
AIM and its contents. This task is an appropriate area of evaluation 
because, as acknowledged by the commenter, situations arise during 
daily operations that require the dispatcher to use the information in 
the AIM.
    Midwest Airlines commented that few if any users directly access 
the National Weather Service and rely instead on a weather provider or 
Internet connection for access to weather information. It recommended 
that the FAA rephrase the title and subject material of attachment 4, 
paragraph C.1.(d) to reflect the skills the average dispatcher is going 
to demonstrate for the task subject area. Unless the certificate holder 
has an approved EWINS program, it is required under Sec.  121.101 to 
use weather data provided by the National Weather Service or a source 
approved by the National Weather Service.
    Midwest Airlines commented that the information contained in 
attachment 4, C.1.(b)(1), ``Aircraft Performance and Limitations 
Knowledge,'' would be better placed in paragraph (a), ``Equipment 
Knowledge.'' The item was appropriately placed under the tasks that 
relate to aircraft performance and limitations.
    Midwest commented that, with regard to the tasks set forth under 
the heading ``Certificate Holder Manuals, Procedures, and Operating 
Information'' in attachment 4, it is not a dispatcher's role to verify 
the currency of operational procedures. It stated that dispatchers must 
know how to check currency of a manual and be responsible for 
maintaining the currency of the carrier's individual manuals, but it is 
the certificate holder who is responsible for ensuring the dispatcher 
has current procedures. Midwest requested that the FAA reword section 
to indicate that dispatchers are responsible only for verifying the 
currency of the manuals made available to them by the certificate 
holder. Although the certificate holder is responsible for ensuring the 
dispatcher has current procedures and manuals, it is the dispatcher's 
responsibility to verify that the manual being used is current.
    Midwest objected to the use of the word ``all'' in C.3.(a)(1) of 
attachment 4 because it suggests that the dispatcher would directly 
provide to the crew items like tables, conversion graphs, ATIS reports, 
and radar reports which are generally not handled by the dispatcher. 
The information listed for evaluation and dissemination by an aircraft 
dispatcher is appropriate. The dispatcher is not required to provide 
the actual reports and charts to crewmembers, but rather to communicate 
the information in those documents that is necessary to ensure the safe 
operation of the flight. In addition, the items listed are consistent 
with Sec.  121.601, which directs that an aircraft dispatcher provide 
the PIC with ``all available weather reports and forecasts of weather 
phenomena that may affect the safety of flight'' and ``additional 
available information of meteorological conditions and irregularities 
of facilities and services that may affect the safety of the flight.''
    Midwest commented that a number of items listed under section C.3, 
``Planning and Executing a Dispatch Release'' of attachment 4 are 
repetitive. Midwest stated that most of the items center on the 
aircraft status, fuel planning, and ATC, which already have been 
demonstrated and checked prior to this portion of the task. It stated 
that, for example, if the dispatcher demonstrates a task such as 
checking aircraft MEL status and its effect, there is no value added by 
repeating this item during an evaluation.
    Although these items are similar, they are applied differently 
depending on the task the dispatcher is performing. Accordingly, in the 
SNPRM the FAA has retained the proposed requirements.
10. Other Required Training (Appendix T, Attachment 1)
    Midwest commented that not having the ``other required training'' 
subjects (i.e. hazardous materials, drug testing program) listed in the 
other three attachments of the rule could lead to consistency problems 
for those that need to develop programs based on the guidance that they 
provide. It recommended that it should be one standard format across 
the board.
    These areas of training are required only during initial and 
recurrent training. As such, they are not

[[Page 29389]]

appropriate for the other attachments in appendix T. Because these 
areas of instruction are mandated by other regulations (as identified 
in attachment 1, B.1.(o) and C.3), they are not included in the 
required hours of training in subpart CC.
11. Organization of the Aircraft Dispatcher QPS (Appendix T)
    Midwest commented that the title to section A of attachment 1 
indicates that the materials cover ``Initial, Combined Certification 
and Initial, Recurrent, and Requalification.'' It asked whether this 
meant that all of the materials in section A are required in recurrent 
and requalification training or just the materials listed in section B 
of attachment 1. In addition, it commented that section B directs the 
user back to A.6.(c) for some of the recurrent and requalification 
material. The carrier requested that the FAA either remove ``recurrent 
and requalification training'' from the title of section A or remove 
section B as it serves no useful purpose.
    In the SNPRM, attachment 1 has been reorganized to clarify the 
areas of instruction and subjects that must be covered in each of the 
curriculum categories. Proposed section B covers those areas of 
instruction and subjects which must be covered (if pertinent to the 
certification holder's operation) in initial or combined certification 
and initial. Proposed section C covers those areas of instruction which 
must be covered during recurrent and requalification training and 
evaluation. The FAA reiterates that, for recurrent and requalification, 
certificate holders must provide training on each area of instruction 
in section C on an annual basis; however, not every subject that falls 
under those areas of instruction must be covered annually.
    A commenter indicated that section C.3 of attachment 2 provides 
confusing and conflicting information on what is ``special training'' 
and how to handle it while developing training programs. In the 
proposed rule, the special curriculum category is addressed in Sec.  
121.1437. Because special training could apply to other parts of a 
certificate holder's training program, this section has been moved from 
attachment 2 to the beginning of Aircraft Dispatcher QPS. The special 
curriculum category covers any training and evaluation that is 
necessary to address changes to the certificate holder's operations or 
to correct deficiencies identified by the certificate holder's CAP.
12. Required Questions for Proficiency Tests and Checks (Appendix T, 
Attachment 4)
    Midwest commented that the number of knowledge questions required 
in attachment 4 of appendix T is 130, is more than the Knowledge Test 
administered by the FAA in granting a dispatcher certificate. It stated 
that the knowledge evaluation for initial, recurrent, and 
requalification training already have been addressed in attachments 1 
and 2 of appendix T and there is no need to address these knowledge 
items which have already been tested.
    The proficiency tests and checks under attachment 4 are an 
evaluation of the dispatcher's knowledge and skills as applied in a 
work environment. The FAA has, however, removed the number of required 
questions from attachment 4 because evaluators who are administering 
proficiency tests and checks must be able to present scenarios that 
encompass several operational areas and permit the evaluator to assess 
the dispatcher's situational awareness and abilities.
13. Calculation of Evaluation Questions for Requalification (Appendix 
T, Attachments 1 and 2)
    Midwest commented that it occasionally needs to conduct 
requalification training for dispatchers. It contends that it attempted 
to apply the proposed QPS requirements to the case of a dispatcher who 
has had a lapse of currency of 25 months and believes that the correct 
amount of questions that would be required by this phase IV 
requalification with one flag area of operation is 65, based on 2 
missed recurrent programs and 5 areas required by Table 3. It requested 
whether the calculation was accurate.
    In the SNPRM, the FAA has revised the proposed requirements for 
requalification. Under the new proposal, a dispatcher who has had a 
lapse in currency of 25 months would be required to repeat initial 
training in the certificate holder's training program. A dispatcher who 
has missed one recurrent cycle would be required to satisfactorily 
complete an academic evaluation containing 20 questions, as required in 
attachment 1, A.4.(c), and 20 questions, as required in attachment 2, 
A.4.(c). In addition, the FAA has revised the language in appendix T to 
clarify that the academic evaluation must also contain five questions 
for each additional ``academic'' training and evaluation activity 
listed in Table 3, (General Knowledge and Skills, Specific Training per 
Aircraft Type, and General Knowledge per Flag Area of Operation).
14. Dispatch Resource Management (DRM) (Appendix T)
    Under current regulations, DRM training is required under 121.404 
and 121.422. In the NPRM, the FAA included DRM in the Aircraft 
Dispatcher QPS as a required area of instruction for Initial, Combined 
Certification and Initial, Recurrent, and Requalification Curriculum 
Categories.
    US Airways and Midwest commented that resource management training 
falls short of providing an adequate understanding of the resources 
available to both pilots and dispatchers. Several commenters 
recommended that the FAA consider including in the QPS a requirement 
for joint training in DRM and CRM. US Airways stated that it regularly 
sees examples of flight crews not being aware of what resources 
dispatchers can provide. The ADF recommended that crews be trained to 
notify the dispatcher of any emergency or abnormal situation as soon as 
practical because often dispatchers have all the available tools to 
provide support and assist the crew, begin preparation for ground 
assistance, and communicate the required notifications for any given 
situation. TWU stated that LOFT should be employed as part of DRM.
    The DRM AC (AC 121-32A) discusses in greater detail how to 
integrate DRM into operational control and numerous departments within 
the certificate holder's operations. Joint training in CRM and DRM is a 
recommended practice in AC 121-32; however, it may not be practical for 
some certificate holders due to scheduling conflicts and the 
availability of operations personnel. The DRM requirements set forth in 
the QPS establish only the minimum requirements necessary to ensure the 
effective management of available resources by aircraft dispatchers. 
The FAA notes that a certificate holder is free to enhance the training 
above the minimum requirements.
    Midwest commented that the QPS leaves the operator little or no way 
to address the changing state of DRM. It contended that the listed 
subjects are repetitive in nature and fail to address the current 
generation of DRM/CRM which directly address ``Threat and Error 
Management.'' It commented that the FAA's failure to include ``Threat 
and Error Management'' is inconsistent with standard industry practice. 
Midwest recommended that the references to multi-tasking, tactical and 
strategic use of resources, preparation, planning and vigilance could 
be better addressed by

[[Page 29390]]

simply using the phrase ``Threat and Error Management.''
    DRM has evolved because of the joint responsibility for the 
preflight planning, delay, and dispatch release of a flight between the 
PIC and aircraft dispatcher. It is intended to address problems 
associated with poor group decision-making, ineffective communication, 
inadequate leadership, and poor task or resource management. The FAA 
has identified fundamental topics associated with DRM training. These 
topics are designed to result in better management of information that 
has a direct impact on safe flight operations and promote a better 
interface with each PIC, as consistent with the joint responsibility. 
The specific content of training and organization of these topics 
should reflect an organization's unique culture and specific needs.
    RAA commented that attachment 4 of the dispatcher QPS provides only 
one means for evaluation that is acceptable for the proficiency test or 
check. It would like the ability to provide other means of testing and 
checking to assess the DRM indicators. It contends that the process 
becomes self-limiting if the only method allowed for evaluation is DRM 
indicators.
    Because DRM training is the incorporation of team management 
concepts in flight operations, it is essential that these team-oriented 
goals be demonstrated in a scenario-based setting in order to ensure 
that a dispatcher is able to employ all available resources during 
flight operations. The FAA proposed to require dispatchers to 
demonstrate and apply DRM concepts throughout their proficiency tests 
and checks. As always, a certificate holder may devise and administer 
alternative evaluations in addition to the evaluations required by the 
proposed rule.

VI. Impact Statements

Paperwork Reduction Act

Paperwork Reduction
    This proposal contains the following new information collection 
requirements. As required by the Paperwork Reduction Act of 1995 (44 
U.S.C. 3507(d)), the FAA has submitted the information requirements 
associated with this proposal to the Office of Management and Budget 
for its review.
Title: Qualification, Service, and Use of Crewmembers and Aircraft 
Dispatchers
    Summary: The FAA proposes to amend the regulations for crewmember 
and aircraft dispatcher training programs in domestic, flag, and 
supplemental operations. The proposed regulations enhance traditional 
training programs by requiring the use of FSTD for flightcrew members 
and including additional training requirements in areas that are 
critical to safety. The proposal also reorganizes and revises the 
qualification and training requirements. The proposed changes are 
intended to contribute significantly to reducing aviation accidents.
    Use of: This project is in direct support of the Department of 
Transportation's Strategic Plan--Strategic Goal--SAFETY; i.e., to 
promote the public health and safety by working toward the elimination 
of transportation-related deaths and injuries. This request for 
clearance reflects requirements necessary under Title 14 CFR parts 65, 
119, 121, 135, and 142, to ensure safety of flight by making certain 
that complete and adequate training, testing, checking, and experience 
is obtained and maintained by those who operate under these parts of 
the regulation and that the use of flight simulation is used to its 
maximum practical extent in achieving these goals. The FAA will use the 
information it collects and reviews to ensure compliance and adherence 
to regulations and, where necessary, to take enforcement action on 
violators of the regulations.
    Respondents (including number of): The FAA estimates there are 80 
certificate holders who would be required to provide information in 
accordance with the proposed rule. The respondents to this proposed 
information requirement are certificate holders using the training 
requirements in 14 CFR part 121.
    Frequency: The FAA estimates certificate holders will have a one 
time information collection, then will collect or report information 
occasionally thereafter.
    Annual Burden Estimate: This proposal would result in an annual 
recordkeeping and reporting burden as follows:
    The proposed SNPRM changes that deal with manuals for operations in 
accordance with part 121 would require revisions to the manual 
requirements. The manuals must include the instructions and information 
necessary to allow the pilots, other pilots and flight engineers to 
perform their required safety related duties and responsibilities. The 
manual, and any changes, must be approved by the Administrator.
    The FAA estimates for a certificate holder operating under part 121 
or 121/135 with two aircraft groups,\13\ approximately 35% of the 
content of these manuals would require revision. On average, the agency 
estimate that this constitutes about 86 pages for each aircraft group.
---------------------------------------------------------------------------

    \13\ OAG Fleet Database.
---------------------------------------------------------------------------

    Table 16 shows the estimated time for industry to update manuals.
    [GRAPHIC] [TIFF OMITTED] TP20MY11.002
    
    The total industry paperwork cost of reviewing the updated manuals 
is $1.47 million. On average, over the 10-year analysis interval, the 
costs to update the manuals would be $147,000 annually.
    In addition, the CAP requires certificate holders to document the 
effectiveness of their training and qualification programs, or the need 
to change, to allow for continuance. The cost estimates are the time 
estimates to prepare and maintain the actual document that outlines the 
certificate holder's CAP for FAA approval as part of the approved 
training program. The FAA estimates industry costs for documenting the 
effectiveness of operators with traditional training programs for each 
category as follows:
    (a) Pilots (includes training programs for pilots, flight 
engineers, check pilots and flight engineers, and instructors):
    1. Initial documenting requires eight hours for review by a 
Technical Writer Manager for 80 passenger and cargo air carriers.

[[Page 29391]]

    2. Recurrent documenting requires two hours for review by a 
Technical Writer Manager for 80 passenger and cargo air carriers.
    (b) Flight Attendants:
    1. Initial documenting requires eight hours for review by a 
Technical Writer Manager for passenger 66 air carriers.
    2. Recurrent documenting requires two hours for review by a 
Technical Writer Manager for 66 passenger air carriers.
    Table 17 summarizes the FAA expected results of the industry 
paperwork cost of reviewing and updated manuals and the CAP.
[GRAPHIC] [TIFF OMITTED] TP20MY11.003

    The agency is soliciting comments to--
    (1) Evaluate whether the proposed information requirement is 
necessary for the proper performance of the functions of the agency, 
including whether the information will have practical utility;
    (2) Evaluate the accuracy of the agency's estimate of the burden;
    (3) Enhance the quality, utility, and clarity of the information to 
be collected; and
    (4) Minimize the burden of collecting information on those who are 
to respond, including by using appropriate automated, electronic, 
mechanical, or other technological collection techniques or other forms 
of information technology.
    Individuals and organizations may send comments on the information 
collection requirement to the address listed in the ADDRESSES section 
at the beginning of this preamble by July 19, 2011. Comments also 
should be submitted to the Office of Management and Budget, Office of 
Information and Regulatory Affairs, Attention: Desk Officer for FAA, 
New Executive Building, Room 10202, 725 17th Street, NW., Washington, 
DC 20053.
    According to the 1995 amendments to the Paperwork Reduction Act (5 
CFR 1320.8(b)(2)(vi)), an agency may not collect or sponsor the 
collection of information, nor may it impose an information collection 
requirement unless it displays a currently valid OMB control number. 
The OMB control number for this information collection will be 
published in the Federal Register, after the Office of Management and 
Budget approves it.
International Compatibility
    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to conform to 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA has 
reviewed the corresponding ICAO Standards and Recommended Practices and 
has identified no differences with these proposed regulations.
Regulatory Evaluation, Regulatory Flexibility Determination, 
International Trade Impact Assessment, and Unfunded Mandates Assessment
    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Orders 12866 and 13563 direct that each 
Federal agency shall propose or adopt a regulation only upon a reasoned 
determination that the benefits of the intended regulation justify its 
costs. Second, the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) 
requires agencies to analyze the economic impact of regulatory changes 
on small entities. Third, the Trade Agreements Act (Pub. L. 96-39) 
prohibits agencies from setting standards that create unnecessary 
obstacles to the foreign commerce of the United States. In developing 
U.S. standards, this Trade Act requires agencies to consider 
international standards and, where appropriate, that they be the basis 
of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995 
(Pub. L. 104-4) requires agencies to prepare a written assessment of 
the costs, benefits, and other effects of proposed or final rules that 
include a Federal mandate likely to result in the expenditure by State, 
local, or Tribal governments, in the aggregate, or by the private 
sector, of $100 million or more annually (adjusted for inflation with 
base year of 1995). This portion of the preamble summarizes the FAA's 
analysis of the economic impacts of this proposed rule. Readers seeking 
greater detail should read the full regulatory evaluation, a copy of 
which we have placed in the docket for this rulemaking.
    In conducting these analyses, the FAA has determined that this 
proposed rule: (1) Has benefits that justify its costs, (2) is not an 
economically ``significant regulatory action'' as defined in section 
3(f) of Executive Order 12866, (3) is ``significant'' as defined in 
DOT's Regulatory Policies and Procedures; (4) would have a significant 
economic impact on a substantial number of small entities; (5) would 
not create an unnecessary obstacles to the foreign

[[Page 29392]]

commerce of the United States; and (6) would not impose an unfunded 
mandate on state, local, or Tribal governments, or on the private 
sector by exceeding the threshold identified above. These analyses are 
summarized below.
Total Benefits and Costs of This Rule
    The FAA estimates the total cost of the proposed rule would be 
approximately $391.9 million in nominal dollars, $199.1 million at a 
seven percent present value, and $290.3 million at a three percent 
present value. The estimated potential quantified safety benefits over 
the 10-year analysis interval is $445.1 million, $222.9 million at a 
seven percent present value, and $327.5 million at a three percent 
present value.
    The following table shows these results.
    [GRAPHIC] [TIFF OMITTED] TP20MY11.004
    
    More detailed qualitative and quantitative benefit and cost 
information is provided below.
Who is potentially affected by this rule?
    This proposed rulemaking will affect operators of transport 
category airplanes operating under 14 CFR Parts 121 and 121/135.
    Assumptions:
     Discount rates--a 7% base case with a 3% sensitivity 
analysis rate.
     This proposed rule would become a final rule in 2011.
     This proposed rule would become effective in 2016.
     Period of analysis--2016 through 2025 because this 
analysis period fully accounts for the expected benefits and costs.
     It is not the intent of the FAA for this proposed rule to 
affect operators with Advance Qualification Program (AQP) pilot 
training programs.
     Value of a fatality avoided--$6.0 million.
    Changes from the NPRM to the SNPRM
    Upon review of the NPRM comments, the FAA identified several key 
issues to be addressed. In the SNPRM the FAA proposes to establish 
provisions for training program modifications for flightcrew members, 
clarifies the minimal impact on AQP operators, requires certificated 
aircraft dispatchers for supplemental operations, revises the training 
and evaluation task requirements in the flightcrew member and flight 
engineer Qualification Performance Standards appendices (QPS), and 
removes the information portion of the QPS appendices and placing the 
information in advisory circulars. The FAA also made other changes to 
many of the proposals in the NPRM. For example, the FAA has simplified 
the Flight Attendant and Aircraft Dispatcher requalification 
requirements, revised and clarified the programmed hour requirements, 
and revised and clarified the initial cadre requirements. The FAA has 
also clarified the programmed hour requirements for pilots.
Benefits of This Rule
    Phased-in potential benefits would accrue from the additional 
training initiatives and are estimated to be about $445.06 million, 
$222.86 million at a seven percent present value, and $327.48 million 
at a three percent present value over the 10-year analysis interval. 
The following table shows the proposals benefit breakdown by pilot, 
flight attendant, and aircraft dispatcher.
[GRAPHIC] [TIFF OMITTED] TP20MY11.005

    In addition, the proposed rule generates qualitative benefits for 
pilots, dispatchers, flight attendants, and flight engineers as it 
responds to the FAA ``Call to Action'' and to the 28 NTSB safety 
recommendations.
    The changes proposed in this SNPRM address the following NTSB 
recommendations:
     Crewmember Resource Management (CRM) training 
(Recommendations A-88-71 and A-94-96);
     Flight attendant training (Recommendations A-92-67, A-92-
70, A-92-71, A-92-74, and A-92-77);
     TCAS RA training (Recommendation A-93-46);
     Use of simulators to conduct LOFT (Recommendations A-94-
191 through 194);
     Training of flightcrews to respond to sudden, unusual or 
unexpected aircraft upsets (Recommendation A-96-120);
     Training of crewmembers to respond to in-flight fires 
(Recommendations A-01-83 through A-01-85);
     Aircraft pressurization on the ground while the ground-
based air conditioning is supplying conditioned (cooled or heated) air 
to the cabin (Recommendation A-07-96);
     Monitoring of exit availability on the ground after a 
significant event to help expedite and emergency evacuation 
(Recommendation A-09-26);
     Communication and coordination between Flight Crewmembers 
and Flight Attendants regarding emergency and

[[Page 29393]]

unusual situations (Recommendation A-09-27);
     Pilot monitoring duties (Recommendation A-10-10);
     Requirements for flightcrew member academic training 
regarding leadership (Recommendations A-10-13, A-10-14, and A-10-15);
     Pilot recordkeeping requirements regarding training 
performance (Recommendations A-10-17 and A-10-18);
     Develop and implement procedures to establish airspeed 
reference (Recommendation A-10-21); and
     Develop and conduct stall recovery training and provide 
stick pusher familiarization training for pilots of stick-pusher 
equipped aircraft (Recommendations A-10-22 and A-10-23).
Costs of This Rule
    From 2010 to 2025, the FAA estimates the total cost of the proposed 
rule would be approximately $391.9 million in nominal dollars, $199.1 
million at a seven percent present value, and $290.3 million at a three 
percent present value. The total costs include increased training for 
pilots, flight engineers, flight attendants and aircraft dispatchers 
along with additional costs of more simulators, paperwork for updating 
manuals, and government costs for review and approval of the modified 
training programs and manuals.
    The following table shows the proposals cost breakdown by pilot and 
flight engineer training, flight attendant training, aircraft 
dispatcher training, government and paperwork.
[GRAPHIC] [TIFF OMITTED] TP20MY11.006

Alternatives Considered
    The FAA considered multiple alternatives to the rule. Two 
alternatives address giving relief to small entities, one alternative 
considered accepting the NPRM, and the last alternative addressed AQP 
pilot training programs. A discussion of these alternatives can be 
found in the associated regulatory impact analysis and regulatory 
flexibility analysis. The FAA seeks comment on these alternatives and 
other potential approaches to the proposals contained within this 
SNPRM.
Regulatory Flexibility Determination
    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation. To achieve this principle, agencies are required 
to solicit and consider flexible regulatory proposals and to explain 
the rationale for their actions to assure that such proposals are given 
serious consideration.'' The RFA covers a wide-range of small entities, 
including small businesses, not-for-profit organizations, and small 
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.
    The FAA believes that this proposal would result in a significant 
economic impact on a substantial number of small entities. The purpose 
of this analysis is to provide the reasoning underlying the FAA 
determination.
    Section 603 of the Act requires agencies to prepare and make 
available for public comment an initial regulatory flexibility analysis 
(IRFA) describing the impact of final rules on small entities.
    Section 603(b) of the Act specifies the content of a FRFA.
    Each IRFA must contain:
    Under Section 603(b) of the RFA, the analysis must address:
     A description of the reasons why action by the agency is 
being considered;
     A succinct statement of the objectives of, and legal basis 
for, the proposed rule;
     A description of the projected reporting, record keeping 
and other compliance requirements of the proposed rule including an 
estimate of the classes of small entities which will be subject to the 
requirement and the type of professional skills necessary for 
preparation of the report or record;
     An identification, to the extent practicable, of all 
relevant Federal rules which may duplicate, overlap or conflict with 
the final rule;
     A description and an estimate of the number of small 
entities to which the rule will apply;
     An analysis cost and affordability for small entities,
     An estimation of the potential for business closures,
     Conduct a disproportionality analysis,
     Conduct a competitive analysis,
     A summary of significant issues raised by public comments 
in response to the initial regulatory flexibility analysis and how the 
agency resolved those comments, and
     Each initial regulatory flexibility analysis shall also 
contain a description of any significant alternatives to the final rule 
which accomplish the stated objectives of applicable statutes and which 
minimize any significant economic impact of the final rule on small 
entities.
Reasons Why the Rule Is Being Proposed
    The primary purpose of this proposed rule is to establish new 
requirements for traditional air carrier training programs to ensure 
that safety-critical training and evaluation is provided for 
crewmembers and aircraft dispatchers. The proposed changes seek to make 
a significant contribution to the FAA's accident reduction goal by 
directly addressing the safety goals from two recent FAA ``Call to 
Action'' initiatives including pilot ``upset recovery'' training and 
improvement of runway safety by requiring training in critical runway

[[Page 29394]]

safety issues. The proposed requirements also implement numerous safety 
recommendations from the National Transportation Safety Board.
The Objectives and Legal Basis for the Rule
    The objective of the rule is to enhance crewmember and aircraft 
dispatcher training programs by including additional training 
requirements in areas that are critical to safety. The proposed changes 
are intended to contribute significantly to reducing aviation accidents 
and improving crewmember and dispatcher performance.
    The legal basis for the rule is 49 U.S.C. 44701 et seq., which 
provides that for regulations related to airmen certification, the FAA 
must consider the duty of an air carrier to provide service with the 
highest possible degree of safety in the public interest. The FAA must 
also consider, as a matter of policy, reducing or eliminating the 
possibility of recurrence of accidents in air transportation (49 U.S.C. 
44701(c)).
Projected Reporting, Recordkeeping and Other Requirements
    We expect no more than minimal new reporting and recordkeeping 
compliance requirements to result from this final rule. Costs for the 
associated labor constitute a burden under the Paperwork Reduction Act 
and are accounted for in the preamble to the final rule.
Overlapping, Duplicative, or Conflicting Federal Rules
    We are unaware that the proposed rule will overlap, duplicate or 
conflict with existing Federal Rules.
     Each final regulatory flexibility analysis shall also 
contain a description of any significant alternatives to the final rule 
which accomplish the stated objectives of applicable statutes and which 
minimize any significant economic impact of the final rule on small 
entities.
     A summary of significant issues raised by public comments 
in response to the initial regulatory flexibility analysis and how the 
agency resolved those comments.
     The type and number of small entities to which the rule 
will apply.
    Under the RFA, the FAA must determine whether a proposed rule 
significantly affects a substantial number of small entities. This 
determination is typically based on small entity size and cost 
thresholds that vary depending on the affected industry.
    Using the size standards from the Small Business Administration for 
Air Transportation and Aircraft Manufacturing, we defined companies as 
small entities if they have fewer than 1,500 employees.
    This proposed rule would become final in 2010 and fully effective 
in 2015. Our forecasts do not have the granularity to determine if an 
operator will still be in business or will still remain a small 
business entity. Therefore we will use 2008 U.S. operator's employment 
and annual revenue in order to determine the number of operators this 
proposal would affect.
    For this analysis, we considered the economic impact of this 
proposed rule on small-business part 121 and 121/135 operators. We 
obtained a list of part 121 and 121/135 U.S. operators from the FAA 
Flight Standards Service NVIS database. Using information provided by 
the U.S. Department of Transportation Form 41 filings we obtained 
company revenue and employment for each of the part 121 and 121/135 
U.S. operators.
    Using the methodology discussed above we determined of the 98 part 
121 and 121/135 U.S. operators could be affected by the rule. Of the 98 
operators, there are 55 that reported annual employment and operating 
revenue data. Of the 55 air carriers that reported annual employment 
data, 31 air carriers meet the SBA size standard of small business of 
1,500 employees. Of the 31 air carriers that meet the SBA size standard 
of small business, there are three operators who do not have 
traditional pilot training programs who would not be affected by the 
proposal. Therefore, there are 28 air carriers that meet the SBA size 
standard of small business and are affected by the proposal.
    Due to the sparse amount of publicly available data on internal 
company financial statistics for small entities, it is not feasible to 
estimate the total population of small entities affected by this 
proposed rule.
Cost and Affordability for Small Entities
    To assess the proposed rule's cost impact to small business part 
121 and 121/135 operators, we determined the incremental amount of 
additional time this proposal would add for training.
    The FAA used the hourly wages, including benefits, of flight crew 
member as a basis to estimate costs. We expected the additional 
training requirements would also result in additional travel for 
training. We also contacted industry and determined that additional 
simulators would need to be purchased and training facilities would 
need to be either built or expanded. In order to maintain 
confidentiality of the operators who provided costs estimates for the 
increased simulator and training facilities, we summed the incremental 
costs of this proposal and then calculated an average cost by flight 
crew member.
    We estimated each operator's total compliance cost by multiplying 
the average cost by flight crew member by the number of flight crew 
members for each of the 28 air carriers that meet the SBA size standard 
of small business of 1,500 employees. We then measured the economic 
impact on small entities by dividing the estimated compliance cost by 
each of the 28 small entity's annual revenue.
    The proposal's cost is estimated to be greater than two percent of 
annual revenue for nine of the 28 small entity operators.
    Thus the FAA has determined that a substantial number of small 
entities will be significantly affected by the rule.
Business Closure Analysis
    Since many of the other commercial small business air operator 
firms do not make their annual revenue publicly available, it is 
difficult to assess the financial impact of this final rule on their 
business. To fully assess whether this final rule could force a small 
entity into bankruptcy requires more financial information than is 
publicly available.
    In the NPRM, the FAA requested comment, with supportive 
justification, to determine the degree of hardship, and feasible 
alternative methods of compliance, the final rule will have on these 
small entities. We did not receive comment specific to this request.
Disproportionality Analysis
    The disproportionately higher impact of the final rule on small 
operators may result in disproportionately higher costs to small 
operators because the FAA does not intend on this proposal to affect 
operators with Advance Qualification Program (AQP) pilot training 
programs. Currently, due to the voluminous amount of data that is 
required to be collected, most operators that train under AQP pilot 
training programs are large entities employing over 1,500 people. 
Although a small operator may apply for an AQP pilot training program, 
many choose to remain under the traditional Federal Aviation 
Regulations and would therefore be affected by this proposal. Based on 
the percent of potentially affected current operators, small U.S. 
business operators with traditional pilot training programs

[[Page 29395]]

may bear a disproportionate impact from the final rule.
Competitive Analysis
    The aviation industry is an extremely competitive industry with 
slim profit margins. The number of operators who entered the industry 
and have stopped operations because of mergers, acquisitions, or 
bankruptcy litters the history of the aviation industry.
    As mentioned in the Disproportionality Analysis, many small 
entities currently train their pilots under the traditional Federal 
Aviation Regulations and would be affected by this proposal. With the 
exception of one major operator, every major operator current trains 
their pilots under an AQP program and would not be affected by this 
proposal. Therefore, many of the small entity operators would incur a 
significant cost from this proposal, while larger operators would not.
    In this competitive industry, cost increases imposed by this 
regulation will be hard to recover by raising prices. This factor makes 
it difficult for the small operators to recover their compliance costs 
by raising prices. If small operators cannot recover all the additional 
costs imposed by this regulation, market shares could shift to the 
large operators.
    Small operators successfully compete in the aviation industry by 
providing unique services and controlling costs. To the extent the 
affected small entities operate in niche markets, this enhances small 
entity's ability to pass on costs. Overall, in terms of competition, 
this rulemaking reduces small operator's ability to compete.
    Significant issues raised by public comments in response to the 
initial regulatory flexibility analysis for the NPRM.
    The only significant issue raised by public comments in response to 
the initial regulatory flexibility analysis for the NPRM was from the 
Regional Airline Association (RAA). The RAA contended that the FAA is 
obligated under the Regulatory Flexibility Act to consider alternatives 
for small businesses and the adoption of current Advanced Qualification 
Program (AQP) is one of those alternatives.
    The NPRM did consider two alternatives for small entities. The 
first alternative was to mandate a 12-month recurrent training cycle 
for small entities. The second alternative was to extend the final 
compliance date to 7 years for small entities. The FAA concluded for 
both alternatives that it would be contrary to our policy for one high 
level of safety in all part 121 operations to exclude certain operators 
simply because they are small entities.
    Subpart Y of part 121 provides an alternative method (known as 
``AQP'') for qualifying, training, certifying, and otherwise ensuring 
competency of crewmembers, aircraft dispatchers, other operations 
personnel, instructors, and evaluators who are required to be trained 
under parts 121 and 135 of this chapter. With FAA approval, Subpart Y 
of part 121 allows a certificate holder (operator) the ability to 
voluntarily elect to have their flight crewmembers or dispatchers train 
under AQP.
Analysis of Alternatives
    The FAA considered alternatives to the rule for the small air 
carriers. A discussion of these alternatives follows.
Alternative 1--12-Month Recurrent Training Cycle for Small Entities
    Currently, PICs train every 6 months and SICs train every 12 
months. The FAA could extend the recurrent training cycle for PICs 
working for small entities to 12 months to coincide with current SIC 
recurrent training cycles, instead of proposing to require PICs and 
SICs to attend recurrent training on a 9-month training cycle. This 
would result in cost savings for small entities. Again, in the proposal 
the FAA has required improvements that would reduce human error among 
crewmembers and aircraft dispatchers, particularly in situations with 
special hazards. Reducing the training cycle for PICs to a 12-month 
cycle is contrary to the purpose of this rulemaking.
    In the proposal, the FAA has required improvements that would 
reduce human error among crewmembers and aircraft dispatchers, 
particularly in situations with special hazards because these problems 
are equally incurred by all part 121 air carriers, regardless of size, 
it would be contrary to our policy for one high level of safety in all 
part 121 operations to exclude certain operators simply because they 
are small entities. Thus, the FAA does not accept this alternative.
Alternative 2--Extending the Final Compliance Date to 7 Years for Small 
Entities
    Extending the final compliance date from 5 years to 7 years for 
small entities reduces the costs to small entities. Under this 
alternative, the FAA expects that the projected annualized cost of the 
rule would still be significant for some of the 20 operators studied.
    In the proposal, the FAA has required improvements that would 
reduce human error among crewmembers and aircraft dispatchers, 
particularly in situations with special hazards. Because these 
requirements would address problems equally incurred by all part 121 
air carriers, regardless of size, it would be contrary to our policy 
for one high level of safety in all part 121 operations to exclude 
certain operators simply because they are small entities. Thus, the FAA 
does not accept this alternative.
Alternative 3--The NPRM
    Accepting the preamble and rule language from the NPRM and moving 
forward with a final rule.
    From the comments and the FAA meeting with industry it was apparent 
that the NPRM was not clear and concise. Industry commented that the 
rule language was unclear and could cause major costs to occur. Also, 
although it was not the intention of the FAA for this proposal to 
affect operators with AQP training programs, industry commented that 
they believed the NPRM would have a major impact on operators with AQP 
training programs.
Alternative 4--AQP Pilot Training Program
    All operators can choose to adopt the AQP training program. Thus 
far, most of the larger operators have AQP pilot training programs. 
This alternative is available for all operators affected by this 
proposal.
    The FAA rejected alternatives 1, 2, and 3 and note that all 
operators can choose to be subject to the AQP pilot training program.
International Trade Impact Assessment
    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the 
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States. Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards. The FAA has 
assessed the potential effect of this proposed rule and determined the 
objective is safety and is not considered an unnecessary obstacle to 
foreign commerce of the United States.

[[Page 29396]]

Unfunded Mandates Assessment
    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(in 1995 dollars) in any one year by State, local, and Tribal 
governments, in the aggregate, or by the private sector; such a mandate 
is deemed to be a ``significant regulatory action.'' The FAA currently 
uses an inflation-adjusted value of $143.1 million in lieu of $100 
million. This proposed rule does contain such a mandate; therefore, the 
requirements of Title II of the Act do apply. We considered three 
alternatives to the rule, as described above, and four alternatives in 
the regulatory flexibility analysis described above.
Executive Order 13132, Federalism
    The FAA has analyzed this proposed rule under the principles and 
criteria of Executive Order 13132, Federalism. The agency has 
determined that this action would not have a substantial direct effect 
on the States, on the relationship between the national Government and 
the States, or on the distribution of power and responsibilities among 
the various levels of government, and, therefore, would not have 
federalism implications.
Environmental Analysis
    FAA Order 1050.1E identifies FAA actions that are categorically 
excluded from preparation of an environmental assessment or 
environmental impact statement under the National Environmental Policy 
Act in the absence of extraordinary circumstances. The FAA has 
determined this proposed rulemaking action qualifies for the 
categorical exclusion identified in paragraph 312f and involves no 
extraordinary circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or 
Use
    The FAA has analyzed this NPRM under Executive Order 13211, Actions 
Concerning Regulations that Significantly Affect Energy Supply, 
Distribution, or Use (May 18, 2001). The agency has determined that 
while it is a ``significant regulatory action'' under Executive Order 
12866 and DOT's Regulatory Policies and Procedures, it is not a 
``significant energy action'' under the executive order and is not 
likely to have a significant adverse effect on the supply, 
distribution, or use of energy.
Additional Information
Comments Invited
    The FAA invites interested persons to participate in this 
rulemaking by submitting written comments, data, or views. It also 
invites comments relating to the economic, environmental, energy, or 
federalism impacts that might result from adopting the proposals in 
this document. The most helpful comments reference a specific portion 
of the proposal, explain the reason for any recommended change, and 
include supporting data. To ensure the docket does not contain 
duplicate comments, please send only one copy of written comments, or 
if you are filing comments electronically, please submit your comments 
only one time.
    The agency will file in the docket all comments it receives, as 
well as a report summarizing each substantive public contact with FAA 
personnel concerning this proposed rulemaking. Before acting on this 
proposal, it will consider all comments it receives on or before the 
closing date for comments. The FAA will consider comments filed after 
the comment period has closed if it is possible to do so without 
incurring expense or delay. The FAA may change this proposal in light 
of the comments it receives.
Proprietary or Confidential Business Information
    Do not file in the docket information that you consider to be 
proprietary or confidential business information. Send or deliver this 
information directly to the person identified in the FOR FURTHER 
INFORMATION CONTACT section of this document. You must mark the 
information that you consider proprietary or confidential. If you send 
the information on a disk or CD-ROM, mark the outside of the disk or 
CD-ROM and also identify electronically within the disk or CD-ROM the 
specific information that is proprietary or confidential.
    Under 14 CFR 11.35(b), when the FAA is aware of proprietary 
information filed with a comment, it does not place it in the docket. 
The agency holds it in a separate file to which the public does not 
have access, and places a note in the docket that it has received it. 
If the FAA receives a request to examine or copy this information, it 
treats it as any other request under the Freedom of Information Act (5 
U.S.C. 552). The FAA processes such a request under the DOT procedures 
found in 49 CFR part 7.
Availability of Rulemaking Documents
    You can get an electronic copy of rulemaking documents using the 
Internet by--Searching the Federal eRulemaking Portal (http://www.regulations.gov); Visiting the FAA's Regulations and Policies Web 
page at http://www.faa.gov/regulations_policies or Accessing the 
Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html.
    You can also get a copy by sending a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the docket number, notice number, or amendment number 
of this rulemaking.
    You may access all documents the FAA considered in developing this 
proposed rule, including economic analyses and technical reports, from 
the Internet through the Federal eRulemaking Portal referenced in 
paragraph (1).

List of Subjects

14 CFR Part 65

    Aircraft, Airmen, Aviation safety, Reporting and recordkeeping 
requirements.

14 CFR Part 119

    Administrative practice and procedure, Air carriers, Aircraft, 
Aviation safety, Reporting and recordkeeping requirements.

14 CFR Part 121

    Air carriers, Aircraft, Aviation safety, Reporting and 
recordkeeping requirements, Safety, Transportation.

14 CFR Part 135

    Air taxis, Aircraft, Airmen, Aviation safety, Reporting and 
recordkeeping requirements.

14 CFR Part 142

    Administrative practice and procedure, Airmen, Educational 
facilities, Reporting and recordkeeping requirements, Schools, 
Teachers.

The Proposed Amendment

    In consideration of the foregoing, the Federal Aviation 
Administration proposes to amend Chapter 1 of Title 14, Code of Federal 
Regulations (CFR) parts 65, 119, 121, 135, and 142, as follows:

[[Page 29397]]

PART 65--CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS

    1. The authority citation for part 65 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701-44703, 44707, 44709-
44711, 45102-45103, 45301-45302.

    2. Amend Sec.  65.57 by revising the introductory text and adding 
paragraph (c) to read as follows:


Sec.  65.57  Experience or training requirements.

    An applicant for an aircraft dispatcher certificate must present 
documentary evidence satisfactory to the Administrator that he or she 
has the experience prescribed in paragraph (a) of this section or has 
accomplished the training described in paragraph (b) of this section or 
has completed a dispatcher training program in accordance with 
paragraph (c) of this section as follows:
* * * * *
    (c) Successfully completed an aircraft dispatcher training program 
approved in accordance with subpart CC of part 121 of this chapter.
    3. Amend Sec.  65.70 by revising the introductory text of paragraph 
(a) to read as follows:


Sec.  65.70  Aircraft dispatcher certification courses: Records.

    (a) The operator of an aircraft dispatcher certification course set 
forth under appendix A of this part must maintain a record for each 
student, including a chronological log of all instructors, subjects 
covered, and course examination and results. The record must be 
retained for at least 3 years after graduation. The course operator 
must also prepare for its records, and transmit to the Administrator 
not later than January 31 of each year, a report containing the 
following information for the previous year:
* * * * *

PART 119--CERTIFICATION: AIR CARRIERS AND COMMERCIAL OPERATORS

    4. The authority citation for part 119 continues to read as 
follows:

    Authority:  49 U.S.C. 106(g), 1153, 40101, 40102, 40103, 40113, 
44105, 44106, 44111, 44701-44717, 44722, 44901, 44903, 44904, 44906, 
44912, 44914, 44936, 44938, 46103, 46105.

    5. Amend Sec.  119.65 by revising the section heading and adding 
paragraph (a)(6) to read as follows:


Sec.  119.65  Management and technical personnel required for 
operations conducted under part 121 of this chapter.

    (a) * * *
    (6) At least one line qualified check pilot, and, if appropriate, 
at least one check flight engineer, for each aircraft make and model 
and aircraft type for which the certificate holder has more than five 
pilots. A check pilot or check flight engineer may hold the additional 
position of Director of Safety, Director of Operations, or Chief Pilot, 
if the check pilot or check flight engineer meets the requirements of 
the additional position. Compliance with this paragraph (a)(6) is 
required no later than [date 5 years and 120 days after publication of 
the final rule].
* * * * *
    6. Amend Sec.  119.67 by adding paragraph (f) to read as follows:


Sec.  119.67  Management personnel: Qualifications for operations 
conducted under part 121 of this chapter.

* * * * *
    (f) To serve as a check pilot or check flight engineer for an 
aircraft type under Sec.  119.65(a) a person must be qualified in 
accordance with Sec. Sec.  121.1251, 121.1253, and 121.1255 of this 
chapter. Compliance with this paragraph (f) is required no later than 
[date 5 years and 120 days after publication of the final rule].
    7. Amend Sec.  119.69 by adding paragraph (a)(4) to read as 
follows:


Sec.  119.69  Management personnel required for operations conducted 
under part 135 of this chapter.

    (a) * * *
    (4) A line qualified check pilot or check flight engineer for each 
aircraft make and model and aircraft type for which the certificate 
holder has more than five pilots and is required to have, or elects to 
have, an approved training program under part 121 of this chapter. A 
check pilot or check flight engineer can hold the additional position 
of Director of Safety, Director of Operations, or Chief Pilot, if the 
check pilot or check flight engineer meets the requirements of the 
additional position. Compliance with this paragraph (a)(4) is required 
no later than [date 5 years and 120 days after publication of the final 
rule].
* * * * *
    8. Amend Sec.  119.71 by redesignating paragraphs (e) and (f) as 
paragraphs (f) and (g) respectively, and adding a new paragraph (e) to 
read as follows:


Sec.  119.71  Management personnel: Qualifications for operations 
conducted under part 135 of this chapter.

* * * * *
    (e) To serve as a check pilot for an aircraft make and model and 
aircraft type under Sec.  119.69 a person must be qualified in 
accordance with Sec.  121.1251 of this chapter. Compliance with this 
paragraph (e) is required no later than [date 5 years and 120 days 
after publication of the final rule].
* * * * *

PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL 
OPERATIONS

    9. The authority citation for part 121 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 40119, 44101, 44701-44702, 
44705, 44709-44711, 44713, 44716-44717, 44722, 44901, 44903-44904, 
44912, 46105.

    10. Revise Sec.  121.1(c) to read as follows:


Sec.  121.1  Applicability.

* * * * *
    (c) Each person who applies for initial or provisional approval of 
an Advanced Qualification Program curriculum, curriculum segment, or 
portion of a curriculum under subpart Y of this part and each person 
employed or used by a person authorized to conduct operations under 
this part to perform training, qualification, or evaluation functions 
in accordance with an Advanced Qualification Program under subpart Y of 
this part.
* * * * *
    11. Add Sec.  121.9 to read as follows:


Sec.  121.9  Fraud, falsification, or incorrect statements.

    (a) No person may make, or cause to be made, any of the following:
    (1) A fraudulent or intentionally false statement in any 
application or any amendment thereto, or in any other record or test 
result required by this part or by any QPS associated with this part.
    (2) A fraudulent or intentionally false statement in, or a known 
omission from, any record or report that is kept, made, or used to show 
compliance with this part or with any QPS associated with this part, or 
to exercise any privileges under this chapter.
    (b) The commission by any person of any act prohibited under 
paragraph (a) of this section is a basis for any one or any combination 
of the following:
    (1) A civil penalty.
    (2) Suspension or revocation of any certificate held by that person 
that was issued under this chapter.
    (3) The denial of an application for approval of a training program 
established under this part.
    (4) The removal of approval for a training program established 
under this part.

[[Page 29398]]

    (c) The following may result in denial of an application or removal 
of approval for a training program established under this part:
    (1) An incorrect statement, upon which the FAA relied or could have 
relied, made in support of an application for approval of a training 
program.
    (2) An incorrect entry, on which the FAA relied or could have 
relied, made in any training records or test results required to be 
kept, made, or used to show compliance with any requirement of this 
part or with any QPS associated with this subpart.
    (d) Compliance with the requirements of this section is required no 
later than [date 5 years and 120 days after publication of the final 
rule].
    12. Amend Sec.  121.125 by adding paragraph (e) to read as follows:


Sec.  121.125  Flight following system.

* * * * *
    (e) Compliance with this section is not required on or after [date 
5 years and 120 days after publication of the final rule].
    13. Add Sec.  121.126 to read as follows:


Sec.  121.126  Flight following system.

    Compliance with this section is required no later than [insert date 
5 years and 120 days after publication of the final rule].
    (a) Each certificate holder conducting supplemental operations must 
show that it has--
    (1) An approved flight following system established in accordance 
with subpart U of this part and adequate for the proper monitoring of 
each flight, considering the operations to be conducted; and
    (2) Flight following centers located at those points necessary--
    (i) To ensure the proper monitoring of the progress of each flight 
with respect to its departure at the point of origin and arrival at its 
destination, including intermediate stops and diversions therefrom, and 
maintenance or mechanical delays encountered at those points or stops; 
and
    (ii) To ensure that the pilot in command is provided with all 
information necessary for the safety of the flight.
    (b) A certificate holder conducting supplemental operations must 
use aircraft dispatchers qualified in accordance with the requirements 
in subpart CC of this part. A certificate holder may request a 
deviation from the employment requirement in Sec.  121.1411(a) provided 
the certificate holder meets the requirements of Sec.  121.1411(b).
    (c) The certificate holder's operations specifications specify the 
flight following system it is authorized to use and the location of the 
centers.
    14. Revise Sec.  121.127(a)(1) introductory text to read as 
follows:


Sec.  121.127  Flight following system; requirements.

    (a) * * *
    (1) The system has adequate facilities and the personnel required 
by either Sec.  121.125 or Sec.  121.126 to provide the information 
necessary for the initiation and safe conduct of each flight to--
* * * * *
    15. Amend Sec.  121.133 by adding paragraph (c) to read as follows:


Sec.  121.133  Preparation.

* * * * *
    (c) Compliance with this section is not required on or after [date 
5 years and 120 days after publication of the final rule].
    16. Add Sec.  121.134 to read as follows:


Sec.  121.134  Preparation of manuals.

    (a) Each certificate holder must prepare and keep current a manual 
for the use and guidance of flight and ground operations, and 
management personnel in conducting its operations.
    (b) The certificate holder may prepare the manual, in whole or in 
part, in printed form or other form acceptable to the Administrator. 
The manual must include the instructions and information necessary to 
allow crewmembers and aircraft dispatchers to perform their required 
safety-related duties and responsibilities with the highest possible 
degree of safety. The manual, and any changes, must be approved by the 
Administrator and contain the following:
    (1) A Flight Attendant Operating Manual (FAOM) that addresses the 
safety-related duties and responsibilities for each aircraft type 
operated by the certificate holder in operations under this part.
    (2) A Flightcrew Member Operating Manual (FCOM) that addresses the 
safety-related duties and responsibilities for each aircraft type 
operated by the certificate holder in operations under this part.
    (3) An Aircraft Dispatcher Procedures Manual (ADPM) that addresses 
the safety-related duties and responsibilities for all types of 
operations and, if required, the aircraft types,
    (c) Compliance with the requirements of this section is required no 
later than [date 5 years and 120 days after publication of final rule].
    17. Amend Sec.  121.135 by adding introductory text, to read as 
follows:


Sec.  121.135  Manual contents.

    Compliance with this section is not required on or after [date 5 
years and 120 days after publication of the final rule].
* * * * *
    18. Add Sec.  121.136 to read as follows


Sec.  121.136  Manual contents.

    (a) Each manual required by Sec.  121.134 must--
    (1) Include instructions and information necessary to allow the 
personnel concerned to perform their duties and responsibilities with a 
high degree of safety;
    (2) Be in a form that is easy to revise;
    (3) Have the date of last revision on each page concerned; and
    (4) Not be contrary to any applicable Federal regulation and, in 
the case of a flag or supplemental operation, any applicable foreign 
regulation, or the certificate holder's operations specifications or 
operating certificate.
    (b) The manual may be in two or more separate parts, containing 
together all of the following information, but each part must contain 
that part of the information that is appropriate for each group of 
personnel:
    (1) General policies.
    (2) Duties and responsibilities of each crewmember, appropriate 
members of the ground organization, and management personnel.
    (3) Reference to appropriate Federal Aviation Regulations.
    (4) Flight dispatching and operational control, including 
procedures for coordinated dispatch or flight control or flight 
following procedures, as applicable.
    (5) En route flight, navigation, and communication procedures, 
including procedures for the dispatch or release or continuance of 
flight if any item of equipment required for the particular type of 
operation becomes inoperative or unserviceable en route.
    (6) For domestic or flag operations, appropriate information from 
the en route operations specifications, including for each approved 
route the types of airplanes authorized, the type of operation such as 
VFR, IFR, day, night, etc., and any other pertinent information.
    (7) For supplemental operations, appropriate information from the 
operations specifications, including the area of operations authorized, 
the types of airplanes authorized, the type of operation such as VFR, 
IFR, day, night, etc., and any other pertinent information.
    (8) Appropriate information from the airport operations 
specifications, including for each airport--

[[Page 29399]]

    (i) Its location (domestic and flag operations only);
    (ii) Its designation (regular, alternate, provisional, etc.) 
(domestic and flag operations only);
    (iii) The types of airplanes authorized (domestic and flag 
operations only);
    (iv) Instrument approach procedures;
    (v) Landing and takeoff minimums; and
    (vi) Any other pertinent information.
    (9) Takeoff, en route, and landing weight limitations.
    (10) For ETOPS, airplane performance data to support all phases of 
these operations.
    (11) Procedures for familiarizing passengers with the use of 
emergency equipment, during flight.
    (12) Emergency equipment and procedures.
    (13) The method of designating succession of command of flightcrew 
members.
    (14) Procedures for determining the usability of landing and 
takeoff areas, and for disseminating pertinent information thereon to 
operations personnel.
    (15) Procedures for operating in periods of ice, hail, 
thunderstorms, turbulence, or any potentially hazardous meteorological 
condition.
    (16) Each training program curriculum required by Sec.  121.1333.
    (17) Instructions and procedures for maintenance, preventive 
maintenance, and servicing.
    (18) Time limitations, or standards for determining time 
limitations, for overhauls, inspections, and checks of airframes, 
engines, propellers, appliances and emergency equipment.
    (19) Procedures for refueling aircraft, eliminating fuel 
contamination, protection from fire (including electrostatic 
protection), and supervising and protecting passengers during 
refueling.
    (20) Airworthiness inspections, including instructions covering 
procedures, standards, responsibilities, and authority of inspection 
personnel.
    (21) Methods and procedures for maintaining the aircraft weight and 
center of gravity within approved limits.
    (22) Where applicable, pilot and dispatcher route and airport 
qualification procedures.
    (23) Accident notification procedures.
    (24) For passenger flag operations and for those supplemental 
operations that are not all-cargo operations outside the 48 contiguous 
States and Alaska,
    (i) For ETOPS greater than 180 minutes a specific passenger 
recovery plan for each ETOPS Alternate Airport used in those 
operations, and
    (ii) For operations in the North Polar Area and South Polar Area a 
specific passenger recovery plan for each diversion airport used in 
those operations.
    (25)(i) Procedures and information, as described in paragraph 
(b)(25)(ii) of this section, to assist each crewmember and person 
performing or directly supervising the following job functions 
involving items for transport on an aircraft:
    (A) Acceptance;
    (B) Rejection;
    (C) Handling;
    (D) Storage incidental to transport;
    (E) Packaging of company material; or
    (F) Loading.
    (ii) Ensure that the procedures and information described in this 
paragraph are sufficient to assist the person in identifying packages 
that are marked or labeled as containing hazardous materials or that 
show signs of containing undeclared hazardous materials. The procedures 
and information must include:
    (A) Procedures for rejecting packages that do not conform to the 
Hazardous Materials Regulations in 49 CFR parts 171 through 180 or that 
appear to contain undeclared hazardous materials;
    (B) Procedures for complying with the hazardous materials incident 
reporting requirements of 49 CFR 171.15 and 171.16 and discrepancy 
reporting requirements of 49 CFR 175.31
    (C) The certificate holder's hazmat policies and whether the 
certificate holder is authorized to carry, or is prohibited from 
carrying, hazardous materials; and
    (D) If the certificate holder's operations specifications permit 
the transport of hazardous materials, procedures and information to 
ensure the following:
    (1) That packages containing hazardous materials are properly 
offered and accepted in compliance with 49 CFR parts 171 through 180;
    (2) That packages containing hazardous materials are properly 
handled, stored, packaged, loaded, and carried on board an aircraft in 
compliance with 49 CFR parts 171 through 180;
    (3) That the requirements for Notice to the Pilot in Command (49 
CFR 175.33) are complied with; and
    (4) That aircraft replacement parts, consumable materials or other 
items regulated by 49 CFR parts 171 through 180 are properly handled, 
packaged, and transported.
    (26) Each task specified in each of the crewmember and aircraft 
dispatcher Qualification Performance Standards (QPS) must be tailored 
to the specific aircraft type as provided in the FAOM, FCOM, or ADPM 
and must be trained or evaluated as indicated in the appropriate QPS.
    (27) Each FCOM must also include the contents described in Sec.  
23.1581(a)(1) or Sec.  25.1581(a)(1) of this chapter, as appropriate 
for the specific aircraft type.
    (28) Other information or instructions relating to safety.
    (c) Each certificate holder shall maintain at least one complete 
copy of the manual at its principal base of operations.
    (d) Compliance with the requirements of this section is required no 
later than [date 5 years and 120 days after publication of the final 
rule].
    19. Revise Sec.  121.141 to read as follows:


Sec.  121.141  Airplane flight manual.

    Each certificate holder must keep a current approved Airplane 
Flight Manual for each type of airplane that it operates except for 
nontransport category aircraft certificated before January 1, 1965.
    20. Add Sec.  121.392 to read as follows:


Sec.  121.392  Personnel identified as flight attendants.

    (a) Any person identified by the certificate holder as a flight 
attendant on an aircraft in operations under this part must be trained 
and qualified in accordance with subpart BB of this part. This 
includes:
    (1) Flight attendants provided by the certificate holder in excess 
of the number required by Sec.  121.391(a) and (b);
    (2) Flight attendants provided by the certificate holder on an 
aircraft having a passenger seating capacity of 9 or less; and
    (3) Flight attendants provided by the certificate holder on an 
aircraft with a payload capacity of 7,500 pounds or less and a 
passenger seating capacity of 19 or less.
    (b) A qualifying flight attendant who is gaining aircraft operating 
experience on an aircraft in operations under this part must be 
identified to passengers as a qualifying flight attendant.
    (c) Compliance with the requirements of this section is required no 
later than [date 5 years and 120 days after publication of final rule].


Sec.  121.393  [Amended]

    21. Amend Sec.  121.393(a) introductory text and (b)(2) by removing 
the reference to ``Sec.  121.417'' in both paragraphs and adding in its 
place ``Sec.  121.1373 or 121.417, as applicable.''
    22. Amend Sec.  121.400 by adding paragraph (d) and a note to 
paragraph (d), to read as follows:


Sec.  121.400  Applicability and terms used.

* * * * *

[[Page 29400]]

    (d) Except for Sec.  121.429, the provisions of this subpart, and 
Appendices E, F, and H of this part, expire on [date 5 years and 120 
days after publication of the final rule]. After [date 5 years and 120 
days after publication of the final rule], all training programs must 
be established and maintained in accordance with the provisions in 
subparts BB and CC of this part, or in accordance with the certificate 
holder's approved Advanced Qualification Program under subpart Y of 
this part.
    Note to paragraph (d): See Sec. Sec.  121.1202 and 121.1402 for 
provisions outlining the process for transitioning from training 
programs established in accordance with subparts N, O, and P of this 
part, to the training program requirements provided in subparts BB 
and CC of this part.
    23. Amend Sec.  121.431 by adding paragraph (c), and a note to 
paragraph (c), to read as follows:


Sec.  121.431  Applicability.

* * * * *
    (c) Except for Sec. Sec.  121.455, 121.457, 121.458, and 121.459, 
the provisions of this subpart, and Appendices E, F, and H of this 
part, expire on [date 5 years and 120 days after publication of the 
final rule]. After [date 5 years and 120 days after publication of the 
final rule], all training programs must be established and maintained 
in accordance with the provisions in subparts BB and CC of this part, 
or in accordance with the certificate holder's approved Advanced 
Qualification Program under subpart Y of this part.

    Note to paragraph (c): See Sec. Sec.  121.1202 and 121.1402 for 
provisions outlining the process for transitioning from training 
programs established in accordance with subparts N, O, and P of this 
part, to the training program requirements provided in subparts BB 
and CC of this part.

    24. Amend Sec.  121.465 by revising paragraphs (b) and (c) to read 
as follows:


Sec.  121.465  Aircraft dispatcher duty time limitations: Domestic and 
flag operations.

* * * * *
    (b) Except as provided in paragraph (c) of this section, no 
certificate holder may assign an aircraft dispatcher and no aircraft 
dispatcher may accept an assignment for duty time that exceeds 10 
consecutive hours of duty.
    (1) If an aircraft dispatcher is scheduled for more than 10 hours 
of duty in 24 consecutive hours, the aircraft dispatcher must have a 
rest period of at least 8 hours at or before the end of 10 hours of 
duty.
    (2) Each aircraft dispatcher must be relieved of all duty with the 
certificate holder for at least 24 consecutive hours during any seven 
consecutive days or the equivalent thereof within any calendar month.
    (c) An aircraft dispatcher is not considered to be scheduled for 
duty in excess of the limitations in paragraph (b) of this section if 
the duty time is exceeded due to circumstances or emergency conditions 
beyond the control of the certificate holder.
    26. Add Sec.  121.536 to read as follows:


Sec.  121.536  Responsibility for operational control: Supplemental 
operations.

    Compliance with this section is required no later than [date 5 
years and 120 days after publication of final rule].
    (a) Each certificate holder conducting supplemental operations--
    (1) Is responsible for operational control; and
    (2) Must list each person authorized by it to exercise operational 
control in its operator's manual.
    (b) The pilot in command and the aircraft dispatcher are jointly 
responsible for the preflight planning, delay, and flight release of a 
flight in compliance with this chapter and operations specifications.
    (c) The aircraft dispatcher is responsible for--
    (1) Monitoring the progress of each flight;
    (2) Issuing necessary instructions and information for the safety 
of the flight; and
    (3) Cancelling or redispatching a flight if, in his opinion or the 
opinion of the pilot in command, the flight cannot operate or continue 
to operate safely as planned or released.
    (d) Each pilot in command of an aircraft is, during flight time, in 
command of the aircraft and crew and is responsible for the safety of 
the passengers, crewmembers, cargo, and aircraft. The pilot in command 
has full control and authority in the operation of the aircraft, 
without limitation, over other crewmembers and their duties during 
flight time, whether or not he holds valid certificates authorizing him 
to perform the duties of those crewmembers.
    (e) Each pilot in command of an aircraft is responsible for the 
preflight planning and the operation of the flight in compliance with 
this chapter and the operations specifications.
    (f) No pilot may operate an aircraft, in a careless or reckless 
manner, so as to endanger life or property.
    27. Add introductory text to Sec.  121.537, to read as follows:


Sec.  121.537  Responsibility for operational control: Supplemental 
operations.

    Compliance with this section is not required on or after [date 5 
years and 120 days after publication of the final rule].
* * * * *
    28. Add Sec.  121.540 to read as follows:


Sec.  121.540  Manual procedures requirements.

    Each crewmember must perform the safety-related duties and tasks 
that satisfy regulatory requirements contained in the manual required 
by Sec.  121.134, and each certificate holder must ensure that each 
crewmember is trained and checked in the respective safety-related 
duties and responsibilities contained in the manual required by Sec.  
121.134. The information, instructions, duties, and responsibilities 
must include standard operating procedures, abnormal procedures, non-
normal procedures, emergency procedures, airplane performance, and 
airplane limitations. Compliance with this section is required no later 
than [date 5 years and 120 days after publication of the final rule].
    29. Amend Sec.  121.543 by adding paragraph (c), to read as 
follows:


Sec.  121.543  Flightcrew members at controls.

* * * * *
    (c) The requirements of this section will expire on [5 years and 
120 days after publication of the final rule]. After [date 5 years and 
120 days after publication of the final rule], the requirements of 
Sec.  121.1241 apply.
    30. Revise Sec.  121.553 to read as follows:


Sec.  121.553  Restriction or suspension of operation: Supplemental 
operations.

    When a certificate holder conducting supplemental operations or 
pilot in command knows of conditions, including airport and runway 
conditions, that are a hazard to safe operations, the certificate 
holder, pilot in command, or other individual authorized to exercise 
operational control, must restrict or suspend operations until those 
conditions are corrected.
    31. Amend Sec.  121.597 by revising paragraph (b) to read as 
follows:


Sec.  121.597  Flight release authority: Supplemental operations.

* * * * *
    (b) No person may start a flight unless the pilot in command and 
the person authorized by the operator to exercise operational control 
over the flight have executed a flight release setting forth the 
conditions under which the flights will be conducted. The pilot in 
command may sign the flight release only when he and the person 
authorized by the operator to exercise operational control

[[Page 29401]]

believe that the flight can be made with safety.
* * * * *
    32. Revise Sec.  121.623 to read as follows:


Sec.  121.623  Alternate airport for destination: IFR or over-the-top: 
Supplemental operations.

    (a) Except as provided in paragraphs (b) and (c) of this section, 
each person releasing an aircraft for operation under IFR or over-the-
top shall list at least one alternate airport for each destination 
airport in the flight release.
    (b) Provided a certificate holder meets the requirements of Sec.  
121.126, for domestic operations, no alternate airport is required if 
for at least 1 hour before and 1 hour after the estimated time of 
arrival at the destination airport the appropriate weather reports or 
forecasts, or any combination of them, indicate--
    (1) The ceiling will be at least 2,000 feet above the airport 
elevation; and
    (2) Visibility will be at least 3 miles.
    (c) An alternate airport need not be designated for IFR or over-
the-top operations where the aircraft carries enough fuel to meet the 
requirements of Sec. Sec.  121.643 and 121.645 for flights outside the 
48 contiguous States and the District of Columbia over routes without 
an available alternate airport for a particular airport of destination.
    (d) For the purposes of paragraph (a) of this section, the weather 
requirements at the alternate airport must meet the requirements of the 
certificate holder's operations specifications.
    (e) No person may release a flight unless he lists each required 
alternate airport in the flight release.
    33. Amend Sec.  121.683, by adding introductory text to read as 
follows:


Sec.  121.683  Crewmember and dispatcher record.

    Compliance with this section is not required on and after [date 5 
years and 120 days after publication of the final rule].
* * * * *
    34. Add Sec.  121.684 to read as follows:


Sec.  121.684  Crewmember and dispatcher record.

    Compliance with this section is required no later than [date 5 
years and 120 days after publication of the final rule].
    (a) Each certificate holder must maintain current records for each 
crewmember and dispatcher in accordance with the following 
requirements:
    (1) The records must show whether the crewmember or aircraft 
dispatcher complies with the applicable sections of this chapter, 
including proficiency and route checks, airplane and route 
qualifications, training, and all required physical examinations, 
flight time, and duty and rest periods.
    (2) Training records must include qualifications, instruction, 
certificate and ratings, and satisfactory proficiency evaluations. For 
flightcrew members, the training records must also include both 
satisfactory and unsatisfactory performance evaluations, as well as 
comments and evaluations made by a check person designated under 
Sec. Sec.  121.1251, 121.1271, 125.295, or 135.337 of this chapter.
    (3) For flightcrew members and aircraft dispatchers, records must 
show any disciplinary action that was taken with respect to the 
individual that was not later overturned.
    (4) For flightcrew members and aircraft dispatchers, records must 
show any release from employment or resignation, termination, or 
disqualification with respect to employment.
    (b) Except for records on flight time, and duty and rest periods, 
crewmember and aircraft dispatcher records must be maintained for at 
least 5 years.
    (c) Each certificate holder conducting supplemental operations must 
maintain the records required by this section at its principal base of 
operations, or at another location used by it and approved by the 
Administrator.
    (d) Computer record systems approved by the Administrator may be 
used in complying with the requirements of this section.
    35. Amend Sec.  121.689 by adding paragraph (d) to read as follows:


Sec.  121.689  Flight release form: Supplemental operations.

* * * * *
    (d) Compliance with this section is not required on or after [date 
5 years and 120 days after publication of final rule].
    36. Add Sec.  121.690 to read as follows:


Sec.  121.690  Flight release form: Supplemental operations.

    Compliance with this section is required no later than [date 5 
years and 120 days after publication of the final rule].
    (a) The flight release may be in any form but must contain at least 
the following information concerning each flight:
    (1) Identification number of the aircraft.
    (2) Trip number.
    (3) Departure airport, intermediate stops, destination airports, 
and alternate airports.
    (4) A statement of the type of operation (e.g., IFR, VFR).
    (5) Minimum fuel supply.
    (6) For each flight released as an ETOPS flight, the ETOPS 
diversion time for which the flight is released.
    (7) Signatures of the pilot in command and dispatcher.
    (b) The flight release must contain, or have attached to it, 
weather reports, available weather forecasts, or a combination thereof, 
for the destination airport, intermediate stops, and alternate 
airports, that are the latest available at the time the release is 
signed by the pilot in command and dispatcher. It may include any 
additional available weather reports or forecasts that the pilot in 
command or the aircraft dispatcher considers necessary or desirable.
    37. Revise Sec.  121.711 to read as follows:


Sec.  121.711  Communication records: Domestic, flag, and supplemental 
operations.

    (a) Each certificate holder conducting domestic, flag, or 
supplemental operations must record each en route radio contact between 
the certificate holder and its pilots, and must keep that record for at 
least 30 days. The record must contain at least the following 
information:
    (1) The date and time of the contact;
    (2) The flight number;
    (3) Aircraft registration number;
    (4) Approximate position of the aircraft during the contact;
    (5) Call sign; and
    (6) Narrative of the contact.
    (b) Compliance with Sec.  121.711(a)(1) through (a)(6) is required 
no later than [date 120 days after publication of the final rule].
    38. Amend Sec.  121.805 by revising paragraph (b)(5)(iii) and 
adding paragraph (b)(5)(iv) to read as follows:


Sec.  121.805  Crewmember training for in-flight medical events.

* * * * *
    (b) * * *
    (5) * * *
    (iii) Recurrent training, to include performance drills, in the 
proper use of an automated external defibrillator and in 
cardiopulmonary resuscitation at least once every 24 months. Compliance 
with this paragraph is not required on or after [date 5 years and 120 
days after publication of the final rule].
    (iv) Recurrent training, to include performance drills, in the 
proper use of an automated external defibrillator and in 
cardiopulmonary resuscitation at least once every 12 months. Compliance 
with this requirement is required no

[[Page 29402]]

later than [date 5 years and 120 days after publication of the final 
rule].
* * * * *


Sec.  121.901  [Amended]

    39. Amend Sec.  121.901(b) by removing the reference to ``Sec.  
121.401'' and adding in its place ``Sec.  121.1331, or the provisions 
of subpart N and O of this part, as applicable''.


Sec.  121.909  [Amended]

    40. Amend Sec.  121.909(d) by removing the reference to ``Sec.  
121.405(e)'' and adding in its place ``Sec.  121.1337(e) or Sec.  
121.405, as applicable''.
    41. Add subpart BB to part 121, consisting of Sec. Sec.  121.1201 
through 121.1387, to read as follows:
Subpart BB--Requirements for Qualification, Service, and Use of 
Crewmembers

General

Sec.
121.1201 Applicability.
121.1202 Interim requirements for training programs transitioning 
from the requirements of subparts N and O of this part.
121.1203 Certificate holder responsibility for compliance with this 
subpart.
121.1205 Definitions.
121.1206 Designation of related aircraft.
121.1207 Certification requirements: Crewmembers, flight 
instructors, check pilots, check captain, and check flight 
engineers.
121.1209 English language requirement.
121.1211 Medical certificate requirements.
121.1213 Pilot monitoring (not flying) duties.
121.1215 Modification of training program.

Flightcrew Member

121.1221 Flightcrew member: Training and evaluation.
121.1223 Flightcrew member: Recurrent training and evaluation 
schedule for continuing qualification.
121.1225 Flightcrew member: Operating experience.
121.1227 Pilot: Consolidation.
121.1229 Pilot: Recent experience.
121.1230 Deviation from Sec. Sec.  121.1225, 121.1227, and 121.1229.
121.1231 Flight engineer: Recent experience.
121.1233 Line checks.
121.1235 Pilot: Routes and airports.
121.1237 Pilot: Operating limitations and crew pairing.
121.1239 Flightcrew member: Requalification.
121.1241 Flightcrew members at controls.

Check Pilot and Check Flight Engineer Qualification

121.1251 Eligibility: Check pilot, check flight engineer, Aircrew 
Program Designee (APD), and Flight Instructor.
121.1253 Check pilot and check flight engineer: Training, 
evaluation, approval, and recent experience.
121.1255 IOE Pilot: Additional training requirements.
121.1257 Check airmen: Initial cadre.

Aircrew Program Designee Qualification

121.1271 Aircrew Program Designee (APD): Training, evaluation, and 
recent experience.

Flight Instructor Qualification

121.1281 Instructor (Academic and Job Performance): Training, 
evaluation and recent experience.

Flight Attendant Instructor Qualification

121.1291 Flight attendant instructor: Qualification and training.

Flight Attendant

121.1301 Flight attendant: Training and evaluation.
121.1303 Flight attendant: Continuing qualification.
121.1305 Flight attendant: Aircraft operating experience.
121.1309 Flight attendant: Requalification.

Check Flight Attendant Qualification

121.1321 Check flight attendant: Eligibility, approval, 
qualification, and continuing qualification.
121.1323 Check flight attendant: Initial cadre.

General Training Program Requirements

121.1331 Training program: General.
121.1333 Training program: General curriculum requirements.
121.1335 Training program: Curriculum category programmed hours.
121.1337 Training program: Approval and amendment process.
121.1339 Training program: Contract training requirements.
121.1341 Training program: Individuals administering training or 
evaluation and unauthorized use of equipment and facilities in 
training programs.
121.1343 Training program: Academic evaluation.
121.1345 Training program: Mandatory use of flight simulation 
training devices.
121.1349 Training program: Limitations on the use of flight 
simulation training devices.
121.1351 Training program: Training equipment other than flight 
simulation training devices.
121.1353 Training program: Line Oriented Flight Training (LOFT) and 
Full Flight Simulator (FFS) Course of Instruction.
121.1355 Training program: Continuous analysis process.

Curriculum Category Requirements

121.1363 Curriculum category requirements: Crewmember new hire.
121.1365 Curriculum category requirements: Pilot and flight engineer 
initial, conversion, transition, and upgrade, academic and job 
performance training.
121.1367 Curriculum category requirements: Pilot and flight engineer 
recurrent academic, recurrent job performance, and recurrent 
aircraft emergency equipment training and evaluation.
121.1369 Curriculum category requirements: Flight attendant initial 
and transition training.
121.1371 Curriculum category requirements: Flight attendant 
eligibility for transition training.
121.1373 Curriculum category requirements: Flight attendant 
emergency training.
121.1375 Curriculum category requirements: Flight attendant 
recurrent training.
121.1377 Curriculum category requirements: Flight instructor 
initial, transition, and recurrent academic training.
121.1379 Curriculum category requirements: Flight instructor initial 
and transition job performance training.
121.1381 Curriculum category requirements: Check pilot, check flight 
engineer, or check flight attendant initial, transition, and 
recurrent academic training.
121.1383 Curriculum category requirements: Check pilot and check 
flight engineer initial, transition, and recurrent job performance 
training.
121.1387 Curriculum category requirements: Initial, transition, and 
recurrent academic training for persons authorized to administer 
flight attendant proficiency tests.

Subpart BB--Requirements for Qualification, Service, and Use of 
Crewmembers

General


Sec.  121.1201  Applicability.

    (a) This subpart prescribes the following:
    (1) Requirements for qualification, service, and use for:
    (i) Persons who serve in operations under this part as crewmembers, 
flight instructors, check pilots, check flight engineers, aircrew 
program designees (APDs), designated flight engineer examiners, flight 
attendant instructors, check flight attendants, or persons authorized 
to conduct flight attendant proficiency tests.
    (ii) Persons who serve in operations under part 135 of this chapter 
for a certificate holder that is permitted or required by Sec.  135.3 
of this chapter to conduct training curriculums in compliance with this 
subpart.
    (2) Requirements applicable to each certificate holder for 
establishing, obtaining approval of, and maintaining a training 
program, for crewmembers, flight instructors, check pilots, check 
flight engineers, APDs, designated flight engineer examiners, flight 
attendant instructors, check flight attendants, and persons authorized 
to conduct flight attendant proficiency tests, who serve under this 
part.
    (3) Requirements applicable to persons other than the certificate

[[Page 29403]]

holder's employees who are used by the certificate holder to assist in 
meeting the certificate holder's responsibilities under this subpart.
    (b) Any person qualified in a duty position for the certificate 
holder before [date 120 days after publication of the final rule], or 
qualified under the provisions in subparts N and O of this part, may 
continue to serve in that duty position for that certificate holder 
without complying with new hire training under Sec.  121.1363, initial 
training under Sec.  121.1365 or Sec.  121.1369, operating experience 
under Sec.  121.1305, or emergency training under Sec.  121.1373.
    (c) Any person qualified in a training or evaluation position, for 
the certificate holder before [date 120 days after publication of the 
final rule], or qualified under the provisions in subparts N and O of 
this part, may continue to serve in that training or evaluation 
position for that certificate holder during the transition to the 
requirements of this subpart.


Sec.  121.1202  Interim requirements for training programs 
transitioning from the requirements of subparts N and O of this part.

    (a) Contrary provisions of this subpart notwithstanding, a person 
who has submitted a training program for approval before [date 120 days 
after publication of the final rule] that was constructed in accordance 
with the applicable provisions of subparts N and O of this part in 
effect on or before [date 119 days after publication of the final 
rule], may complete the approval and implementation process and conduct 
operations in compliance with the applicable provisions of subparts N 
and O of this part instead of the provisions of this subpart BB.
    (b) A certificate holder must submit a transition plan to the FAA 
no later than [date 4 years and 120 days after publication of the final 
rule]. The transition plan must include the following:
    (1) Subpart BB training program(s), as applicable.
    (2) Plan for transition for crewmembers and persons involved in 
training or evaluation of crewmembers from the provisions of subparts N 
and O to the provisions of this subpart.
    (3) A transition completion date that is before [date 5 years and 
120 days after the publication of the final rule].
    (c) During the transition, the certificate holder may use people to 
conduct operations under this part provided those people are trained 
under the applicable provisions of subparts N and O of this part, or 
this subpart. While a certificate holder may simultaneously operate 
training programs in compliance with the applicable provisions of 
subparts N and O of this part and this subpart, each individual 
(crewmember or aircraft dispatcher) must be trained and qualified under 
the requirements of either the applicable provisions of subparts N and 
O of this part, or the applicable provisions of this subpart.
    (d) The certificate holder may not use a crewmember, nor may a 
crewmember serve, in a duty position unless that person is current and 
qualified to perform the duties to which he or she is assigned. If, 
during the operation of the aircraft, one required crewmember is 
current and qualified in accordance with the appropriate provisions of 
subparts N and O of this part, and another required crewmember is 
current and qualified in accordance with this subpart, the lesser 
qualification requirements apply for that duty position for that 
operation.
    (e) For certificate holders who have an approved AQP curriculum 
under subpart Y of this part, or have applied for approval of a 
training program under subpart Y of this part on or before [date 119 
days after publication of the final rule], these certificate holders 
must submit a revision to the Qualification Standards Document as 
prescribed under Sec.  121.909(b)(4), indicating specifically the 
provisions of this subpart BB and subpart CC of this part that would be 
replaced by the AQP curriculum. The certificate holder must provide a 
justification and a continuing process approved by the FAA to show how 
the AQP curriculum provides an equivalent level of safety for each 
requirement of this subpart BB and subpart CC of this part that is to 
be replaced by the AQP curriculum. This document must be submitted 
before [date 5 years and 120 days after the publication of the final 
rule], and will be subject to review and FAA approval under Sec.  
121.909.


Sec.  121.1203  Certificate holder responsibility for compliance with 
this subpart.

    Responsibility for compliance with the requirements of this subpart 
applies as follows:
    (a) Each certificate holder is responsible for ensuring that its 
approved training program, including all portions of the training 
program conducted by persons other than the part 119 certificate 
holder's employees, meets the requirements of this subpart.
    (b) Each certificate holder is responsible for ensuring that all 
training program procedures, manuals, and other materials submitted for 
initial or final approval are kept up to date.
    (c) Each certificate holder is responsible for ensuring that all 
training and evaluation is completed in accordance with the 
requirements of this subpart. Training or evaluation that does not meet 
the definition of complete, as used in this subpart, must be repeated 
to ensure that the requirements of this subpart are met.


Sec.  121.1205  Definitions.

    For the purpose of this subpart, the following terms and their 
definitions apply: Academic evaluation. This is a written, oral, or 
electronic test of the knowledge obtained during academic training.
    Academic training. This is instruction and practice that provides 
individuals with the required knowledge and cognitive skills necessary 
to perform the tasks required for the crewmember duty position, 
instructor, or evaluator duty position.
    Actual fire. A fire fueled by ignited combustible material, in 
controlled conditions, of sufficient magnitude and duration to complete 
crewmember training requirements for the firefighting drill as 
contained in the Pilot QPS, Flight Engineer QPS, and Flight Attendant 
QPS.
    Aircrew Program Designee (APD). An employee of the certificate 
holder who is authorized to perform airman certification on behalf of 
the FAA, in one type of aircraft for the certificate holder's 
flightcrew members who have been trained under the certificate holder's 
FAA-approved training program.
    Airplane Flight Manual (AFM). A document that contains aircraft 
operating limitations, operating procedures, and performance 
information. The FAA may review and approve amendments to the operating 
limitations section of the AFM. Amendments to the AFM that are adopted 
via Airworthiness Directives are enforceable by the FAA.
    Approved fire extinguisher device. A training device that has been 
approved by the FAA for use in meeting crewmember training requirements 
for operation of a specific type of aircraft installed hand fire 
extinguisher as contained in the Pilot QPS, Flight Engineer QPS, and 
Flight Attendant QPS.
    Approved protective breathing equipment (PBE) device. A training 
device that has been approved by the FAA for use in meeting crewmember 
training requirements for operation of a specific type of protective 
breathing equipment as contained in the Pilot, Flight Engineer, and 
Flight Attendant QPS.

[[Page 29404]]

    Base month. The month in which a recurrent activity is due.
    Basic Qualification (flight attendant). All requirements that a 
person must complete prior to working his or her first flight for a 
certificate holder as a flight attendant. It includes the following 
curriculum categories: new hire, initial, emergency, and differences, 
as applicable, as well as aircraft operating experience.
    Certificate holder. A person certificated under part 119 of this 
chapter that conducts operations under part 121, or a person 
certificated under part 119 of this chapter that conducts operations 
under part 135 of this chapter and is permitted or required by Sec.  
135.3 of this chapter to conduct training curriculums in compliance 
with this subpart.
    Check airman (flight engineer). A person who is qualified and 
authorized by the FAA to conduct flight engineer training and 
evaluation required by this part and certifies the proficiency and 
knowledge of those flight engineers receiving the training and 
evaluation.
    Check airman (pilot). A person who is qualified and authorized by 
the FAA to conduct flight training and evaluation required by this part 
and certifies the proficiency and knowledge of those pilots receiving 
the training and evaluation.
    Check flight attendant. A person who meets the qualification and 
training requirements for a check flight attendant and is authorized to 
evaluate a person who is completing aircraft operating experience as 
required by the Flight Attendant QPS.
    Check person. A person who meets the training and qualification 
requirements to serve as an aircrew program designee, check pilot, 
check flight engineer, or check flight attendant.
    Combat. To properly fight an actual fire or simulated fire using an 
appropriate type of fire extinguisher until that fire is extinguished.
    Complete. To fully carry out the training or evaluation required by 
this subpart, including being eligible to receive or administer the 
training or evaluation, and demonstrating the required level of 
proficiency. In addition, for flightcrew members, performing the 
training or evaluation in a flight simulation training device (FSTD) 
appropriately qualified in accordance with the requirements of part 60 
of this chapter.
    Consolidation. The process by which a person through practice and 
practical experience increases proficiency in newly acquired knowledge 
and skills.
    Conversion. A curriculum category used to qualify a flightcrew 
member when that person has qualified and served in that crewmember 
position on the same aircraft type for another certificate holder 
conducting operations under this part.
    Crewmember Duty Position. A crewmember duty position is a pilot in 
command, second in command, flight engineer, or flight attendant 
serving in operations under this part.
    Current. Current means satisfying the recency of experience 
requirements prescribed in Sec.  121.1229 or Sec.  121.1231.
    Currently Serving. Currently serving means current and qualified as 
defined in this subpart.
    Curriculum. A curriculum is the category or categories of training 
and evaluation required to qualify a person for a crewmember duty 
position, or an instructor or evaluator duty position for an aircraft 
type. The curriculum includes the categories of training and 
evaluation, the programmed hours for training and evaluation, and the 
appropriate subjects, tasks and maneuvers.
    Curriculum category. Parts of a curriculum that relate to 
qualification experience levels, first time qualification for a 
certificate holder, first time qualification in group (applicable to 
flightcrew members), configuration differences within type or series, 
maintaining and regaining qualification, and changes in operations. 
Curriculum categories include: new hire, initial, transition, 
conversion, upgrade, emergency, differences, recurrent, 
requalification, and special. Each curriculum category contains 
academic training and evaluation, and job performance training and 
evaluation, as required.
    Differences. A curriculum category that establishes training and 
evaluation requirements, as appropriate, for a particular aircraft type 
when the FAA finds additional training, or training and evaluation, is 
necessary before a person serves in the same capacity on a particular 
variation within a series of an aircraft type or a different series 
within an aircraft type.
    Eligibility Period. The eligibility period consists of the month in 
which the recurrent activity is due (the ``base month''), the month 
before and the month after (the ``grace month'').
    Emergency training (flight attendant). A curriculum category that 
qualifies flight attendants to conduct emergency procedures, operate 
emergency equipment, and enhance passenger and crewmember 
survivability.
    Environment. A combination of external, physical, and surrounding 
conditions that affect aircraft performance, aircraft and equipment 
operation, and decisionmaking.
    Evaluation. Any testing or checking, in which a person's knowledge 
and skills are assessed by a person authorized to perform that 
evaluation.
    Exit device. Exit device means emergency exit doors, plugs, and 
hatches, including window exits, floor level exits, tailcone exits, 
ventral stairs, flight deck exits, and any other exit designed for 
passenger or crewmember egress from the aircraft.
    Flight Attendant Jumpseat. A flight attendant jumpseat is a seat 
located in the cabin of an aircraft that meets the requirements of 
Sec.  121.311(g).
    Flight Attendant Operating Manual (FAOM). An FAA-approved document 
that includes the instructions and information necessary to allow the 
flight attendant to perform his or her required safety related duties 
and responsibilities with the highest possible degree of safety. The 
FAOM contains standard operating procedures, abnormal or non-normal 
procedures, and emergency procedures.
    Flight instructor. A person authorized by the FAA to conduct flight 
training required by this part and certifies the proficiency and 
knowledge of those flightcrew members receiving that training. Flight 
instructors include pilot flight instructors and flight engineer flight 
instructors.
    Flight simulation training device (FSTD). A Full Flight Simulator 
(FFS) or a Flight Training Device (FTD).
    Flight tasks. The maneuvers and procedures necessary to operate the 
aircraft in various phases of flight operations and environments.
    Flight Training Device (FTD). A replica of aircraft instruments, 
equipment, panels, and controls in an open flight deck area or an 
enclosed aircraft flight deck replica. It includes the equipment and 
computer programs necessary to represent aircraft (or set of aircraft) 
operations in ground and flight conditions having the full range of 
capabilities of the systems installed in the device as described in 
part 60 of this chapter and the qualification performance standard 
(QPS) for a specific FTD qualification level.
    Flightcrew Member Operating Manual (FCOM). An FAA-approved document 
that includes the instructions and information necessary to allow a 
flightcrew member to perform his or her required safety related duties 
and responsibilities with the highest possible degree of safety. The 
FCOM contains standard operating procedures, abnormal or non-normal 
procedures, and emergency procedures. The FCOM

[[Page 29405]]

also contains information such as ground and flight operations tasks, 
flight deck checklists, systems descriptions, and evacuation 
procedures.
    Full Flight Simulator (FFS). A replica of a specific type, make, 
model, or series aircraft. It includes the equipment and computer 
programs necessary to represent aircraft operations in ground and 
flight conditions, a visual system providing an out-of-the-flight deck 
view, a system that provides cues at least equivalent to those of a 
three-degrees-of-freedom motion system, and has the full range of 
capabilities of the systems installed in the device as described in 
part 60 of this chapter and the QPS for a specific FFS qualification 
level.
    Full Flight Simulator (FFS) course of instruction. A session of 
training conducted in an FFS with a complete flightcrew that provides 
an opportunity to practice the tasks and operate in the environments 
addressed in the Pilot QPS, and other appropriate areas as determined 
by the certificate holder. This session of training requires the person 
conducting the session to ensure that any lack of competency seen in a 
member of the flightcrew is corrected prior to that person serving in 
line operations.
    Group. A broad categorization of aircraft based on propulsion 
methods. Group I is propeller driven, including reciprocating powered 
and turbopropeller powered. Group II is turbojet powered.
    Head-Up Display/Head-Up Guidance System (HUD/HGS). An aircraft 
system which provides head-up guidance to the pilot during flight. It 
includes the display element, sensors, computers, and power supplies, 
indications and controls. It may receive inputs from an airborne 
navigation system or flight guidance system.
    Initial Cadre. The specific persons approved by the FAA for the 
start-up time frame necessary, not to exceed 24 months, for a new part 
119 certificate holder to initiate operations under part 119 of this 
chapter, or for a current part 119 certificate holder to initiate 
operations of a new aircraft type not operated previously or to 
initiate a new type of operation.
    Initial (flight attendant). A curriculum category required to 
qualify a person to serve as a flight attendant on an aircraft type 
when the person has not served as a flight attendant for at least 180 
days in operations under this part for the certificate holder.
    Initial (flight instructors, check persons, flight attendant 
instructors, and persons authorized to conduct flight attendant 
proficiency tests). A curriculum category that is required to qualify a 
person to serve for the first time for the certificate holder as a 
flight instructor, check person, flight attendant instructor, and a 
person authorized to conduct flight attendant proficiency tests.
    Initial (flightcrew member). A curriculum category of training used 
to qualify a flightcrew member when that person has not qualified and 
served in that crewmember position on another airplane type in the same 
group.
    Initial Operating Experience (IOE) Pilot. A person qualified as 
pilot in command who is current and qualified on the navigation system 
necessary for the route to be flown and the aircraft on which he or she 
will be supervising operating experience, and who is specifically 
approved by the FAA for supervising operating experience.
    Job performance evaluation. For flightcrew members, this is a check 
or test of the skills obtained during job performance training 
conducted in an aircraft, in a flight simulation training device 
approved under part 60 of this chapter, or in another training device 
approved under this part. For flight attendants, this is a check or 
test of the skills obtained during job performance training conducted 
in a training device approved under this part or in a classroom.
    Job performance training. For flightcrew members, this is 
instruction, practice, and review conducted in an aircraft, in a flight 
simulation training device approved under part 60 of this chapter, or 
in another training device approved under this part. For flight 
attendants, this is instruction and practice conducted in a training 
device approved under this part or in a classroom. This training 
provides individuals with the practical, hands on experience of 
integrating knowledge and skills, and learning the related motor skills 
necessary to perform the job.
    Line flight time. Flight time performed in operations under this 
part.
    Line Oriented Flight Training (LOFT). Training conducted in a full 
flight simulator (FFS) with a complete flightcrew using representative 
flight segments that contain procedures that may be expected in line 
flight time. The LOFT includes real-time scenarios that address 
routine, abnormal, and emergency situations and provides training in 
crew resource management.
    (1) A qualification LOFT is a LOFT session conducted to facilitate 
the transition from a structured flight training syllabus environment 
to a representation of line flight time.
    (2) A recurrent LOFT is a LOFT session conducted to meet periodic 
recurrent job performance training requirements.
    Line Qualified. Qualified to serve as a flightcrew member in 
operations under this part.
    LOFT Environment Training. Training in a FFS with a complete 
flightcrew using procedures expected in line operations but without the 
use of simulator resets or repositioning. This training is used 
primarily for the maintenance or regaining of landing currency and, 
therefore, is not required to meet the time requirements of other LOFT 
scenarios.
    Month. Calendar month.
    New Hire training. A curriculum category required to qualify a 
person to serve as a crewmember for the first time for the certificate 
holder under this part
    Observation Drill. Observation drill means a drill where a person 
watches without actively participating in the training or evaluation.
    Observer Seat. An observer seat is a seat on the flight deck, or a 
forward passenger seat with headset or speaker that provides adequate 
visibility of the flight controls, instruments, and external views.
    Operating cycle. A complete flight segment consisting of the time 
from push back/power back, taxi out, takeoff, climb, en route portion, 
descent, landing, taxi in, parking, and shutdown.
    Practice. A physical or verbal exercise of skills in an instructor 
led environment that encourages interaction among participants for the 
specific area of knowledge.
    Procedure. A procedure is a step-by-step method used to complete a 
specific task. Types of procedures are:
    (1) Standard operating procedure. A procedure associated with 
systems that are functioning in their usual manner.
    (2) Abnormal or Non-normal operating procedure. A procedure 
associated with systems that are not functioning in their usual manner 
and that require crewmember action for continued safe flight and 
landing.
    (3) Emergency procedure. A procedure requiring immediate crewmember 
action to protect the aircraft and occupants from serious harm.
    Proficiency. Demonstrated awareness of existing circumstances, 
competence in the necessary knowledge and skill, and performance of the 
relevant task (maneuver or procedure) within the operating range of 
environments to the standards identified and required by the 
appropriate QPS.
    Proficiency check (PC). An assessment of crewmember proficiency 
during which limited training or practice is allowed. The assessment is 
of

[[Page 29406]]

knowledge and skill in tasks to the standards identified and required 
by the appropriate QPS. The proficiency check must be conducted by a 
check person.
    Proficiency test (PT). An assessment of crewmember proficiency 
during which additional training or practice is not allowed. The 
assessment is of knowledge and skill in tasks to the standards 
identified and required by the appropriate QPS. For flightcrew members, 
when a proficiency test is not for the purpose of obtaining an airman 
certificate or rating, it may be conducted by a check pilot or an APD. 
When a proficiency test is conducted for the purpose of obtaining an 
airman certificate or rating, it must be conducted by an APD or an FAA 
Aviation safety inspector. For flight attendants, the proficiency test 
may only be conducted by a person authorized to administer flight 
attendant proficiency tests or an FAA Aviation safety inspector.
    Programmed hours. The academic and job performance hours set forth 
in this subpart for curriculum categories.
    Protective Breathing Equipment (PBE) drill. An emergency drill in 
which a crewmember combats an actual fire or simulated fire while using 
PBE.
    Qualification Performance Standards (QPS). FAA standards providing 
all of the tasks and areas of training and evaluation, including 
activities, procedures, and knowledge needed to qualify a person to 
serve under this part. The QPSs are in part 121 appendices as follows: 
Appendix Q: Pilot Qualification Performance Standards; appendix R: 
Flight Engineer Qualification Performance Standards; appendix S: Flight 
Attendant Qualification Performance Standards; and appendix T, Aircraft 
Dispatcher Qualification Performance Standards.
    Qualified. Qualified, when used in reference to an individual, 
means:
    (1) For a flight attendant crewmember duty position or a flight 
attendant training or evaluation duty position, an individual who has 
completed the certificate holder's FAA-approved curriculum for the 
aircraft type to serve in that position under this part.
    (2) For a flightcrew member duty position or a flightcrew member 
training or evaluation duty position, an individual who has completed 
the certificate holder's FAA-approved curriculum for the aircraft type 
to serve in that position under this part and holds the appropriate 
U.S. medical certificate and airman certificates and ratings.
    Recurrent. A curriculum category that must be completed to enable a 
qualified person to continue to serve in a crewmember duty position or 
a training or evaluation duty position for the certificate holder under 
this part.
    Recurrent Flight Attendant Cycle. The 12-month period in which 
required tasks are trained and evaluated in accordance with the Flight 
Attendant QPS.
    Related Aircraft. Any two or more aircraft of the same make with 
either the same or different type certification data sheets that have 
been demonstrated and determined to have commonality to the extent that 
credit between those aircraft may be applied for training, testing, 
checking, recency of experience, or operating experience, as authorized 
by the FAA.
    Requalification. A curriculum category required to allow 
crewmembers to become qualified again to serve in a crewmember duty 
position for the certificate holder in operations under this part.
    Serve. To perform the duties and discharge the responsibilities 
required under this part.
    Simulated fire. An artificial duplication of smoke or flame used to 
create various aircraft firefighting scenarios, such as lavatory, 
galley oven, and aircraft seat fires.
    Special training. A category of training necessary to address 
changes to the certificate holder's operations or to correct 
deficiencies identified by the certificate holder's continuous analysis 
process. Special training is temporary and is integrated into the 
approved training program.
    Training. Instruction, practice or review.
    Training center evaluator. An individual who meets the requirements 
of Sec.  142.55 of this chapter.
    Training or evaluation duty position. Flight instructors, flight 
attendant instructors, check persons, IOE captains, and persons 
authorized to conduct flight attendant proficiency tests.
    Training program. A certificate holder's training curriculums, 
personnel, facilities, equipment, and other resources used to meet the 
training requirements under this subpart.
    Transition (check persons and persons authorized to conduct flight 
attendant proficiency tests). A curriculum category required to qualify 
check persons and persons authorized to conduct flight attendant 
proficiency tests to serve in a training or evaluation duty position on 
an aircraft type for the certificate holder when they have previously 
served in the same training or evaluation duty position on a different 
aircraft type in the same group for that certificate holder.
    Transition (flight attendants). A curriculum category that allows a 
flight attendant to qualify on an aircraft type if the flight attendant 
has been qualified for at least 180 days and served in the previous 180 
days on an aircraft as a flight attendant for that certificate holder.
    Transition (flightcrew members). A curriculum category used to 
qualify a flightcrew member when that person has qualified and served 
in that crewmember position on another aircraft in the same group.
    Upgrade. A curriculum category required to qualify flightcrew 
members as either PIC or SIC in an aircraft in which they have been 
previously qualified and served as SIC or flight engineer, 
respectively, for that certificate holder.


Sec.  121.1206  Designation of related aircraft.

    In order to seek approval of a training program under Sec.  
121.1215(b), or a deviation under Sec.  121.1230, a certificate holder 
must submit an application for related aircraft designation, and obtain 
approval of that application. The application must be submitted through 
the FAA office responsible for approval of the certificate holder's 
operations specifications, to the Division Manager of the Air 
Transportation Division of Flight Standards Service.


Sec.  121.1207  Certification requirements: Crewmembers, flight 
instructors, check pilots, check captain, and check flight engineers.

    No certificate holder may use any person, nor may any person serve, 
as a crewmember, flight instructor, check pilot, check captain, or 
check flight engineer in a training program or in operations under this 
part, unless that person meets the following requirements, as 
applicable:
    (a) Pilots. (1) For pilots serving as pilot in command, or as 
second in command of an aircraft that requires three or more pilots in 
a flag or supplemental operation, a pilot must hold an airline 
transport pilot certificate and an appropriate type, category, and 
class rating for that aircraft.
    (2) For pilots serving as second in command of an aircraft that 
requires only two pilots in flag operations or in international 
supplemental operations, a pilot must hold at least a commercial pilot 
certificate with appropriate type, category, and class ratings for that 
aircraft, and an instrument rating.
    (3) For pilots serving as second in command of an aircraft in 
domestic operations, a pilot must hold at least a commercial pilot 
certificate with appropriate category and class ratings

[[Page 29407]]

for that aircraft, and an instrument rating.
    (b) Flight engineers. To serve as a flight engineer, a person must 
hold a flight engineer certificate with the appropriate aircraft class 
rating.
    (c) Flight instructors, check pilots, check captains, and check 
flight engineers. No person may use, nor may any person serve, as a 
flight instructor, check pilot, check captain, or check flight engineer 
in a training program or in operations under this part, with respect to 
the aircraft type involved, unless the person holds the airman 
certificates and ratings required to serve as a pilot in command or 
flight engineer, as applicable, in operations under this part.
    (d) Flight attendant. A person is considered to hold a Certificate 
of Demonstrated Proficiency and is eligible to serve as a flight 
attendant once the Administrator is notified by a certificate holder 
that the person has the demonstrated proficiency to be a flight 
attendant.
    (e) Certification of persons currently serving. A person who is 
currently serving as a pilot or flight engineer for the certificate 
holder or a person who is engaged in training and evaluation activities 
for the certificate holder (as described in Sec.  121.1331(d)) may be 
issued the appropriate certificate or type rating if that person meets 
the following requirements:
    (1) The applicable eligibility, aeronautical knowledge, and 
experience required by part 61 or part 63 of this chapter.
    (2) The applicable training requirements of this subpart.
    (3) The proficiency test requirements of Sec.  121.1365(b)(1). The 
FAA or an APD must administer the proficiency test.


Sec.  121.1209  English language requirement.

    (a) No certificate holder may use any person, nor may any person 
serve, as a flightcrew member, flight attendant, or person acquiring 
flight attendant operating experience in operations under this part, 
unless that person has demonstrated to an individual qualified to 
conduct evaluations under this part, that he or she can:
    (1) Read, write, speak, and understand the English language.
    (2) Have his or her English language and verbal and written 
communications understood.
    (b) Compliance with this section may be shown by:
    (1) Completion of a certificate holder's approved training program 
conducted solely in English, or
    (2) An airman certificate with an English language endorsement.


Sec.  121.1211  Medical certificate requirements.

    (a) No certificate holder may use any person, nor may any person 
serve, on an aircraft as a required flightcrew member in operations 
under this part unless that person has a valid medical certificate 
required by Sec.  61.23 or Sec.  63.31 of this chapter, as appropriate 
for the duty being performed.
    (b) No medical certificate is required to serve in an FSTD.


Sec.  121.1213  Pilot monitoring (not flying) duties.

    Each pilot who is seated at the pilot controls of the aircraft or 
FSTD, while not flying the aircraft or FSTD, is required to accomplish 
pilot monitoring duties as appropriate in accordance with the FCOM. 
Pilot monitoring duties are subject to the same oversight and 
evaluation as pilot flying duties.


Sec.  121.1215  Modification of training program.

    (a) Differences: Modification of training program. If the 
certificate holder finds that differences exist between the aircraft on 
which a crewmember will serve as a required crewmember and an aircraft 
of the same type or series aircraft on which the crewmember has 
satisfactorily completed qualification training, the certificate holder 
must consider the differences between the aircraft of the same type and 
report such differences to the Administrator. The report must include 
recommendations for the training necessary to ensure that each 
crewmember is adequately trained to perform their assigned duties. 
Differences training and evaluation for crewmembers must consist of at 
least the following as applicable to their assigned duties and 
responsibilities:
    (1) Each appropriate subject or task required for the academic 
training and evaluation for the aircraft unless the Administrator finds 
that particular subjects are not necessary.
    (2) Each appropriate maneuver or procedure required for the job 
performance training and evaluation for the aircraft unless the 
Administrator finds that particular maneuvers or procedures are not 
necessary.
    (3) The number of programmed hours of academic and job performance 
training and evaluation determined by the Administrator to be necessary 
for the aircraft, the operation, and the duty position. The programmed 
hours required for differences training and evaluation are in addition 
to other required programmed hours.
    (b) Modification of flightcrew member training program based on 
related aircraft classification. (1) If the FAA determines under Sec.  
121.1206 that a certificate holder is operating related aircraft, the 
certificate holder may submit a request for approval of a training 
program that includes modifications of the flightcrew member training 
program requirements specified in Sec. Sec.  121.1221, 121.1223, and 
121.1239, and the applicable QPS requirements. The request for approval 
must include the following:
    (i) Each appropriate subject or task required for the academic 
training and evaluation for the related aircraft.
    (ii) Each appropriate maneuver or procedure required for the job 
performance training and evaluation for the related aircraft.
    (iii) The number of programmed hours of academic and job 
performance training and evaluation necessary based on review of the 
related aircraft, the operation, and the duty position.
    (iv) For recurrent curriculum category, provide for the 9-month 
cycle as prescribed under 121.1223, and ensure, during each cycle, that 
the individual is provided all of the following:
    (A) Job performance training on one of the related aircraft;
    (B) Applicable academic or job performance training for the 
differences, as determined by the FAA, on that aircraft and the other 
aircraft determined to be related; and
    (C) Evaluation for the aircraft on which the individual did not 
receive the job performance training during that same 9-month cycle.
    (2) The request for approval must be submitted to the certificate 
holding district office and a copy sent to the Director of Flight 
Standards Service.

Flightcrew Member


Sec.  121.1221  Flightcrew member: Training and evaluation.

    (a) Requirements to serve as a flightcrew member. Except as 
approved by the FAA under Sec.  121.1215(b), no certificate holder may 
use any person, nor may any person serve, as a required flightcrew 
member in operations under this part unless that person has completed 
the required curriculum for the appropriate training categories for the 
aircraft type and crewmember duty position, including the programmed 
hours for training and evaluation, as specified in Sec.  121.1335, the 
appropriate QPS, and the following curriculum categories:
    (1) New hire, as prescribed in Sec.  121.1363.
    (2) Initial, conversion, transition, or upgrade, as prescribed in 
Sec.  121.1365, as applicable.

[[Page 29408]]

    (3) Differences, if necessary, as prescribed in Sec.  121.1215(a).
    (4) Recurrent, as prescribed in Sec.  121.1367, according to the 
schedule prescribed in Sec.  121.1223.
    (5) Requalification if necessary, as prescribed in Sec.  121.1239.
    (6) Special, if necessary, as prescribed in Sec.  121.1337.
    (b) Continuity of training and evaluation. Within 120 days of 
beginning qualification a person must have completed in the following 
order:
    (1) The required new hire academic and job performance training and 
evaluation as described in paragraph (a)(1) of this section, if the 
person is qualifying for the first time for the certificate holder.
    (2) The required initial, conversion, transition, or upgrade 
academic and job performance training and evaluation described in 
paragraph (a)(2) of this section, as applicable; and differences as 
described in paragraph (a)(3) of this section, if applicable.
    (3) A proficiency test as prescribed in Sec.  121.1365(b)(1).
    (4) A qualification LOFT as prescribed in Sec.  121.1365(b)(2).
    (c) Failure to complete the academic and job performance training 
and evaluation prescribed in paragraph (b) of this section within 120 
days. If a person fails to complete the required training and 
evaluation curriculum category within the 120 days, as required by 
paragraph (b) of this section, the person must repeat the entire 
academic and job performance training and evaluation requirements of 
the curriculum category.
    (d) Requirements to complete job performance training: Complete 
flightcrew. Except as provided in paragraph (e) of this section, and as 
provided in paragraph (d)(3) of this section allowing for the absence 
of a flight engineer in an airplane requiring a flight engineer, a 
complete flightcrew is required for flightcrew member job performance 
training and evaluation under this part. Each pilot flightcrew member 
duty position must be filled by a person prescribed in paragraph (d)(1) 
or (d)(2) of this section.
    (1) A student training to serve in that crewmember duty position; 
or
    (2) Another person qualified to serve in that duty position, as 
follows.
    (i) A line qualified crew member;
    (ii) A check pilot;
    (iii) An IOE pilot;
    (iv) A flight instructor;
    (v) An APD;
    (vi) A simulator-only instructor;
    (vii) A designated relief pilot authorized to relieve a pilot 
serving in that crewmember duty position; or
    (viii) Another individual qualified to occupy that seat.
    (ix) To be considered ``qualified'' to serve in the duty position 
under paragraph (d)(2) of this section, a medical certificate is not 
required to serve in the FSTD in accordance with Sec.  121.1211(b)(2).
    (3) For aircraft certificated for two pilots and a flight engineer: 
When using an FSTD, at the discretion of the instructor, after the 
flight engineer completes the minimum hours of job performance 
training, flightcrew member job performance training, on specific 
piloting tasks may be conducted without the flight engineer duty 
position being filled. In these situations, the FSTD flight engineer 
panel must be properly set for the pilot training tasks and must not 
require further monitoring or adjustment. The flight engineer is 
required for job performance evaluation.
    (4) Substitution for complete flight crew: job performance training 
only.
    (i) If a certificate holder is not able to meet the complete 
flightcrew requirements of paragraphs (d)(1) through (2) of this 
section for planned job performance training, the certificate holder 
must submit a request for approval of an amendment to the training 
program. The request for amendment must be submitted to the certificate 
holding district office at least 30 days prior to the planned job 
performance training. That request must include at least the following:
    (A) A justification for granting the amendment, including reasons 
why the requirements of paragraphs (d)(1) through (2) of this section 
cannot be met.
    (B) The proposed composition of the training crews for the planned 
job performance training.
    (C) The duration of the amendment, which must not exceed the time 
necessary to complete the planned job performance training.
    (ii) If, due to circumstances beyond the control of the certificate 
holder (such as unexpected illness of an individual, unsuccessful 
training progression, transportation issues, simulator mechanical 
failure), a complete flight crew as prescribed in paragraphs (d)(1) 
through (2) of this section is not available for job performance 
training, the certificate holder may allow students training for the 
same duty position to function as a complete flight crew. If the 
certificate holder allows for substitution under this paragraph, the 
certificate holder must notify the certificate holding district office 
within 30 days of the substitution.
    (e) Completion of programmed hours. Notwithstanding the 
requirements for programmed hours of academic or job performance 
training set forth in this subpart, the programmed hours for the 
curriculum categories described in paragraphs (a)(2) and (a)(3) of this 
section are not required to be completed by the individual flightcrew 
member provided that flightcrew member has:
    (1) Demonstrated satisfactory knowledge in each academic area 
applicable to the crewmember position involved to a qualified 
instructor at least once during training and the instructor has 
determined that the flightcrew member is knowledgeable and may take the 
knowledge test; or
    (2) Demonstrated satisfactory skill on each of the tasks applicable 
to the crewmember position involved to a qualified instructor or check 
pilot at least once during training and the instructor or check pilot 
has determined that the flightcrew member is proficient on each 
applicable task, and may take the proficiency check or test.


Sec.  121.1223  Flightcrew member: Recurrent training and evaluation 
schedule for continuing qualification.

    (a) Except as provided in Sec.  121.1215(b), to serve as a 
flightcrew member, a person must complete the recurrent training and 
evaluation for each aircraft type, as prescribed in Sec.  121.1367, in 
accordance with the associated programmed hours specified in Sec.  
121.1335 and the requirements in the applicable QPS, by the end of the 
eligibility period.
    (b) The eligibility period includes the month before and the month 
following the base month. The base month is one of the following:
    (1) The ninth month following the month during which the 
proficiency test required in Sec.  121.1365(b)(1) is completed.
    (2) The ninth month following the month in which the proficiency 
test authorized in Sec.  121.1239 is completed.
    (3) The ninth month following the completion of the recurrent 
academic and job performance training and evaluation when adjusting the 
base month in accordance with Sec.  121.1223(f).
    (c) A flightcrew member who has not completed recurrent curriculum 
category by the end of the base month may continue to serve until the 
end of the eligibility period. However, if the recurrent curriculum 
category is not completed during the eligibility period, the person is 
unqualified for that flightcrew member duty position on the first day 
of the month following the eligibility period. The unqualified person 
may not serve in that flightcrew member duty position until the person 
completes the applicable phase of the

[[Page 29409]]

requalification curriculum category in accordance with Sec.  121.1239.
    (d) Whenever a flightcrew member who is required to take recurrent 
training or evaluation, completes the training or evaluation in the 
calendar month before or after the calendar month in which that 
training or evaluation is required, he or she is considered to have 
completed the training or evaluation in the calendar month in which it 
was required.
    (e) Except as provided in paragraph (f) of this section, time 
required to complete recurrent training:
    (1) Academic training. A flightcrew member may initiate recurrent 
academic training at any time during the recurrent cycle.
    (2) Job performance training. A flightcrew member must initiate job 
performance training within the eligibility period.
    (i) Once flight training is initiated, it must end within 96 hours 
from the beginning of the training.
    (ii) A flightcrew member may initiate recurrent aircraft emergency 
equipment training drills at any time during the recurrent cycle.
    (f) A certificate holder may adjust a base month established in 
paragraph (b) of this section by requiring the person to complete the 
required recurrent academic and job performance training prior to the 
beginning of the eligibility period established under one of the 
methods in paragraph (b) of this section.


Sec.  121.1225  Flightcrew member: Operating experience.

    (a) Except as authorized by a deviation granted under Sec.  
121.1230, no certificate holder may use any person, nor may any person 
serve, as a required flightcrew member on an aircraft, unless the 
person has completed the operating experience and operating cycles 
required by this section for that aircraft type and in that duty 
position in operations under this part. The certificate holder must 
ensure that the flightcrew member completing operating experience and 
operating cycles is current and qualified for the duty position in 
accordance with this part.
    (b) Pilots must complete operating experience and operating cycles 
as follows:
    (1) General. Operating experience must include at least four 
operating cycles and 21 hours in operations under this part and meet 
the following requirements:
    (i) At least one cycle must be flown as the pilot monitoring the 
aircraft.
    (ii) At least two cycles must be flown as the pilot flying the 
aircraft.
    (iii) At least one of the cycles flown as the pilot flying the 
aircraft must be flown with the automatic pilot disengaged after 
takeoff until departing the terminal area and prior to approach upon 
entering the terminal area, provided this does not require the flight 
crew to operate contrary to published or otherwise required departure 
or arrival procedures. If at least one cycle is not flown with the 
automatic pilot disengaged after takeoff until departing the terminal 
area and prior to approach upon entering the terminal area during the 
required operating experience, this fact must be recorded in the 
crewmember's record.
    (iv) A pilot will receive one hour of credit towards the 21 hours 
required by this paragraph for each operating cycle completed in excess 
of the four operating cycles required.
    (v) Operating experience must be started no later than 60 days and 
completed within 120 days of completing the proficiency test given at 
the end of initial, transition, upgrade, or conversion training. If 
operating experience is not started within 60 days or completed within 
120 days of completing the proficiency test or check, a proficiency 
check is required to re-initiate operating experience.
    (2) Pilot in command. (i) A qualifying pilot in command completing 
operating experience and operating cycles must complete all of the 
following:
    (A) Serve as the second in command of record.
    (B) Perform the duties of a pilot in command under the supervision 
of a check pilot or IOE pilot, except as provided in paragraph (d) of 
this section.
    (C) Be given a line check conducted by a qualified line check pilot 
when the IOE pilot or check pilot determines that the pilot has reached 
an adequate level of proficiency. The line check must consist of at 
least two operating cycles. During one of the cycles the qualifying 
pilot in command must perform the duties of the pilot flying the 
aircraft. In the other cycle, the qualifying pilot in command must 
perform the pilot monitoring duties.
    (D) For a pilot qualifying as pilot in command for the certificate 
holder for the first time, when the pilot receives operating experience 
after completing initial, conversion, or upgrade training, the pilot 
must perform the duties of a pilot in command during at least one 
operating cycle under the observation of an APD authorized to conduct 
these observations or an FAA aviation safety inspector. For the pilot's 
subsequent qualifications as PIC for the certificate holder, the 
observation must be observed by an FAA aviation safety inspector, APD, 
or qualified line check pilot.
    (ii) Except as provided in paragraph (d) of this section, the check 
pilot or IOE pilot supervising operating experience must serve as the 
pilot in command and occupy a pilot station under the following 
requirements:
    (A) While supervising the transitioning or converting pilot in 
command until the qualifying pilot in command has completed the 
following, at which time the check pilot or IOE pilot may occupy the 
observer's seat for the remaining portion of the operating experience:
    (1) Made at least two takeoffs and landings in the aircraft;
    (2) Satisfactorily demonstrated to the check pilot or IOE pilot the 
ability to perform the duties of a pilot in command of that aircraft 
type.
    (B) While supervising an initial or upgrading pilot in command.
    (3) Second in command. A second in command pilot must perform the 
duties of a second in command under the supervision of a qualified line 
check pilot or IOE pilot.
    (c) A flight engineer must perform the duties of a flight engineer 
for at least 10 hours of operating experience in operations under this 
part under the supervision of a check flight engineer, a check pilot, a 
IOE pilot, or a flight engineer who is authorized by the FAA to 
supervise operating experience.
    (d) During operating experience following transition, conversion, 
or upgrade training, the check pilot or IOE pilot may take a rest 
period during the en route cruise portion of flight, if the following 
conditions are met:
    (1) The pilot obtaining operating experience meets the requirements 
of paragraphs (b)(2)(ii)(A)(1) and (2) of this section.
    (2) The relief pilot meets the requirements in Sec.  
121.1241(b)(3).
    (e) In the case of an aircraft not previously used by the 
certificate holder in operations under this part, operating experience 
for pilots and flight engineers completed in the aircraft during 
proving flights or ferry flights may be used to meet this requirement.
    (f) Credit for operating experience hours may only be taken while 
the pilot or flight engineer is under the direct supervision of the 
check pilot or IOE pilot.


Sec.  121.1227  Pilot: Consolidation.

    (a) Pilots completing the proficiency check or test given at the 
end of initial, transition, or conversion training must complete at 
least 100 hours of line flight time for consolidation in that aircraft

[[Page 29410]]

type for the certificate holder, unless otherwise authorized by 
deviation issued under Sec.  121.1230 for operation of related 
aircraft. The consolidation hours must be completed within 120 days 
after completing the proficiency check or test.
    (1) If the consolidation flight time in an aircraft type is 
interrupted by flight time in another aircraft type, the pilot must 
complete an FFS course of instruction to refresh the pilot's knowledge 
and skills, as provided in the certificate holder's approved training 
program. The FFS course of instruction must be completed in the 
aircraft type in which consolidation was started before continuing the 
consolidation. The FFS course of instruction must be conducted by a 
pilot flight instructor (includes simulator instructor) or check pilot 
(includes simulator check pilot) qualified under this part.
    (2) Consolidation must be started no later than 60 days after 
completion of the proficiency check or test given at the end of 
initial, transition, or conversion training. If consolidation is not 
started within 60 days of completing the proficiency check or test, 
another proficiency check or test is required to re-initiate 
consolidation.
    (b) If consolidation is not completed within 120 days of completing 
the proficiency check or test given at the end of initial, transition, 
or conversion training, the certificate holder may extend the 120-day 
period to no more than 150 days if the pilot continues to meet all 
other requirements of this subpart and one of the following conditions 
is met:
    (1) On or before the 120th day the pilot completes an FFS course of 
instruction conducted by a qualified and authorized pilot flight 
instructor (includes simulator instructor) or check pilot (includes 
simulator check pilot) to refresh the pilot's knowledge and skills, as 
provided in the certificate holder's approved training program.
    (2) A check pilot determines that the pilot has retained an 
adequate level of proficiency after observing that pilot in a 
supervised line operating flight.
    (c) If consolidation is not completed within 150 days of completing 
the proficiency check or test given at the end of initial, transition, 
or conversion training, the certificate holder may extend the 150-day 
period to no more than 210 days if both of the following conditions are 
met:
    (1) The pilot continues to meet all other applicable requirements 
of this subpart.
    (2) On or before the 150th day the pilot completes a proficiency 
check or test in a Level C or D FFS.
    (d) If consolidation is not completed within 210 days of completing 
the proficiency check or test given at the end of initial, transition, 
or conversion training, the remaining line flight time that is 
necessary to complete consolidation must be supervised by a check 
pilot.
    (e) If consolidation is not completed by the time the proficiency 
check or test required by Sec.  121.1223 is completed for the first 
recurrent period, consolidation must start over.


Sec.  121.1229  Pilot: Recent experience.

    (a) Except as authorized by deviation under Sec.  121.1230, no 
certificate holder may use any person, nor may any person serve, as a 
required pilot unless the person has made, within the preceding 90 
days, at least three takeoffs and landings as the pilot flying in the 
aircraft type in which the person is to serve. The three takeoffs and 
landings required by this paragraph must be satisfied by compliance 
with either of the following:
    (1) Use of aircraft. The pilot must complete three takeoffs and 
three landings in the aircraft type in which the pilot serves.
    (2) Use of a full flight simulator (FFS). Provided the FFS is 
qualified in accordance with part 60 of this chapter and approved for 
takeoff and landing maneuvers, the pilot must complete in a single 
simulator session at least three takeoffs and three landings. One 
takeoff and one landing must be completed in a LOFT environment 
training. The three takeoffs and three landings must include the 
following:
    (i) At least one takeoff with a simulated failure of the most 
critical engine.
    (ii) At least one landing from a precision category approach to the 
lowest minimums authorized for the certificate holder.
    (iii) At least one landing to a full stop.
    (iv) At least one visual traffic pattern and landing.
    (b) If it has been 90 days or less since the pilot's recency has 
lapsed (the last takeoff landing occurred 91 to 180 day previously), 
the pilot may regain recency only by completing in a LOFT environment 
as provided in Sec.  121.1353, the three takeoffs and landings as 
required by paragraph (a)(2) of this section.
    (c) If it has been more than 90 days since the pilot's recency has 
lapsed (the last takeoff landing occurred more than 180 day 
previously), the pilot may regain recency only by completing the 
requirements in paragraph (b) of this section and an FFS course of 
instruction. Completing the FFS course of instruction to reestablish 
recency of experience does not change the pilot's recurrent training 
base month.


Sec.  121.1230  Deviation from Sec. Sec.  121.1225, 121.1227, and 
121.1229.

    (a) The Administrator may authorize a deviation from the following 
based on classification of related aircraft:
    (1) Operating experience requirements of Sec.  121.1225.
    (2) Consolidation requirements of Sec.  121.1227.
    (3) Recency requirements of Sec.  121.1229.
    (b) Before issuing a deviation from these requirements, the 
Administrator will determine whether the certificate holder can 
demonstrate an equivalent level of safety. The deviation request must 
include at least the following:
    (1) Identification of aircraft operated by the certificate holder 
that may be classified as related aircraft.
    (2) Hours of operating experience and number of operating cycles 
necessary based on review of the related aircraft, the operation, and 
the duty position.
    (3) Consolidation hours necessary based on review of the related 
aircraft, the operation, and the duty position.
    (4) The number of takeoffs, landings, maneuvers and procedures 
necessary to maintain or reestablish recency based on review of the 
related aircraft, the operation, and the duty position.
    (c) The request for deviation must be submitted to the Director of 
Flight Standards Service. If granted, the Director of Flight Standards 
Service may, at any time, terminate a grant of deviation authority 
issued under this section.


Sec.  121.1231  Flight engineer: Recent experience.

    (a) No certificate holder may use any person, nor may any person 
serve, as a required flight engineer unless, within the preceding 90 
days, the person has performed the duties of a flight engineer during 
at least three takeoffs and landings in the aircraft type in which the 
person is to serve. If it has been more than 90 days since the flight 
engineer has completed the recency requirements in this paragraph the 
flight engineer is considered to have lapsed in recency. The three 
takeoffs and landings required by this paragraph must be satisfied by 
compliance with either of the following:
    (1) Use of aircraft. The flight engineer must perform the duties of 
a flight engineer during at least three takeoffs and landings in the 
aircraft type in which the flight engineer serves.
    (2) Use of a Full Flight Simulator. Provided the FFS is qualified 
in

[[Page 29411]]

accordance with part 60 of this chapter and approved for takeoff and 
landing maneuvers, the flight engineer must in a single simulator 
session perform the duties of a flight engineer during three takeoffs 
and landings. One takeoff and one landing must be included in a LOFT 
environment under Sec.  121.1353. The three takeoffs and three landings 
must include the following:
    (i) At least one takeoff with a simulated failure of the most 
critical engine.
    (ii) At least one landing from a precision category approach to the 
lowest minimums authorized for the certificate holder.
    (iii) At least one landing to a full stop.
    (iv) At least one visual traffic pattern and landing.
    (b) Lapse of recency: 90 days or less. If it has been 90 days or 
less since the flight engineer's recency has lapsed (the last takeoff 
landing occurred 91 to 180 day previously), the flight engineer may 
regain recency only by completing in a LOFT environment as provided in 
Sec.  121.1353, all the three takeoffs and landings as required by 
paragraph (a)(2) of this section.
    (c) Lapse of recency: More than 90 days. If it has been more than 
90 days since the flight engineer last completed the recency 
requirements in accordance with paragraph (a)(1) or (a)(2) of this 
section, the flight engineer is considered to have lapsed in recency. 
To reestablish recency, the flight engineer must, in a LOFT environment 
as provided in Sec.  121.1353, perform the duties of a flight engineer 
during the three takeoffs and landings as required by paragraph (a)(2) 
of this section.
    (d) Lapse of recency: More than 90 days since lapsing. If it has 
been more than 90 days since the flight engineer's recency has lapsed 
(the last takeoff landing occurred more than 180 day previously), the 
flight engineer may regain recency only by completing the requirements 
in paragraph (b) of this section and an FFS course of instruction. 
Completing the FFS course of instruction to reestablish recency of 
experience does not change the flight engineer's recurrent training 
base month.


Sec.  121.1233  Line checks.

    (a) No certificate holder may use any person, nor may any person 
serve, as a pilot in command, unless:
    (1) Within the preceding 24 months, that person has completed a 
line check for that certificate holder in the aircraft type in which he 
or she is to serve. To serve as pilot in command in aircraft that have 
been determined by the FAA to be related aircraft, within the preceding 
24 months, that person must complete a line check for the certificate 
holder in one of the related aircraft. During the line check, the 
person must perform the duties and responsibilities of a pilot in 
command;
    (2) For a pilot who has attained 60 years of age, to continue to 
serve in operations under this part, the certificate holder must 
evaluate the pilot's performance every 6 months, through a line check. 
Notwithstanding the foregoing, a certificate holder is not required to 
conduct for a 6-month period a line check under this paragraph of a 
pilot serving as a second-in-command if the pilot has undergone a 
regularly scheduled simulator evaluation during that period.
    (b) A pilot in command line check for domestic and flag operations 
must be administered by a check pilot or APD who is current and 
qualified on both the route and the aircraft type. A pilot in command 
line check for supplemental operations must be administered by a check 
pilot or APD who is current and qualified in the aircraft type and must 
be conducted on an instrument flight rules flight plan.
    (c) A line check conducted under this part must consist of at least 
two operating cycles during operations under this part. In one of the 
cycles the pilot in command must perform the duties of the pilot flying 
the aircraft. In the other cycle, the pilot in command must perform the 
pilot monitoring duties.
    (d) The check pilot or APD conducting the line check must evaluate 
the entire flight crew in the performance of their duties during the 
line check of the pilot in command required by paragraph (a) of this 
section. The check pilot or APD must record the evaluation of the pilot 
in command and any other required flightcrew member that demonstrates a 
lack of proficiency. If any required flightcrew member performs in a 
way that is inconsistent with policies and procedures, and the check 
pilot or APD determines that the performance inconsistency can be 
corrected during the post-flight debriefing, the required flightcrew 
member may continue operations. If any required flightcrew member 
performs below standard on any tasks, and the check pilot or APD 
determines that the performance deficiency is not correctable through a 
post-flight debriefing, the flightcrew member may not serve as a 
required flightcrew member in operations under this part until he or 
she receives training on such tasks, and completes a proficiency test 
in those tasks. These actions and their completion must be entered into 
the flightcrew member's record.
    (e) Check pilots or APDs conducting line checks must conduct a 
post-flight debriefing of the flight crew that includes technical and 
resource management competencies.
    (f) On flights with a flight engineer as a required crewmember, 
check pilots or APDs who meet the qualification requirements of this 
subpart to conduct pilot in command line checks will evaluate flight 
engineer performance during the line check. The check pilot or APD is 
not required to hold a flight engineer certificate to conduct flight 
engineer evaluations during line checks.
    (g) If a pilot does not receive the line check required by 
paragraph (a) of this section, the pilot may not serve as pilot in 
command in operations under this part until he or she completes a line 
check. The check pilot or APD must serve as the pilot in command during 
the line check and must occupy a pilot duty station.
    (h) If, during a line check required by paragraph (a) of this 
section, a flightcrew member demonstrates a lack of knowledge or a lack 
of skills such that the person conducting the line check determines the 
flightcrew member should be removed from the flight, that flightcrew 
member may not serve in operations under this part until he or she 
successfully completes requalification in accordance with Sec.  
121.1239. These actions and their completion must be entered into the 
crewmember's record.


Sec.  121.1235  Pilot: Routes and airports.

    (a) No certificate holder may use any person, nor may any person 
serve, as a pilot, unless that pilot has current information provided 
by the certificate holder regarding routes, airports and terminal areas 
into which that pilot operates. The certificate holder must ensure that 
each pilot has adequate knowledge and skill to use the information. The 
certificate holder must provide information on at least the following 
subjects:
    (1) Weather.
    (2) Navigation facilities.
    (3) Communication procedures, including airport visual aids.
    (4) Terrain and obstructions.
    (5) Minimum safe flight levels.
    (6) En route and terminal area arrival and departure procedures, 
holding procedures and authorized instrument approach procedures for 
the airports involved.
    (7) Congested areas and physical layout of each airport in the 
terminal area in which the pilot will operate.
    (8) Notices to Airmen.

[[Page 29412]]

    (b) Each certificate holder must provide a system acceptable to the 
Administrator for disseminating the information required by paragraph 
(a) of this section to the pilots and appropriate flight operations 
personnel. The system must also provide an acceptable means for showing 
compliance with pilot qualification for special areas, routes, and 
airports.
    (c) The Administrator may determine that certain airports (due to 
items such as surrounding terrain, obstructions, or complex approach or 
departure procedures) are special airports requiring special airport 
qualifications and that certain areas or routes require a special type 
of navigation qualification. If the Administrator makes such a 
determination,no certificate holder may use any person, nor may any 
person serve, as a pilot in special airport operations unless, within 
the preceding 18 months, the pilot has met one of the following 
requirements:
    (1) Served as a pilot flying or pilot monitoring during a takeoff 
and landing at the special airport.
    (2) Qualified by using photographs and diagrams acceptable to the 
Administrator for the special airport.
    (3) Qualified by using written descriptions and diagrams of the 
special characteristics of the airport only in those cases where the 
country in which the airport is located does not allow photographs to 
be taken of the airport. The written descriptions and diagrams must be 
acceptable to the Administrator.


Sec.  121.1237  Pilot: Operating limitations and crew pairing.

    (a) No certificate holder may use any person, nor may any person 
serve, as a pilot in operations under this part unless either the pilot 
in command or the second in command has at least 75 hours of line 
flight time in the aircraft being operated.
    (b) If the second in command has fewer than 100 hours of flight 
time as second in command in operations under this part in the aircraft 
being operated and the pilot in command is not an appropriately 
qualified check pilot, the pilot in command must make all takeoffs and 
landings in any of the following conditions:
    (1) The prevailing visibility value in the latest weather report 
for the airport is below \3/4\ mile.
    (2) The runway visual range for the runway to be used is below 
4,000 feet.
    (3) The runway to be used has water, snow, slush or similar 
conditions that may adversely affect aircraft performance.
    (4) The braking action on the runway to be used is reported to be 
less than good.
    (5) The crosswind component for the runway to be used is in excess 
of 15 knots.
    (6) Windshear is reported in the vicinity of the airport.
    (7) Any time the pilot in command determines it to be necessary to 
make the takeoffs and landings.
    (c) Except for check pilots, newly qualifying PIC in the aircraft 
type, and as described in paragraph (d) of this section, no certificate 
holder may use any person, nor may any person serve, as a PIC or SIC in 
operations under this part unless the PIC has been trained for, is 
assigned to, and operates the aircraft from the left hand pilot's seat, 
and the SIC has been trained for, is assigned to, and operates the 
aircraft from the right hand seat.
    (d) A certificate holder may authorize an assigned PIC to operate 
the aircraft from the right hand pilot seat and to authorize the 
assigned SIC to operate the aircraft from the left hand pilot seat 
provided the pilots have completed either a training program for that 
pilot seat or the seat dependent task training for that pilot seat in 
accordance with the Pilot QPS. The responsibilities of the PIC and SIC 
who exchange operating seats as described in this paragraph, remain 
unchanged regardless of the pilot seat being occupied. Duties and 
functions of the pilot flying and the pilot monitoring will change only 
due to the limitations and requirements imposed by occupying the 
opposite pilot seat.
    (e) On flights requiring an augmented crew, the pilot in command 
may take a rest break as authorized in Sec.  121.1241(b)(4) provided 
pilot in command meeting the requirements of Sec.  121.1241(b)(3) is 
designated by the pilot in command. The acting pilot in command must 
then remain on the flight deck during the absence of the pilot in 
command and may occupy either the left hand or the right hand pilot 
seat.


Sec.  121.1239  Flightcrew Member: Requalification.

    (a) No certificate holder may use any person, nor may any person 
serve, as a pilot or flight engineer if that person has become 
unqualified by failing to complete the recurrent curriculum category, 
including proficiency tests or proficiency checks, as required by Sec.  
121.1223.
    (b) To be requalified, the person must complete the initial 
curriculum category requirements of Sec.  121.1365 in accordance with 
the applicable QPS including operating experience and proficiency test, 
or the person must meet the requirements of this paragraph in 
accordance with the appropriate requalification phase. The 
requalification phases are based on the number of months after the end 
of the person's base month for recurrent training.
    (1) Phase I requalification.
    (i) Eligibility for phase I requalification. An unqualified 
flightcrew member may requalify by completing the phase I 
requalification program if it has been less than 9 months since the end 
of the person's base month for recurrent training.
    (ii) Phase I requalification program. The flightcrew member must 
complete phase I requalification in accordance with the applicable QPS. 
The academic training requirements must be completed within 30 days of 
beginning requalification training. The job performance training 
requirements must be completed within 96 hours of initiating job 
performance training. The flightcrew member must complete all phase I 
requalification academic training and job performance training 
requirements in less than 9 months from the end of the person's base 
month for recurrent training.
    (2) Phase II requalification.
    (i) Eligibility for phase II requalification. An unqualified 
flightcrew member may requalify by completing the phase II 
requalification program if it has been 9 months or more, but less than 
27 months since the end of the person's base month for recurrent 
training.
    (ii) Phase II requalification program. The flightcrew member must 
complete the following phase II requalification requirements within 60 
days of beginning requalification training and less than 27 months from 
the end of the person's base month for recurrent training:
    (A) The flightcrew member must complete phase II requalification in 
accordance with the applicable QPS. A pilot in command must also 
complete a line check.
    (B) The flightcrew member's recurrent base month must be changed as 
appropriate to correspond to the month in which the proficiency test 
was completed.
    (3) Phase III requalification.
    (i) Eligibility for phase III requalification. An unqualified 
flightcrew member must complete the phase III requalification program 
if it has been 27 months or more since the end of the person's base 
month for recurrent training.

[[Page 29413]]

    (ii) Phase III requalification program. The flightcrew member must 
complete the following phase III requalification requirements within 90 
days of beginning requalification training:
    (A) The flightcrew member must complete phase III requalification 
in accordance with the applicable QPS.
    (B) The flightcrew member must complete a qualification LOFT.
    (C) The pilot in command must complete a line check.
    (D) The flightcrew member's recurrent base month must be changed as 
appropriate to correspond to the month in which the proficiency test 
was completed.


Sec.  121.1241  Flightcrew members at controls.

    (a) Except as provided in paragraph (b) of this section, each 
required flightcrew member on flight deck duty must remain at the 
assigned duty station with seat belt fastened while the aircraft is 
taking off or landing, and while it is en route.
    (b) A required flightcrew member may leave the assigned duty 
station only in the following situations:
    (1) If the crewmember's absence is necessary for the performance of 
duties in connection with the operation of the aircraft.
    (2) If the crewmember's absence is in connection with physiological 
needs.
    (3) If the crewmember (PIC or SIC) is taking a rest period, and 
relief is provided during the en route cruise portion of the flight by 
a pilot who meets all of the following:
    (i) Holds an airline transport pilot certificate and a type rating 
on the aircraft.
    (ii) Is qualified as pilot in command or second in command on the 
aircraft.
    (iii) Has completed operating experience in accordance with Sec.  
121.1225.
    (iv) Has completed line operating flight time for consolidation, if 
applicable, within the time prescribed in Sec.  121.1227.
    (v) Has completed either of the following:
    (A) Training for the duty station to be occupied.
    (B) Seat dependent task training described in the pilot QPS.
    (vi) Is maintaining recency in accordance with Sec.  121.1229.

Check Pilot and Check Flight Engineer Qualification


Sec.  121.1251  Eligibility: Check pilot, check flight engineer, 
Aircrew Program Designee (APD), and Flight Instructor.

    To be eligible to enter training as a check pilot, check flight 
engineer, APD, or Flight Instructor, a person must meet the following 
requirements:
    (a) For pilots:
    (1) Have an ATP certificate and a rating for the aircraft type in 
which they are to serve.
    (2) Have served in one of the following capacities for at least 1 
year in an aircraft of the same group in which that person is 
authorized to instruct or evaluate:
    (i) A flight instructor in a certificate holder's approved training 
program.
    (ii) A pilot in command.
    (iii) A Training Center Evaluator (TCE).
    (iv) A second in command.
    (3) Have completed the certificate holder's academic and job 
performance training and evaluation for pilot in command, in accordance 
with Sec. Sec.  121.1365 and 121.1367, for the aircraft type on which 
they are to serve as an instructor, check pilot, or APD.
    (b) For flight engineers:
    (1) Have a flight engineer certificate and a rating for the 
aircraft type in which they are to serve.
    (2) Have served as a flight engineer for at least 1 year in an 
aircraft of the same group in which that person is authorized to 
instruct or evaluate.
    (3) Have completed the certificate holder's academic and job 
performance training and evaluation for flight engineer in accordance 
with Sec. Sec.  121.1365 and 121.1367, for the aircraft type on which 
they are to serve as a check flight engineer.


Sec.  121.1253  Check pilot and check flight engineer: Training, 
evaluation, approval and recent experience.

    No certificate holder may use any person, nor may any person serve, 
as a check pilot or check flight engineer in a training program 
established under this subpart, with respect to the aircraft type 
involved, unless the person has satisfied the requirements of this 
section.
    (a) Training:
    (1) For check pilots, the following:
    (i) The certificate holder's approved academic and job performance 
training for check pilots, as required by Sec. Sec.  121.1381 and 
121.1383.
    (ii) The seat dependent task training from both seats, in 
accordance with the QPS.
    (2) For check flight engineers, the certificate holder's approved 
academic and job performance training for check flight engineers, as 
required by Sec. Sec.  121.1381 and 121.1383.
    (b) Evaluation:
    (1) For check pilots, the following observation checks:
    (i) To be authorized to conduct proficiency tests or proficiency 
checks, the person must be observed conducting either a proficiency 
test or a proficiency check in an FFS by an FAA aviation safety 
inspector or an APD, and the pilot undergoing that proficiency test or 
proficiency check for this observation must be signed off by the FAA 
aviation safety inspector or the APD as the instructor or evaluator of 
record.
    (ii) To be authorized to conduct line checks, the person must be 
observed conducting a line check by an FAA aviation safety inspector or 
an APD, and the pilot undergoing the line check for this observation 
must be signed off by the FAA aviation safety inspector or the APD as 
the evaluator of record.
    (2) For check pilots to be authorized to conduct line checks, prior 
to conducting line checks from one of the pilot operating seats, the 
person must, initially, and thereafter once each 24 months, complete 
the following qualification requirements:
    (i) At least two operating cycles in the aircraft during line 
operations, one operating cycle in each pilot seat, under the 
supervision of a check pilot authorized to conduct operating experience 
and line checks, who must occupy the opposite pilot seat. Satisfaction 
of this requirement will also satisfy the line check requirements of 
Sec.  121.1233.
    (ii) At least one operating cycle in the aircraft during line 
operations under the supervision of an FAA aviation safety inspector or 
an APD designated to conduct the observation of a check pilot 
conducting PIC line checks.
    (3) For check flight engineers, to be authorized to conduct 
proficiency tests or proficiency checks, the person must be observed 
conducting a proficiency test or proficiency check in an FFS by an FAA 
aviation safety inspector or an APD, and the flight engineer undergoing 
the proficiency test or proficiency check for this observation must be 
signed off by the FAA aviation safety inspector or the APD as the 
instructor or evaluator of record.
    (c) Approval:
    (1) For check pilots, after completing the requirements of 
paragraphs (a) and (b) of this section, the check pilot may be issued 
an FAA letter of authorization to conduct the following:
    (i) Proficiency tests and proficiency checks, in an FFS, unless the 
check pilot is authorized to conduct these activities in an airplane.
    (ii) Line checks.
    (2) For check flight engineers, after completing the requirements 
of paragraphs (a) and (b) of this section, the check flight engineer 
may be issued an FAA letter of authorization to

[[Page 29414]]

conduct proficiency tests and proficiency checks.
    (3) Check pilots and check flight engineers may conduct only those 
activities listed on the FAA letter of authorization.
    (4) For those check pilots and flight engineers who have reached 
their 65th birthday or who do not hold medical certificates, the check 
pilot or check flight engineer may be authorized to conduct only 
proficiency tests, checks, or line checks, but may not serve as 
flightcrew members in operations under this part.
    (5) For a certificate holder to continue to use, and a person to 
continue to serve as a check pilot or check flight engineer under a 
letter of authorization issued under paragraph (c) of this section, the 
person must satisfactorily complete one of the authorized activities 
under the observation of an FAA aviation safety inspector or the APD, 
once every 24 months after the date of issuance of the letter of 
authorization. The observations required under this paragraph are 
considered to have been completed in the month required if completed in 
the calendar month before, or the calendar month after, the month in 
which it is due.
    (d) Recent experience:
    (1) Except as provided in paragraph (d)(2)(iii)(B) of this section, 
check pilots and check flight engineers must maintain recency as a 
pilot or flight engineer as required by Sec.  121.1229 or Sec.  
121.1231, as applicable.
    (2) After a person has been a check pilot or a check flight 
engineer for 12 months:
    (i) The person may not serve as a check pilot or a check flight 
engineer unless in the preceding 12 months the person has completed at 
least 6 evaluation activities for the certificate holder. The minimum 
of 6 activities must include at least one of each activity he or she is 
authorized to conduct in accordance with the applicable QPS.
    (ii) If the check pilot or check flight engineer fails to conduct 
at least 6 activities, that person may not serve as a check pilot or 
check flight engineer until the person is re-observed by an FAA 
aviation safety inspector or an APD while conducting a proficiency test 
or proficiency check.
    (iii) If the person has conducted six activities but one or more of 
the authorized activities have not been conducted:
    (A) The check pilot or check flight engineer may not serve as a 
check pilot or check flight engineer for any activity until re-observed 
by an FAA aviation safety inspector or an APD while conducting a 
proficiency test or proficiency check; or
    (B) The certificate holder must request that the FAA update the 
check pilot's or check flight engineer's letter of authorization by 
removing the activities that were not conducted from the 
authorizations.
    (iv) Within the 12 months preceding performing the duties of a 
check pilot or check flight engineer, the check pilot or check flight 
engineer must have completed the following:
    (A) Attended the standardization meetings required by Sec.  
121.1355(b) for each aircraft type in which the person is authorized to 
conduct check pilot or check flight engineer duties; and
    (B) If the check pilot or check flight engineer meets the 
requirements of paragraph (d)(1) of this section by completing Sec.  
121.1229(a)(1) or Sec.  121.1231(a) through aircraft operations other 
than line operations under this part, or by completing Sec.  
121.1229(a)(2) or Sec.  121.1231(a)(2) in a qualified and approved FFS, 
the check pilot or check flight engineer must have observed the line 
operations of the certificate holder in the airplane for which the 
check pilot or check flight engineer is to perform evaluation duties. 
This observation must be part of an FAA-approved line-observation 
program.


Sec.  121.1255  IOE pilot: Additional training requirements.

    (a) No certificate holder may use any person, nor may any person 
serve, as an IOE pilot in operations under this part with respect to 
the aircraft type involved, unless the person is current and qualified 
as a pilot in command for the part 119 certificate holder with the 
appropriate certificates and ratings and has satisfied the following 
requirements:
    (1) Received training on safety measures to be taken from either 
pilot seat for emergency situations that are likely to develop during 
flight operations.
    (2) Received training on potential consequences of improper, 
untimely or unexecuted safety measures during flight operations.
    (3) Completed the seat dependent task training described in the 
QPS.
    (4) Been observed initially, and at least every 24 months 
thereafter, conducting at least two cycles of IOE by an APD or check 
pilot authorized by the FAA to conduct IOE.
    (b) Recurrent training for IOE pilot must be completed in 
accordance with Sec.  121.1223, and must include the following:
    (1) The safety measures to be taken from either pilot seat for 
emergency situations that are likely to develop during flight 
operations.
    (2) The potential consequences of improper, untimely or unexecuted 
safety measures during flight operations.
    (3) Seat dependent task training from both seats, in accordance 
with the QPS.


Sec.  121.1257  Check airmen: Initial cadre.

    (a) This section establishes the requirements for initial cadre 
check airmen and requirements for the instructors, check airmen, and 
APDs who will train the initial cadre check airmen. A certificate 
holder may use a person as a check airman even though the person does 
not meet the experience, recency, crew pairing, or consolidation 
requirements of this subpart, if the person meets the initial cadre 
check airmen requirements of this section. The FAA will determine the 
period of initial cadre status and may terminate initial cadre status 
entirely or for an individual check airman, if necessary. In no case 
will initial cadre status exceed a period of 24 months.
    (b) Initial cadre check airmen: Qualification. To be an initial 
cadre check airman for a part 119 certificate holder and to continue to 
serve in that capacity for the authorized period, a person must meet 
all of the following requirements:
    (1) Be employed by the part 119 certificate holder.
    (2) Have served at least 3 years in the past 6 years as a pilot in 
command or as a flight engineer, as applicable, on an aircraft of the 
same group in which the person is to perform duties as an initial cadre 
check airman.
    (3) Have the appropriate certificates and ratings for the aircraft 
type and pilot or flight engineer position.
    (4) Have completed the academic and job performance training and 
evaluation of the applicable curriculum categories, as approved by the 
FAA for the part 119 certificate holder that are required to serve as a 
pilot in command or flight engineer, as applicable. For initial cadre 
check pilots, seat dependent task training must be completed.
    (5) Perform each of the duties to be accomplished as a check pilot 
or check flight engineer under the observation of an FAA aviation 
safety inspector. When an observed activity must be made part of a 
training record, the people undergoing the observed activities must be 
signed off by the FAA aviation safety inspector as the evaluator of 
record.
    (6) Be approved by the FAA for the specific check airman duties to 
be performed.
    (c) Initial cadre check airmen: Operating experience. Initial cadre 
check airmen may obtain aircraft

[[Page 29415]]

operating experience while supervising or being supervised by other 
initial cadre check airmen, and while being observed by the FAA.
    (1) Operating experience for initial cadre check airmen may be 
obtained during revenue passenger operations or during aircraft 
delivery flights, ferry flights, repositioning flights, or proving 
flights.
    (2) An initial cadre check airman may not gain operating experience 
in operations under this part unless there is at least one initial 
cadre check pilot on that flight who has the following experience in 
the aircraft type:
    (i) Has at least 5 hours of operating experience at the pilot 
controls; and
    (ii) Has made at least two takeoffs and landings within the 
previous 60 days.
    (d) Training initial cadre check airmen. The part 119 certificate 
holder may use current employees, employees of part 142 certificate 
holders, employees of other part 119 certificate holders, or aircraft 
manufacturers as instructors, check airmen, and aircrew program 
designees (APDs) for training initial cadre check airmen. The part 119 
certificate holder must receive FAA approval for the instructors, check 
airmen, and aircrew program designees (APDs) used to train initial 
cadre check airmen. The FAA must complete all evaluation of the initial 
cadre check airmen.
    (e) Initial cadre check airmen: Consolidation. Notwithstanding 
contrary provisions of Sec.  121.1227 for consolidation of knowledge 
and skills (including operating experience required under Sec.  
121.1225), an initial cadre check pilot may delay initiating line 
flight time for consolidation. The initiation of consolidation may be 
delayed until 180 days after completing the proficiency test at the end 
of the initial or transition curriculum category, or until 10 days 
after the initial cadre status is terminated by the FAA, whichever is 
sooner. Once consolidation is initiated, the pilot must acquire 100 
hours of line operating experience within 120 days. If consolidation is 
not completed as required by this paragraph, the pilot must restart 
consolidation in accordance with Sec.  121.1227.
    (f) Initial cadre check airmen: Recency. Notwithstanding contrary 
provisions of Sec.  121.1229 for recent takeoff and landing experience, 
an initial cadre check pilot may perform the duties of a pilot in 
command or second in command in operations under this part if the 
initial cadre check pilot has satisfied the following two requirements:
    (1) Has accumulated at least 5 hours of operating experience as 
pilot flying in the aircraft type.
    (2) Has made at least two takeoffs and landings as pilot flying 
within the previous 60 days in the aircraft type.
    (g) Initial cadre check airmen: Operating limitations. 
Notwithstanding contrary provisions of Sec.  121.1237 for crew pairing, 
an initial cadre check pilot may perform the duties of a pilot in 
command or second in command in operations under this part without 
respect to the minimum number of hours of line flight time in that 
aircraft type accumulated by the pilot occupying the other pilot 
position if the initial cadre check pilot has satisfied the following 
two requirements:
    (1) Has accumulated at least 5 hours of operating experience as the 
pilot flying in the aircraft type.
    (2) Has made at least two takeoffs and landings as the pilot flying 
within the previous 60 days in the aircraft type.

Aircrew Program Designee Qualification


Sec.  121.1271  Aircrew Program Designee (APD): Training, evaluation, 
and recent experience.

    No certificate holder may use any person, nor may any person serve, 
as a pilot APD or a flight engineer APD in a training program 
established under this subpart, with respect to the aircraft type 
involved, unless the person meets the requirements of Sec.  121.1251 
and has satisfied the requirements of this section.
    (a) Training:
    (1) For pilot APDs, the following:
    (i) The certificate holder's approved academic and job performance 
training for check pilots, as required by Sec. Sec.  121.1381 and 
121.1383.
    (ii) The seat dependent task training from both seats, in 
accordance with the QPS.
    (2) For flight engineer APDs, the certificate holder's approved 
academic and job performance training for check flight engineers, as 
required by Sec. Sec.  121.1381 and 121.1383.
    (b) Evaluation:
    (1) For pilot APDs, the APD must be observed conducting a 
proficiency test by an FAA aviation safety inspector. The pilot 
undergoing the proficiency test for this observation must be signed off 
by the FAA aviation safety inspector as the evaluator of record.
    (2) For flight engineer APDs, to be authorized to conduct 
proficiency tests, the person must be observed conducting a proficiency 
test in an FFS by an FAA aviation safety inspector, and the flight 
engineer undergoing the proficiency test for this observation must be 
signed off by the FAA aviation safety inspector as the evaluator of 
record.
    (c) Approval:
    (1) For pilot APDs, after completing the requirements of paragraphs 
(a) and (b) of this section, the pilot APD may be issued an FAA 
certificate of designation and certificate of authority under Sec.  
183.13(b) of this chapter to conduct proficiency tests, proficiency 
checks or line checks.
    (2) For flight engineer APDs, after completing the requirements of 
paragraphs (a) and (b) of this section, the flight engineer APD may be 
issued an FAA letter of authorization and a certificate of designation 
to conduct proficiency tests.
    (d) Recent experience:
    (1) APDs must maintain recency as a pilot or flight engineer as 
required by Sec.  121.1229 or Sec.  121.1231, as applicable.
    (2) After a person has been an APD for 12 months, within the 12 
months preceding performing the duties of a pilot or flight engineer 
APD, the APD must:
    (i) Have attended the standardization meetings as required by Sec.  
121.1355(a)(2) for each aircraft type in which the person is authorized 
to conduct APD duties; and
    (ii) If the APD has met the requirements of paragraph (d)(1) of 
this section by completing Sec.  121.1229(c) or Sec.  121.1231(c), 
complete an FAA approved line-observation program by observing the 
certificate holder's line operations from the observer seat.

Flight Instructor Qualification


Sec.  121.1281  Instructor (Academic and Job Performance): Training, 
evaluation, and recent experience.

    No certificate holder may use any person, nor may any person serve, 
as an instructor in a training program established under this subpart, 
with respect to the aircraft type involved, unless the person has 
satisfied the requirements of this section. Pilot and flight engineer 
flight instructors who have reached their 65th birthday or who do not 
hold an appropriate medical certificate may function as flight 
instructors, but may not serve as flightcrew members in operations 
under this part.
    (a) Training:
    (1) Ground instructor (pilot or flight engineer). Must complete 
training that includes the following:
    (i) Training policies and procedures.
    (ii) Instructor duties, functions and responsibilities.
    (iii) The applicable regulations of this chapter and the 
certificate holder's policies and procedures.

[[Page 29416]]

    (iv) Appropriate methods, procedures and techniques for conducting 
academic training.
    (v) Evaluation of student performance.
    (vi) Appropriate action in the case of unsatisfactory performance.
    (vii) The approved methods, procedures and limitations for 
instructing and evaluating in the required normal, abnormal and 
emergency procedures applicable to the aircraft.
    (viii) Curriculum review.
    (2) Pilot flight instructor. Must satisfy the requirements of Sec.  
121.1251 and complete the following:
    (i) The FAA-approved training program for the certificate holder in 
the appropriate category of academic and job performance training for 
pilots, as required by Sec.  121.1365; and, when applicable, the 
recurring academic and job performance training for pilots, as required 
by Sec.  121.1367.
    (ii) The part 119 certificate holder's approved academic training 
for pilot flight instructors, as required by Sec.  121.1377, and the 
part 119 certificate holder's job performance training for pilot flight 
instructors, as required by Sec.  121.1379.
    (iii) The seat-dependent task training from both seats, in 
accordance with the QPS.
    (3) Flight engineer flight instructor. Must complete the following:
    (i) The FAA-approved training program for the certificate holder in 
the appropriate category of academic and job performance training for 
flight engineers, as required by Sec.  121.1365; and, when applicable, 
the recurring academic and job performance training for flight 
engineers, as required by Sec.  121.1367.
    (ii) The part 119 certificate holder's approved academic training 
for flight engineer flight instructors, as required by Sec.  121.1377, 
and the part 119 certificate holder's job performance training for 
flight engineer flight instructors, as required by Sec.  121.1379.
    (4) Subject matter expert. A person who is a subject matter expert 
with specific technical knowledge on a subject may be used to conduct 
flightcrew member training in accordance with Sec.  121.1339.
    (b) Evaluation:
    (1) Pilot and flight engineer ground instructors must be observed 
by an accepted pilot or flight engineer ground instructor, as 
appropriate, conducting a representative number of academic subjects.
    (2) For pilot flight instructors, the following observation checks:
    (i) To be authorized to conduct flight training:
    (A) The flight instructor must be observed conducting flight 
training in an FFS by a check pilot.
    (B) The pilot undergoing the flight training for this observation 
must be signed off by the check pilot as the instructor of record.
    (ii) To be authorized to conduct proficiency reviews:
    (A) The flight instructor must be observed conducting a proficiency 
review by a check pilot.
    (B) The pilot undergoing the proficiency review for this 
observation must be signed off by the check pilot as the evaluator of 
record.
    (3) For flight engineer flight instructors, to be authorized to 
conduct flight training:
    (i) The flight instructor must be observed conducting flight 
training in an FFS by a check flight engineer; and
    (ii) The flight engineer undergoing the flight training for this 
observation must be signed off by the check flight engineer as the 
instructor of record.
    (4) Pilot and flight engineer instructors must be re-observed at 
least once every 24 months:
    (i) For ground instructors, by an accepted pilot or flight engineer 
ground instructor, as appropriate, conducting a representative number 
of academic subjects.
    (ii) For flight instructors, by a check pilot or check flight 
engineer, as appropriate, conducting flight training in an FFS.
    (c) Acceptance of ground and flight instructors: The certificate 
holder must submit a list of all ground and flight instructors 
including the activities each would be authorized to perform, to the 
FAA. These instructors must be acceptable to the FAA.
    (d) Recent experience:
    (1) Flight instructors must maintain recency as a pilot or flight 
engineer as required by Sec.  121.1229 or Sec.  121.1231, as 
applicable. If this recency is maintained in accordance with Sec.  
121.1229(a)(1) or Sec.  121.1231(a) through aircraft operations other 
than line operations under this part, or by completing Sec.  
121.1229(a)(2) or Sec.  121.1231(a)(2) in a qualified and approved FFS, 
the flight instructor must have observed the line operations of the 
certificate holder in the airplane for which the flight instructor is 
to perform flight instruction duties. This observation must be part of 
an FAA-approved line-observation program.
    (2) After a person has been an instructor for 12 months:
    (i) The person may not serve as a pilot or flight engineer ground 
instructor, as appropriate, unless in the preceding 12 months the 
person has completed at least 1 initial, transition, upgrade, or 
conversion ground school or at least six recurrent ground school 
sessions. If the person fails to conduct at least 1 initial, 
transition, upgrade, or conversion ground school or at least six 
recurrent ground schools within the previous 12-month period, that 
person may not serve as a pilot or flight engineer ground instructor, 
as appropriate, until the person is observed by an accepted pilot or 
flight engineer ground instructor, as appropriate, conducting a 
representative number of academic subjects.
    (ii) The person may not serve as a flight instructor unless in the 
preceding 12 months the person has completed at least six instructor 
activities for the certificate holder. The minimum of six instructor 
activities must include at least one LOFT and one FFS course of 
instruction. If the person fails to conduct at least six activities 
within the previous 12-month period, that person may not serve as a 
flight instructor until the person is observed conducting a LOFT or an 
FFS course of instruction by a check pilot, or check flight engineer, 
as appropriate. This observation will allow the person to conduct LOFT 
or the FFS course of instruction. During this observation the check 
pilot, or check flight engineer, as appropriate, must be the instructor 
of record.

Flight Attendant Instructor Qualification


Sec.  121.1291  Flight attendant instructor: Qualification and 
training.

    (a) Except as provided in paragraph (b) of this section, no 
certificate holder may use any person, nor may any person serve, as a 
flight attendant instructor in a training program established under 
this subpart unless that person meets the following requirements:
    (1) A person may provide instruction only in those performance 
drills that the person can perform at the time of instruction.
    (2) Within the past 12 months completed initial or recurrent flight 
attendant instructor training for the certificate holder as follows:
    (i) Training policies and procedures.
    (ii) Instructor duties, functions and responsibilities.
    (iii) The applicable regulations of this chapter and the 
certificate holder's policies and procedures.
    (iv) Appropriate methods, procedures and techniques for conducting 
academic training to include performance drills.
    (v) Evaluation of student performance.
    (vi) Appropriate action in the case of unsatisfactory performance.
    (vii) The approved methods, procedures and limitations for

[[Page 29417]]

instructing and evaluating in the required normal, abnormal and 
emergency procedures applicable to the aircraft.
    (viii) Curriculum review, including amendments to the certificate 
holders approved training program.
    (b) A person who is a subject matter expert with specific technical 
knowledge on a subject may be used to conduct flight attendant training 
in accordance with the Flight Attendant QPS.

Flight Attendant


Sec.  121.1301  Flight attendant: Training and evaluation.

    No certificate holder may use any person, nor may any person serve, 
as a required flight attendant in operations under this part unless 
that person has completed the required curriculum for that aircraft 
type and crewmember duty position.
    (a) A curriculum consists of the programmed hours, including 
training and evaluation, as specified in Sec.  121.1335 and in the 
Flight Attendant QPS, and the following curriculum categories.
    (1) New hire as prescribed in Sec.  121.1363.
    (2) Initial as prescribed in Sec.  121.1369.
    (3) Emergency as prescribed in Sec.  121.1373.
    (4) Differences as prescribed in Sec.  121.1391.
    (5) Transition as prescribed in Sec.  121.1369 for flight 
attendants eligible under Sec.  121.1371.
    (6) Recurrent as prescribed in Sec.  121.1375, according to the 
schedule prescribed in Sec.  121.1303.
    (7) Requalification, if necessary, as prescribed in Sec.  121.1309.
    (8) Special, if necessary, as prescribed in Sec.  121.1337.
    (b) Continuity of training. Within 120 days of beginning first time 
qualification for the certificate holder, a person must have completed 
the following curriculum categories:
    (1) New hire as prescribed in Sec.  121.1363.
    (2) Initial as prescribed in Sec.  121.1369.
    (3) Emergency as prescribed in Sec.  121.1373.
    (4) Aircraft Operating Experience on at least one aircraft type as 
prescribed in Sec.  121.1305.
    (c) Failure to complete training within 120 days. If a person fails 
to complete the requirements of paragraph (b) within the 120 days, the 
person must repeat the required training categories. No credit is given 
for any of the training previously completed if the entire curriculum 
is not completed within 120 days.


Sec.  121.1303  Flight attendant: Continuing qualification.

    No certificate holder may use any person, nor may any person serve, 
as a flight attendant unless the person has completed the training 
required by paragraph (a), (b), or (c) of this section within the 
previous 12 months:
    (a) New hire training, initial training, transition training, 
emergency training, and differences training, as applicable, as 
described in Sec.  121.1301(a)(1) through (5).
    (b) Recurrent training as required by Sec.  121.1375.
    (1) A flight attendant must complete recurrent academic and job 
performance training by the end of the eligibility period. The 
eligibility period consists of the base month, the month before the 
base month and the month after the base month.
    (2) A flight attendant who has not completed recurrent training by 
the end of the base month may continue to serve until the end of the 
eligibility period.
    (c) Requalification training as prescribed in Sec.  121.1309.
    (d) The eligibility period includes the month before and the month 
following the base month. The base month is one of the following:
    (1) The 12th month following the month during which the person 
completes new hire training, initial training, transition training, 
emergency training, and differences training, as applicable, as 
described in Sec.  121.1301(a)(1) through (5).
    (2) The 12th month following the month in which the person last 
completed the recurrent training authorized in Sec.  121.1375.
    (3) The month as prescribed in Sec.  121.1309.
    (e) Whenever a flight attendant who is required to take recurrent 
training or evaluation completes the training or evaluation in the 
calendar month before or after the calendar month in which that 
training or evaluation is required, he or she is considered to have 
completed the training or evaluation in the calendar month in which it 
was required.
    (f) A flight attendant who has not completed recurrent training by 
the end of the base month may continue to serve until the end of the 
eligibility period. However, if the recurrent training is not completed 
during the eligibility period, the person is unqualified for that 
flight attendant duty position on the first day of the month following 
the eligibility period. The unqualified person may not serve in that 
flight attendant duty position until the person completes the 
applicable phase of the requalification curriculum category as 
prescribed in Sec.  121.1309.


Sec.  121.1305  Flight attendant: Aircraft operating experience.

    (a) No certificate holder may use any person, nor may any person 
serve, as a flight attendant, unless that person has completed, for the 
certificate holder, the aircraft operating experience required by this 
section and the Flight Attendant QPS.
    (1) A qualifying flight attendant may not begin aircraft operating 
experience for a specific aircraft type until the qualifying flight 
attendant has completed initial training for the aircraft type.
    (2) A qualifying flight attendant receiving aircraft operating 
experience must perform the duties of a flight attendant on at least 
two operating cycles in the aircraft type under the supervision of a 
check flight attendant.
    (3) A qualifying flight attendant receiving aircraft operating 
experience must perform the assigned duties of a flight attendant for a 
combined total of at least 5 hours of aircraft operating experience.
    (4) A qualifying flight attendant must complete aircraft operating 
experience for the aircraft type on which the qualifying flight 
attendant is to serve as a flight attendant.
    (5) A qualifying flight attendant receiving aircraft operating 
experience may not serve as a required crewmember on that aircraft 
type.
    (6) Aircraft operating experience must be completed in passenger 
carrying operations under this part or in proving flights conducted 
under part 91 of this chapter.
    (b) Notwithstanding the requirements of paragraph (a) of this 
section, within 180 days of completing the training required by Sec.  
121.1301(a)(1) through (4), flight attendants may serve as required 
crewmembers on any aircraft type for which they have not completed AOE 
provided the following conditions are met:
    (1) The flight attendant must have met the requirements of 
paragraph (a) of this section for at least one type aircraft for that 
certificate holder;
    (2) When flight attendants serve as required crewmembers on any 
type aircraft for which they have not accomplished AOE, they must be 
supervised by a check flight attendant for the first two operating 
cycles in that aircraft type; and
    (3) The supervised experience must be completed in passenger 
carrying operations under this part or in proving flights conducted 
under part 91 of this chapter.

[[Page 29418]]

    (c) While a check flight attendant is conducting supervision, the 
following requirements apply:
    (1) A check flight attendant may not supervise more than four 
persons on any one operating cycle.
    (2) Not more than two check flight attendants may provide 
supervision on any one operating cycle.
    (3) The number of persons receiving supervision on a particular 
aircraft may not exceed twice the number of flight attendants required 
by Sec.  121.391 for that aircraft.
    (d) Flight attendants completing transition training are not 
subject to the aircraft operating experience requirements of this 
section.


Sec.  121.1309  Flight Attendant: Requalification.

    No certificate holder may use any person, nor may any person serve, 
as a flight attendant if that person has become unqualified by failing 
to meet the recurrent training requirements of Sec.  121.1303(b). The 
requalification requirements for each phase must be completed before 
the end of the applicable phase of requalification. To be requalified 
the person must repeat the training required by Sec.  121.1301(a)(1) 
through (a)(5), or satisfy one of the following requirements:
    (a) Phase I Requalification program. If less than 24 months have 
elapsed since the end of the person's base month for recurrent 
training, the person may be requalified by completing the following:
    (1) Complete the current recurrent flight attendant training cycle. 
The base month for recurrent training may be changed.
    (2) Receive training on tasks that were missed and all policies, 
procedures, and security requirements, applicable to flight attendant 
duties that have been updated, modified, or implemented since the last 
time the flight attendant completed recurrent.
    (3) For flight attendants qualified in extended overwater 
operations, participate in a cabin preparation and evacuation drill 
(ditching), if not part of the current recurrent flight attendant 
training cycle.
    (b) Phase II Requalification program. If 24 months or more have 
elapsed since the end of the person's base month for recurrent 
training, the person may be requalified by completing the requirements 
of this paragraph. The base month for recurrent may be changed.
    (1) New hire, initial, transition, emergency, and differences 
curriculum categories, as applicable, as described in Sec.  121.1301.
    (2) After satisfactorily completing phase II requalification, one 
of the following conditions must be met for the first two operating 
cycles:
    (i) The flight attendant may not serve as a required flight 
attendant; or
    (ii) The flight attendant may serve as a required flight attendant 
under the supervision of a check flight attendant.
    (3) For the purposes of phase II requalification, the Administrator 
determines the number of programmed hours required for each curriculum 
category listed in paragraph (b)(1) of this section.

Check Flight Attendant Qualification


Sec.  121.1321  Check flight attendant: Eligibility, approval, 
qualification, and continuing qualification.

    (a) Eligibility for training. To be eligible for training as a 
check flight attendant for an aircraft type, a person must meet the 
following requirements:
    (1) Have been qualified for at least 180 days and served in the 
previous 180 days on an aircraft as a flight attendant for the part 119 
certificate holder.
    (2) Be current and qualified to serve as a flight attendant on that 
aircraft type for the part 119 certificate holder.
    (b) Initial qualification. No certificate holder may use any 
person, nor may any person serve, as a check flight attendant for the 
first time on the aircraft type, unless the person meets the following 
requirements for the part 119 certificate holder:
    (1) Continue to meet the requirements of paragraph (a) of this 
section.
    (2) Complete the check flight attendant training requirements in 
accordance with Sec.  121.1381.
    (3) Supervise operating experience for at least one operating cycle 
on the aircraft type under the observation of a check flight attendant 
or an FAA aviation safety inspector. The person undergoing operating 
experience must be signed off by the check flight attendant or the FAA 
aviation safety inspector conducting the observation.
    (c) Continuing qualification. No certificate holder may use a check 
flight attendant, nor may any check flight attendant serve as a check 
flight attendant, unless the check flight attendant meets the following 
requirements for the part 119 certificate holder:
    (1) Within the preceding 12 months, has completed recurrent check 
flight attendant training in accordance with Sec.  121.1381(c)(1) and 
(c)(3).
    (2) Within the preceding 12 months, has completed at least one 
operating cycle as a flight attendant or check flight attendant.
    (d) Reestablishing recent experience. If the requirements of 
paragraph (c)(2) of this section are not met, the person may not serve 
as a check flight attendant until the person is observed supervising 
aircraft operating experience in the aircraft type for at least one 
cycle by another check flight attendant or an FAA aviation safety 
inspector.
    (e) Acceptance of check flight attendants. The certificate holder 
must maintain a current list of all check flight attendants and submit 
that list to the FAA. The check flight attendants must be acceptable to 
the FAA.


Sec.  121.1323  Check flight attendant: Initial cadre.

    (a) A certificate holder may use a person as a check flight 
attendant even though the person does not meet the experience 
requirements of Sec.  121.1321 if the person meets the initial cadre 
requirements of this section. The FAA will determine the period of 
initial cadre status and may terminate initial cadre status entirely or 
for an individual check flight attendant, if necessary. In no case will 
initial cadre status exceed a period of 24 months.
    (b) To be an initial cadre check flight attendant for a part 119 
certificate holder, and to continue to serve in that capacity for the 
authorized period, a person must meet all of the following 
requirements:
    (1) Be employed by the part 119 certificate holder.
    (2) Have served at least 3 years in the past 6 years as a flight 
attendant in part 121 operations.
    (3) Have completed the training as specified in Sec.  
121.1301(a)(1) through (6), as appropriate.
    (4) Complete the check flight attendant training requirements in 
accordance with Sec.  121.1381.
    (5) Perform the duties of a check flight attendant for the new part 
119 certificate holder or a certificate holder transitioning to a new 
aircraft type under the observation of an FAA aviation safety 
inspector. This observation check can be conducted during operations 
under this part or during proving flights conducted under part 91 of 
this chapter. When an observed activity must be made part of a training 
record, the people undergoing the observed activities must be signed 
off by the FAA aviation safety inspector as the evaluator of record.
    (c) If the certificate holder wants FAA approval for a person to be 
an initial cadre check flight attendant but that person has not met the 
requirements of Sec.  121.1305, he or she can satisfy those 
requirements by meeting the following:
    (1) Being observed by the FAA while supervising other flight 
attendants, while supervising other check flight

[[Page 29419]]

attendants, or while performing the duties of a flight attendant; and
    (2) During operations conducted under this part or during proving 
flights conducted under part 91 of this chapter.
    (d) Only employees of a part 142 certificate holder, part 119 
certificate holder, or the aircraft manufacturer may administer the 
training and evaluation activities for initial cadre check flight 
attendants, in accordance with the Flight Attendant QPS and as approved 
by the FAA. In addition, current and qualified check flight attendants 
for the part 119 certificate holder that is adding a new aircraft type 
do not need to meet the observation requirements of paragraph (c)(2) of 
this section for the new aircraft type.
    (e) Acceptance of initial cadre check flight attendants: The 
certificate holder must maintain a current list of all initial cadre 
check flight attendants and submit that list to the FAA. The initial 
cadre check flight attendants must be acceptable to the FAA.

General Training Program Requirements


Sec.  121.1331  Training program: General.

    (a) Each certificate holder must establish and maintain a current 
training program for each aircraft type used. Each curriculum in a 
training program must be kept current with respect to any changes in 
the requirements of this chapter or the certificate holder's policies 
and operation pertinent to crewmember duties. Each certificate holder 
must obtain initial and final approval of its training program, as 
specified in Sec.  121.1337.
    (b) The training program must contain all of the following:
    (1) The requirements of this subpart.
    (2) The requirements of the crewmember QPS, as applicable.
    (3) The operating procedures for each required task in the 
crewmember's QPS. These operating procedures are contained in the 
information, duties, and responsibilities of crewmembers that are 
contained in the manual required by Sec.  121.134.
    (4) For flightcrew members, the procedures, limitations, and 
performance information from the Flightcrew Member Operating Manual 
required by Sec. Sec.  121.134 and 121.136.
    (c) Each certificate holder is responsible for ensuring that its 
crewmembers are adequately trained and crewmember training and 
evaluation is conducted in accordance with the certificate holder's 
approved training program.
    (d) Persons other than employees of the certificate holder may be 
trained by the certificate holder for the purpose of instructing in the 
certificate holder's training program, conducting evaluations in the 
certificate holder's training program, or conducting evaluations of the 
certificate holder's training program.
    (e) A certificate holder's training program must provide the 
following, as applicable:
    (1) Curriculums and curriculum category requirements applicable for 
use for the specific certificate holder as required by this subpart and 
approved by the Administrator.
    (2) A sufficient number of academic and job performance 
instructors, trained and qualified in accordance with this subpart, to 
provide the approved training and evaluation.
    (3) A sufficient number of check pilots, check flight engineers and 
check flight attendants, trained and qualified in accordance with this 
subpart, to complete the training and evaluations required by this 
subpart.
    (4) FSTD required by this subpart and approved for use by the 
Principal Operations Inspector responsible for approving the 
certificate holder's training program. FSTD must be available in 
sufficient quantity to conduct the training program as approved.
    (5) Training equipment other than flight simulation training 
devices in accordance with Sec.  121.1351. This training equipment must 
be available in sufficient quantity to conduct the training program as 
approved.
    (6) Adequate academic and job performance training facilities.
    (7) Current training materials, examinations, forms, instructions, 
and procedures for use in conducting the training and evaluation 
required by this part with respect to each aircraft type, and if 
applicable, the particular variations within that aircraft type.
    (f) No certificate holder may use a person as a crewmember, unless 
the person responsible for instructing or evaluating an academic 
training subject or job performance training task or environment, has 
certified in a manner approved by the Administrator that the crewmember 
is knowledgeable and proficient in the specific subject, task, or 
environment.
    (1) The documentation required by this paragraph (f) must be made a 
part of the crewmember's record required by subpart V of this part.
    (i) For flight attendants, the record must show that the individual 
has satisfactorily completed each of the training categories in Sec.  
121.1301, as appropriate.
    (ii) For flightcrew members, the record must show if the individual 
satisfactorily or unsatisfactorily completed each of the training 
categories in Sec.  121.1221, as appropriate. In addition, the record 
must show if the individual satisfactorily or unsatisfactorily 
completed each of the proficiency tests, proficiency checks, or 
proficiency reviews required by this part. Records of unsatisfactory 
results must include the specific items for which performance was 
unsatisfactory.
    (2) When the record of certification required by this paragraph (f) 
is made by an entry in a computerized recordkeeping system, the 
identity of the certifying instructor, check pilot, check flight 
engineer, or check flight attendant must be recorded, and the record of 
the certification must be completed by a means approved by the 
Administrator.


Sec.  121.1333  Training program: General curriculum requirements.

    (a) Each certificate holder must establish and maintain a current 
written training program curriculum for each aircraft type operated by 
that certificate holder under this part. Curriculums must be available 
for each crewmember position required for that aircraft type. Each 
curriculum must include curriculum categories containing the 
appropriate subjects, tasks, and environments required by this subpart 
and the appropriate QPS.
    (b) Each training program curriculum must provide training and 
evaluation as necessary to ensure that each crewmember:
    (1) Has demonstrated proficiency with respect to each aircraft 
type, crewmember position, and type of operation in which the 
crewmember serves.
    (2) Has demonstrated proficiency in the duties and responsibilities 
for the aircraft type that are contained in the manual required by 
Sec.  121.134 as outlined in Sec.  121.136.
    (3) Has demonstrated that they are knowledgeable in the current 
operating limitations, procedures, loading, and performance sections of 
the current Flight Crew Operating Manual.
    (4) Qualifies in new equipment, facilities, procedures, and 
techniques, including modifications to aircraft. Pilots must also 
qualify in designated special airports and navigation routes and areas 
as required by Sec.  121.1235.
    (5) Has demonstrated understanding of the nature and effects of 
safety hazards, and for flightcrew members, periodic weather extremes 
and their effect on operations.

[[Page 29420]]

    (6) Has demonstrated, through knowledge and application, through 
all phases of flight, crew resource management skills identified in the 
QPS.
    (c) Each curriculum category must include all of the following:
    (1) A list of academic training and evaluation including the 
subjects that are provided.
    (2) A list of all job performance training and evaluation including 
the tasks and environments. The list must include the level(s) of FSTD 
in which each job performance task must be performed and in which each 
environment may be encountered, unless the certificate holder has been 
granted a deviation from the FSTD requirements of this subpart in 
accordance with Sec.  121.1345.
    (3) Detailed descriptions or pictorial displays of the approved 
standard operating procedures, abnormal procedures, non-normal 
procedures, and emergency procedures that will be performed during job 
performance training and evaluation. For a certificate holder that has 
been granted a deviation under Sec.  121.1345, detailed descriptions or 
pictorial displays of the approved normal, abnormal, and emergency 
maneuvers, procedures, and functions that will be performed during each 
job performance training or during each proficiency test, check, or 
review, indicating those maneuvers, procedures and functions that are 
to be performed during job performance training and during each 
proficiency test, check, or review.
    (4) An outline of each curriculum category that includes academic 
and job performance training and evaluation by subject, task, and 
environment, as applicable.
    (5) Differences that relate to the variations of a particular 
aircraft type to be included in all academic and relevant job 
performance training for purposes of training and evaluation.
    (6) A list of all the FSTD, and other training and evaluation 
equipment that the certificate holder will use, including approval for 
particular tasks or functions.
    (7) The approved programmed hours for each curriculum category.
    (8) A copy of each statement issued by the Administrator under 
Sec.  121.1335(c) for reduction of baseline programmed hours.


Sec.  121.1335  Training program: Curriculum category programmed hours.

    (a) Each certificate holder's training program submitted for 
initial approval under this subpart must have at least the programmed 
baseline hours of training as specified in the applicable crewmember 
QPS. Training programmed hours include training and evaluation.
    (1) Academic training hours must be in a classroom provided by the 
certificate holder unless otherwise approved by the Administrator. 
Proposals for a training environment other than a classroom provided by 
the certificate holder must be accompanied by a plan for assessing the 
knowledge and cognitive skill requirements to be supported by the 
proposed alternative environment, and for providing the testing of each 
student to ensure the knowledge and skill requirements are met.
    (2) Programmed hours for flightcrew member job performance training 
are for FSTD lessons for a specific duty position in a curriculum 
category.
    (3) Programmed hours for flight attendant job performance training 
must be completed in an environment that complies with the requirements 
of the Flight Attendant QPS.
    (b) The certificate holder must have programmed hours approved by 
the Principal Operations Inspector. A certificate holder may apply for 
a reduction of training programmed hours based on the factors outlined 
in Sec.  121.1337(g). The Administrator will not approve a reduction of 
programmed hours below the minimum hours set forth in the applicable 
crewmember QPS.
    (c) If approval of a reduction in training programmed hours is 
granted, the Administrator provides the certificate holder with a 
statement of the basis for the approval.
    (d) The Administrator may grant a deviation to certificate holders 
described in Sec.  135.3(b) and (c) of this chapter to allow reduced 
programmed hours of academic training if the Administrator determines 
that a reduction is warranted based on the certificate holder's 
operations and the complexity of the make, model, and series of the 
aircraft used.
    (e) The certificate holder must have the required programmed hours 
approved by the Principal Operations Inspector for initial, transition, 
and recurrent academic training and evaluation for flight instructors, 
check pilots, check flight engineers, check flight attendants, flight 
attendant instructors, and persons authorized to conduct flight 
attendant proficiency checks.


Sec.  121.1337  Training program: Approval and amendment process.

    (a) Each training program described in this subpart must be 
approved by the Administrator. To obtain initial or final approval of a 
training program, each certificate holder must provide the 
Administrator the following information in a form acceptable to the 
Administrator:
    (1) An outline of the proposed program, including an outline of the 
proposed curriculum required in Sec.  121.1333 for a preliminary 
evaluation of the proposed training program.
    (2) Curriculums and curriculum categories applicable for use by the 
certificate holder as required by this subpart.
    (3) A list of the FSTD that are to be used in the training program.
    (4) A list of training equipment, other than FSTD, that is to be 
used in the training program.
    (5) A description of the academic and job performance training 
facilities.
    (6) A synopsis of the materials, examinations, forms, instructions, 
and procedures to be used for the training and evaluation required by 
this subpart with respect to each aircraft type, and if applicable, the 
particular variations within that aircraft type. Upon request, the 
certificate holder must make the items required in this paragraph 
available to the FAA for review.
    (7) If training is to be conducted by persons other than the part 
119 certificate holder's employees, a statement that training will be 
provided by persons other than the part 119 certificate holder's 
employees in accordance with Sec.  121.1339.
    (8) The continuous analysis process established in accordance with 
Sec.  121.1355.
    (9) Additional relevant information requested by the Administrator.
    (b) To request a revision to an approved training program, each 
certificate holder must provide the Administrator the relevant 
information in paragraph (a) of this section that has not already been 
provided to the Administrator. The information must be in a form 
acceptable to the Administrator.
    (c) If the proposed training program or proposed revision complies 
with this subpart, the Administrator grants initial approval in 
writing, after which the certificate holder may conduct the training 
and evaluation in accordance with that program. The Administrator then 
evaluates the effectiveness of the initially approved training program 
and advises the certificate holder of any deficiencies that must be 
corrected.
    (d) A revision to an approved training program may be proposed as a 
special curriculum category that reflects changes to the certificate 
holder's operation, or as a differences curriculum

[[Page 29421]]

category that reflects differences in configuration within an aircraft 
type.
    (1) The proposed special curriculum category will include training 
and evaluation. This training and evaluation will be initially approved 
and evaluated. Upon satisfactory evaluation, the special curriculum 
category will receive final approval and be integrated into the 
existing curriculum categories, if appropriate. If integrated, it will 
no longer be called a special curriculum category, but will be part of 
the approved training program. The Principal Operations Inspector will 
determine if the number of submitted programmed hours is sufficient.
    (2) The proposed differences curriculum category will include 
training and evaluation. This training and evaluation will be initially 
approved, evaluated and, upon satisfactory evaluation, added to the 
previously approved differences curriculum category. The Principal 
Operations Inspector will determine if the number of submitted 
programmed hours is sufficient.
    (e) The Administrator grants final approval of a training program 
if the certificate holder shows that the training and evaluation 
conducted under the initial approval obtained under paragraph (c) of 
this section ensures that each person who completes the training and 
evaluation is adequately trained to perform his or her assigned duties.
    (f) The Administrator may require revisions to an approved training 
program anytime the FAA finds that revisions are necessary in the 
interest of safety or security. If the FAA finds that revisions are 
necessary for the continued adequacy of a training program that has 
been granted initial or final approval, the certificate holder must, 
after notification by the FAA, make all changes in the program that the 
FAA finds necessary.
    (1) Within 30 days after the certificate holder receives a notice 
to revise the program, it may file a petition with the Director of 
Flight Standards to reconsider the notice. The filing of a petition to 
reconsider stays the notice pending a decision by the Director of 
Flight Standards.
    (2) If the FAA finds that there is an emergency that requires 
immediate action in the interest of safety or security, the FAA may, 
upon a statement of the reasons, require a change effective without 
stay.
    (g) The Administrator considers the following factors in approving 
revisions or requiring revisions to a training program:
    (1) The pass and fail rate in the curriculum under consideration.
    (2) The quality and effectiveness of the teaching-learning process 
(e.g., quality of instructors, training equipment, methods, and 
procedures listed in the certificate holder's curriculum required by 
Sec.  121.1333).
    (3) The experience levels of the student population.
    (4) The experience levels of the instructors and check persons.
    (5) The type and scope of operations conducted by the certificate 
holder.
    (6) The complexity of make, model, and series of aircraft used.


Sec.  121.1339  Training program: Contract training requirements.

    Only another part 119 certificate holder or a training center 
certificated under part 142 of this chapter may provide training or 
evaluation as allowed by this subpart under contract or other 
arrangement when the following requirements are met:
    (a) The curriculum, curriculum categories, programmed hours, 
manuals, and checklists are approved by the FAA for the part 119 
certificate holder.
    (b) The facilities, personnel, FSTD, other training equipment, and 
courseware meet the applicable requirements of this subpart.
    (c) Flightcrew members. The instructors and check persons selected 
by the part 119 certificate holder must, in addition to meeting the 
requirements of Sec.  121.1253 or Sec.  121.1281, as appropriate, must 
be eligible and qualified under this subpart for the specific 
instruction or evaluation requested by the certificate holder, and must 
meet one of the following criteria:
    (1) For another part 119 certificate holder, be an authorized 
instructor, check airman, or APD for that part 119 certificate holder; 
or
    (2) For a part 142 training center, be a flight instructor 
authorized to conduct training for that training center, or be a check 
airman authorized to conduct evaluations for that training center, in 
accordance with the part 119 Certificate Holder's FAA-approved training 
program. In addition, when the evaluation requires or provides for the 
issuance of airline transport pilot certificate or an appropriate type 
rating, the person conducting the evaluation must be authorized to 
conduct the ATPC practical test or the type rating practical test for 
that training center in accordance with Sec.  61.157 of this chapter, 
where both authorizations may be exercised simultaneously.
    (d) The use of subject matter experts.
    (1) Flightcrew members: Under Sec.  121.1281, a subject matter 
expert, with specific technical knowledge on a subject, may be used to 
conduct training on specific tasks, however, a qualified instructor 
must be present during the training.
    (2) Flight attendants: Under Sec.  121.1291, a subject matter 
expert, with specific technical knowledge on a subject, may be used to 
conduct training on specific tasks, in accordance with the following:
    (i) Except as provided in paragraph (d)(2)(ii) of this section, 
when flight attendant training is provided by a subject matter expert, 
a qualified flight attendant instructor must be present.
    (ii) Subject matter experts may provide flight attendant training 
on the following specific tasks without a qualified flight attendant 
instructor present:
    (A) Firefighting and firefighting equipment.
    (B) Emergency medical events and emergency medical equipment.
    (C) Hazardous materials recognition.


Sec.  121.1341  Training program: Individuals administering training or 
evaluation and unauthorized use of equipment and facilities in training 
programs.

    (a) No certificate holder may use a person to administer, nor may 
any person administer, training, evaluation, or operating experience, 
except:
    (1) In accordance with this section; or
    (2) If applicable, as provided in the initial cadre requirements of 
Sec. Sec.  121.1257 and 121.1323.
    (b) Persons who administer training or evaluation must be 
knowledgeable in the facilities, equipment, and procedures, as 
appropriate.
    (c) Persons who administer training or evaluation must use only the 
equipment and the facilities that are specifically approved for the 
certificate holder's training program.
    (d) Training and evaluation is not successfully completed, even if 
the individual successfully completed the activity, when the 
certificate holder does one of the following:
    (1) Uses facilities, equipment, and materials that are not 
specifically approved for that activity as part of the certificate 
holder's approved training program.
    (2) Uses persons who are not authorized to administer the activity 
as specified in the applicable crewmember QPS or who do not meet the 
requirements of this subpart.


Sec.  121.1343  Training program: Academic evaluation.

    (a) The certificate holder must establish a method to develop 
written, oral, or electronic tests of the knowledge obtained during 
academic training that is approved by the Administrator as part

[[Page 29422]]

of the approved training program. The training program must include 
development and maintenance of the academic evaluation, methods to 
establish the validity of the academic evaluation, required student 
remediation, and adjustment of instruction when required.
    (b) The QPS provides job tasks and related areas of required 
instruction. Each area of instruction is provided with subjects that 
must be trained and evaluated. An academic evaluation must include the 
minimum number of questions indicated in the QPS for each subject. 
Students must achieve a performance of 80% in each area of instruction.
    (1) Student performance is at least 80%. Student performance of at 
least 80% in an area of instruction must be corrected to 100%. This 
correction must include a discussion of the correct answer and why the 
person's original answer was incorrect. Re-evaluation is not required.
    (2) Student performance below 80%. Student performance below 80% in 
an area of instruction must be corrected to 100%. This correction must 
include a discussion of the correct answer and why the person's 
original answer was incorrect. Upon completion of this correction, the 
person must be re-evaluated.
    (c) A test question repository must be developed to include a 
minimum number of questions for each subject, as required by the QPS.
    (d) The certificate holder must use the repository to create tests 
that allow random selection of questions from which alternative tests 
will be created.


Sec.  121.1345  Training program: Mandatory use of flight simulation 
training devices.

    (a) Mandatory use of FSTDs in Training Program. All flight training 
and evaluation must be completed in FSTD, approved by the 
Administrator, in accordance with the applicable Pilot or Flight 
Engineer QPS. Except as provided in paragraph (b) of this section, no 
credit will be given in the QPS for training and evaluation conducted 
in an aircraft.
    (1) Each FSTD used in an approved training program required under 
this part must be evaluated, qualified, and maintained in accordance 
with part 60 of this chapter and approved by the Administrator for 
training or evaluating tasks required by the applicable QPS.
    (2) The qualification level of the FSTD required to be used by an 
applicant to demonstrate flightcrew member task proficiency is 
specified in the applicable QPS.
    (3) The level of FSTD that may be used for initial training and 
evaluation is dependent on the pilot's experience requirements as 
specified in the Pilot QPS.
    (b) Deviation from use of FSTD.
    (1) A certificate holder may request a deviation from paragraph (a) 
of this section to conduct training and evaluation activities in an 
aircraft only if one of the following applies:
    (i) The certificate holder has an approved program or has submitted 
a training program for review and approval prior to [date 120 days 
after publication of final rule]. The certificate holder must request 
the deviation no later than [date 40 months after the publication date 
of the final rule].
    (ii) The certificate holder requests the deviation as part of a 
request for approval of an initial cadre program. If approved, the 
deviation will become effective at the same time as the initial cadre 
program.
    (2) Deviation requests must be submitted to the FAA for review and 
approval, and must include:
    (i) The number of FSTD training hours the certificate holder's 
flightcrew members would need to meet the training requirements in this 
part.
    (ii) An FSTD availability assessment, including hours by specific 
FSTD and location of the FSTD.
    (iii) An FSTD shortfall analysis that includes the tasks and 
environments that cannot be completed in an FSTD qualified at the level 
specified in the applicable QPS.
    (iv) Proposed alternative means to address the shortfall in task 
training and evaluation. The requester must identify the tasks that can 
be completed in an FSTD qualified at a lower level than that specified 
in the applicable QPS or can be completed in the aircraft.
    (v) An alternative training program for using the aircraft instead 
of an FSTD or using an aircraft in combination with an FSTD, including 
methods of achieving an acceptable level of safety.
    (3) A certificate holder may request an extension of a deviation 
issued under this section.
    (4) Deviations or extensions to deviations will be issued for a 
period not to exceed 12 months.


Sec.  121.1349  Training program: Limitations on the use of flight 
simulation training devices.

    (a) An FSTD may not be used for credit for the following:
    (1) The pilot in command line check required by Sec.  121.1233.
    (2) Exterior preflight checks.
    (3) The pilot and flight engineer operating experience required by 
Sec.  121.1225.
    (4) Consolidation required by Sec.  121.1227.
    (b) To receive credit for training and evaluation of required tasks 
and LOFT, the flightcrew member must complete these activities in FSTD 
that are approved for those tasks and LOFT as part of the certificate 
holder's training program.


Sec.  121.1351  Training program: Training equipment other than flight 
simulation training devices.

    Training equipment, other than FSTD qualified under part 60 of this 
chapter, used in an approved training program required under this part 
must be approved and used in accordance with the following:
    (a) The FAA must approve training equipment used to functionally 
replicate aircraft equipment for the certificate holder and the 
crewmember duty or procedure involved.
    (b) The certificate holder must demonstrate that the training 
equipment meets all of the following:
    (1) The form, fit, function, and weight, as appropriate, of the 
equipment
    (2) Normal operation (and abnormal and emergency operation, if 
appropriate) including the following:
    (i) The required force, actions and travel of the equipment.
    (ii) Variations in equipment operated by the certificate holder, if 
applicable.
    (3) Operation of the equipment under adverse conditions, if 
appropriate.
    (c) Training equipment must be modified to ensure that it maintains 
the performance and function of the aircraft type or aircraft equipment 
replicated.
    (d) All training equipment must have a method of documenting 
discrepancies in close proximity. The documenting system must be 
readily available for review by each instructor or check person prior 
to conducting training or evaluation with that equipment.
    (1) Each instructor or check person conducting training or 
evaluation, and each person conducting an inspection of the equipment 
who discovers a discrepancy, including any missing, malfunctioning, or 
inoperative components, must write or cause to be written a description 
of that discrepancy into the documenting system at the end of the 
inspection or the training session.
    (2) All corrections to discrepancies must be recorded when the 
corrections are made, and the dates of the discrepancies and 
corrections must be recorded.
    (3) A record of a discrepancy must be maintained for at least 60 
days.
    (e) No person may use, allow the use of, or offer the use of 
training equipment with a missing, malfunctioning, or

[[Page 29423]]

inoperative component to meet the crewmember training or evaluation 
requirements of this chapter for tasks that require the use of the 
correctly operating component.


Sec.  121.1353  Training program: Line Oriented Flight Training (LOFT), 
and Full Flight Simulator (FFS) Course of Instruction.

    (a) Line Oriented Flight Training (LOFT). LOFT must meet the 
following requirements:
    (1) LOFT must be administered by a pilot flight instructor, a check 
pilot qualified in accordance with this subpart, or an APD. A flight 
engineer flight instructor or a check flight engineer may assist the 
pilot flight instructor, check pilot, or APD.
    (2) LOFT must be accomplished in an FFS that has the qualification 
level specified in the applicable QPS.
    (3) LOFT must include flight training as described in the 
appropriate QPS. Each LOFT must include the following:
    (i) At least two operating cycles representative of the certificate 
holder's operation.
    (ii) A pilot flying cycle and a pilot monitoring cycle for each 
qualifying pilot.
    (iii) Normal line operations.
    (iv) Abnormal, non-normal, or emergency flight operations.
    (4) Except as authorized in Sec.  121.1221(e), LOFT must be 
conducted with a complete flight crew as described in Sec.  
121.1221(d).
    (5) LOFT must be conducted as a line operation with minimal 
interruption during the session.
    (6) Any person serving in a flightcrew member position during a 
LOFT who does not perform satisfactorily may not serve as a required 
crewmember in operations under this part without receiving training to 
correct the deficiencies and demonstrating that the deficiencies have 
been corrected. Corrections of performance deficiencies that require 
demonstration must be completed during the LOFT. Corrections of other 
deficiencies related to understanding of procedures may be completed 
during the post-flight debriefing of the flightcrew, as appropriate.
    (b) FFS Course of instruction.
    (1) An FFS course of instruction must be administered by a pilot 
flight instructor, a check pilot, or an APD qualified in accordance 
with this subpart. A flight engineer flight instructor or a check 
flight engineer may assist the pilot flight instructor, check pilot, or 
APD.
    (2) An FFS course of instruction must be accomplished in an FFS 
that is qualified in accordance with part 60 of this chapter and that 
has the qualification level specified in the applicable QPS.
    (3) The FFS course of instruction must include flight training as 
described in the applicable QPS .
    (4) Except as authorized in Sec.  121.1221(e), FFS course of 
instruction must be conducted with a complete flight crew as described 
in Sec.  121.1221(d).
    (5) Any person serving in a flightcrew member position during an 
FFS course of instruction who does not perform satisfactorily may not 
serve as a required crewmember in operations under this part without 
receiving training to correct the deficiencies and demonstrating that 
the deficiencies have been corrected. Corrections of performance 
deficiencies that require demonstration must be completed during the 
FFS course of instruction. Corrections of other deficiencies related to 
understanding of procedures may be completed during the post-flight 
debriefing of the flightcrew, as appropriate.


Sec.  121.1355  Training program: Continuous analysis process.

    (a) Each certificate holder must develop and submit to the FAA for 
approval a program that provides for the continuous monitoring and 
regular analysis of the performance and effectiveness of its training 
program(s) and operation that will:
    (1) Ensure that each training program and the standards of 
qualification for each duty position are documented;
    (2) Provide for the review of training program content, 
application, and results through at least two standardization meetings 
annually for those persons required to attend such meetings in 
accordance with Sec. Sec.  121.1251 and 121.1271;
    (3) Ensure the persons completing the training program(s) are 
competent and qualified to perform the duties for which they have been 
trained;
    (4) Provide for the regular analysis of crewmember performance on 
proficiency tests and checks to identify and correct any deficiencies 
in either crewmember performance or operation of the training 
program(s). Additionally, for flightcrew members provide for the 
regular analysis of flightcrew member performance in LOFTs and FFS 
courses of instruction to identify and correct any deficiencies in 
either flightcrew member performance or operation of the training 
program(s).
    (5) Provide for the monitoring of persons having completed remedial 
training or re-evaluation due to the failure of a proficiency test or 
check or unsatisfactory performance during a LOFT or FFS course of 
instruction, as appropriate; and
    (6) Provide a means for changing or updating the program(s) as 
changes are required.
    (b) The monitoring conducted under paragraph (a)(5) of this section 
must continue until the crewmember satisfactorily completes the next 
recurrent training session to ensure the crewmember's competent 
performance during this period.

Curriculum Category Requirements


Sec.  121.1363  Curriculum category requirements: Crewmember new hire.

    (a) Each training program must include new hire training for all of 
the following individuals:
    (1) Each person who is qualifying for the first time as a 
crewmember for the certificate holder.
    (2) Each person who is required to complete flight attendant phase 
II requalification in accordance with Sec.  121.1309(b) and the Flight 
Attendant QPS.
    (b) The content of the new hire curriculum category must include 
the following:
    (1) The subjects listed in the Pilot QPS that are representative of 
the certificate holder's operations, and approved by the POI as such;
    (2) The subjects listed in the flight engineer QPS that are 
representative of the certificate holder's operations, and approved by 
the POI as such;
    (3) The subjects listed in the Flight Attendant QPS that are 
representative of the certificate holder's operations, and approved by 
the POI as such.
    (4) An academic evaluation of the new hire subjects identified in 
paragraph (b) of this section.


Sec.  121.1365  Curriculum category requirements: Pilot and flight 
engineer initial, conversion, transition, and upgrade, academic and job 
performance training.

    (a) Academic training. Initial, conversion, transition, and upgrade 
academic training for flightcrew member must include training in the 
subjects specified in the Pilot and Flight Engineer QPS that are 
representative of the certificate holder's operations and the 
flightcrew member's assigned duties.
    (b) Job performance training. Initial, conversion, transition, and 
upgrade job performance training for pilots and flight engineers must 
include all of the following:
    (1) Training and evaluation in the tasks and environments set forth 
in the Pilot and Flight Engineer QPS that are

[[Page 29424]]

representative of the certificate holder's operation and the pilot and 
flight engineer's assigned duties. Following training, the pilot or 
flight engineer must complete an evaluation by demonstrating the 
knowledge and skills required for the aircraft type and duty position. 
The evaluation must be accomplished by a proficiency test that also may 
be used for airman certification or type rating. This proficiency test 
must be conducted by a check pilot, a check flight engineer, a pilot 
APD, or a flight engineer APD who is qualified to conduct the test who 
is an employee of the certificate holder or by a TCE employed by a part 
142 certificate holder, who has been authorized to conduct the test by 
the FAA.
    (2) Qualification LOFT is conducted after a person completes the 
proficiency test at the end of initial, conversion, transition, or 
upgrade training. Qualification LOFT must meet the requirements of 
Sec.  121.1353.
    (c) A pilot or flight engineer is qualified after completing the 
proficiency test prescribed in paragraph (b)(1) of this section and the 
Qualification LOFT.


Sec.  121.1367  Curriculum category requirements: Pilot and flight 
engineer recurrent academic, recurrent job performance, and recurrent 
aircraft emergency equipment training and evaluation.

    (a) Recurrent training and evaluation is required every 9 months 
following completion of the training and evaluation set forth in Sec.  
121.1365 for initial qualification, and must consist of the following:
    (b) Recurrent academic training and evaluation, to include:
    (1) Training in the subjects and tasks listed in the Pilot and 
Flight Engineer QPS that are representative of the certificate holder's 
operations and the pilot and flight engineer's assigned duties, for the 
recurrent curriculum category for the aircraft in which the pilot or 
flight engineer is currently serving.
    (2) Evaluation must include a knowledge and comprehension 
assessment of the flightcrew member's knowledge of the subjects in 
which training has occurred.
    (c) Job performance training and evaluation. During each 9-month 
recurrent cycle, the cycle must include:
    (1) Two FFS job performance sessions of at least four hours each 
for pilots, and at least 2 hours each for flight engineers at the 
intervals specified in the Pilot and Flight Engineer QPS that are 
representative of the certificate holder's operations and the pilot and 
flight engineer's assigned duties.
    (2) During the first 9-month recurrent cycle following the 
proficiency test required by Sec.  121.1365(b)(1) for initial training, 
the recurrent cycle must include a LOFT and an evaluation.
    (3) Recurrent evaluation is required to be conducted during every 
other 9 month recurrent cycle. A certificate holder may elect to 
conduct an evaluation during every 9 month recurrent cycle.
    (4) In those 9-month recurrent cycles where evaluation is not 
conducted, the cycle must include a LOFT and an FFS course of 
instruction.


Sec.  121.1369  Curriculum category requirements: Flight attendant 
initial and transition training.

    Initial and transition training for flight attendants must include 
all of the following:
    (a) Academic and job performance training in the subjects and tasks 
specified in the Flight Attendant QPS.
    (b) A test of the flight attendant's knowledge with respect to the 
aircraft and crewmember duty position.
    (c) Practice in the performance of specific tasks in accordance 
with the Flight Attendant QPS to determine ability to perform assigned 
duties and responsibilities for each aircraft type on which the flight 
attendant is to serve.


Sec.  121.1371  Curriculum category requirements: Flight attendant 
eligibility for transition training.

    No person is eligible for flight attendant transition training 
unless that person has been qualified for at least 180 days and served 
in the previous 180 days on an aircraft as a flight attendant for that 
certificate holder.


Sec.  121.1373  Curriculum category requirements: Flight attendant 
emergency training.

    Each emergency training program must include the following:
    (a) The emergency training requirements as specified in the Flight 
Attendant QPS with respect to each aircraft type, model, and 
configuration, and each kind of operation conducted by the certificate 
holder.
    (b) A test of the flight attendant's knowledge with respect to the 
aircraft type and crewmember duty position involved.
    (c) Completion of proficiency tests to determine the flight 
attendant's ability to perform assigned duties and responsibilities for 
each aircraft type on which the flight attendant is to serve.


Sec.  121.1375  Curriculum category requirements: Flight attendant 
recurrent training.

    Recurrent training for flight attendants must include the 
following:
    (a) Training in the subjects and tasks specified in the Flight 
Attendant QPS.
    (b) A test of the flight attendant's knowledge with respect to the 
aircraft type and crewmember duty position involved.
    (c) Completion of proficiency tests in accordance with the Flight 
Attendant QPS to determine the flight attendant's ability to perform 
assigned duties and responsibilities for each aircraft type on which 
the flight attendant is to serve.


Sec.  121.1377  Curriculum category requirements: Flight instructor 
initial, transition, and recurrent academic training.

    (a) Initial flight instructor academic training. At least a 4-hour 
block of instruction that includes the following:
    (1) Training policies and procedures.
    (2) Flight instructor duties, functions, and responsibilities.
    (3) Appropriate provisions of the regulations of this chapter and 
the certificate holder's policies and procedures.
    (4) The appropriate methods, procedures, and techniques for 
conducting flight instruction.
    (5) Proper evaluation of student performance including the 
detection of the following:
    (i) Improper or insufficient training.
    (ii) Student behaviors that could adversely affect safety.
    (6) The corrective action in the case of unsatisfactory training 
progress.
    (7) The approved methods, procedures, and limitations for 
instructing in the required standard operating procedures, abnormal 
procedures, non-normal procedures, and emergency procedures applicable 
to the aircraft.
    (8) Except for holders of a flight instructor certificate, the 
following:
    (i) The fundamental principles of the teaching-learning process.
    (ii) Teaching methods and procedures.
    (iii) The instructor-student relationship.
    (9) Use of FSTD for training and evaluation.
    (i) Operation of FSTD controls.
    (ii) FSTD limitations.
    (iii) Minimum FSTD equipment required for each task and 
environment.
    (b) Transition flight instructor academic training. Transition 
academic training for flight instructors must include the approved 
methods, procedures, and limitations for instructing in the required 
standard

[[Page 29425]]

operating procedures, abnormal procedures, non-normal procedures, and 
emergency procedures applicable to the aircraft to which the flight 
instructor is transitioning.
    (c) Recurrent flight instructor academic training. The recurrent 
flight instructor academic training must be at least a 4-hour block of 
instruction completed every 18 months and must include the following:
    (1) The subjects required in paragraph (a) of this section.
    (2) FSTD operations, limitations, and minimum required equipment.
    (3) Changes in crewmember qualification curriculums.


Sec.  121.1379  Curriculum category requirements: Flight instructor 
initial and transition job performance training.

    Initial and transition job performance training for flight 
instructors must include training to ensure competence in conducting 
flight instruction as required by this part and the applicable QPS.
    (a) For pilot flight instructors, the methods for conducting the 
required training from either pilot seat and the instructor's operating 
station (IOS), as well as the operation of the FSTD from the IOS or 
either pilot seat if the FSTD is so equipped.
    (b) For flight engineer flight instructors, the methods for 
conducting the required training from the IOS, as well as the operation 
of the FSTD from the IOS.


Sec.  121.1381  Curriculum category requirements: Check pilot, check 
flight engineer, or check flight attendant initial, transition, and 
recurrent academic training.

    (a) The initial academic training for check pilots, check flight 
engineers, or check flight attendants must include the following:
    (1) Evaluation policies and procedures.
    (2) Check pilot, check flight engineer, or check flight attendant 
duties, functions, and responsibilities, as applicable.
    (3) The applicable regulations of this chapter and the certificate 
holder's policies and procedures.
    (4) The appropriate methods, procedures, and techniques for 
conducting the required evaluations.
    (5) Proper evaluation of student performance including the 
detection of:
    (i) Improper or insufficient training; and
    (ii) Student behaviors that could adversely affect safety.
    (6) The appropriate action in the case of unsatisfactory 
performance.
    (7) The approved methods, procedures, and limitations for 
performing the required standard operating procedures, abnormal 
procedures, non-normal procedures, and emergency procedures applicable 
to the aircraft type.
    (8) FSTD and other training equipment, as applicable, operations, 
limitations, and minimum equipment required for tasks and environments.
    (b) The transition academic training for check pilots, check flight 
engineers, or check flight attendants must include approved methods, 
procedures, and limitations for performing the required standard 
operating procedures, abnormal procedures, non-normal procedures, and 
emergency procedures applicable to the aircraft type to which the check 
person is transitioning.
    (c) The recurrent academic training for check pilots and check 
flight engineers must be completed every 18 months. The recurrent 
academic training for check flight attendants must be completed every 
12 months. The recurrent academic training for check pilots, check 
flight engineers, and check flight attendants must include the 
following:
    (1) The subjects required in paragraph (a) of this section, as 
applicable.
    (2) The operation of, limitations of, and minimum equipment 
required for tasks and environments for FSTD and other training 
equipment use.
    (3) Changes in crewmember qualification curriculums.


Sec.  121.1383  Curriculum category requirements: Check pilot and check 
flight engineer initial, transition, and recurrent job performance 
training.

    (a) Initial and transition job performance training for check 
pilots and check flight engineers must include the following:
    (1) Training to ensure competence in conducting job performance 
evaluation in each of the tasks specified in the applicable QPS.
    (2) Each check pilot authorized to conduct training or evaluations 
in an FSTD must have completed the following:
    (i) The requirements for qualification and training for flight 
instructors described in Sec.  121.1379(a).
    (ii) Training on the methods for conducting required evaluations in 
an FSTD, including conducting the evaluation from either pilot seat and 
from the IOS, as well as operation of the FSTD from the IOS or either 
pilot seat if the FSTD is so equipped.
    (3) Check pilots authorized to conduct operating experience or line 
checks, must do the following in an FSTD:
    (i) Learn the safety measures to be taken from either pilot seat 
for emergency situations that are likely to develop during flight 
operations.
    (ii) Learn the potential consequences of improper, untimely or 
unexecuted safety measures during flight operations.
    (iii) Complete the seat dependent task training described in the 
QPS.
    (4) Each check flight engineer must have been trained on the 
methods for conducting the flight engineer evaluation described in 
paragraph (a) of this section in an FSTD from either the IOS or a 
flight engineer operating station if the FSTD is so equipped.
    (b) Recurrent job performance training for check pilots and check 
flight engineers must be accomplished every 18 months in conjunction 
with the recurrent academic training described in Sec.  121.1381, and 
must include the following:
    (1) Flightcrew member recurrent training in accordance with Sec.  
121.1223;
    (2) For check pilots, seat dependent task training from both seats, 
in accordance with the QPS, including the safety measures to be taken 
from either pilot seat in emergency situations during flight 
operations.


Sec.  121.1387  Curriculum category requirements: Initial, transition, 
and recurrent academic training for persons authorized to administer 
flight attendant proficiency tests.

    (a) Initial academic training instruction for persons authorized to 
administer flight attendant proficiency tests must include the 
following:
    (1) Training policies and procedures.
    (2) Duties, functions, and responsibilities of persons authorized 
to administer flight attendant proficiency tests.
    (3) The applicable regulations of this chapter and the certificate 
holder's policies and procedures.
    (4) The appropriate methods, procedures, and techniques for 
conducting the required tests.
    (5) Proper evaluation of student performance including the 
detection of--
    (i) Improper and insufficient training; and
    (ii) Student behaviors that could adversely affect safety.
    (6) The appropriate corrective action in the case of unsatisfactory 
tests.
    (7) The approved methods, procedures, and limitations for 
instructing and evaluating in the required normal, abnormal, and 
emergency procedures applicable to the aircraft.
    (8) Simulator and trainer operations, limitations, and minimum 
required equipment, as appropriate.
    (b) Transition academic training instruction for persons authorized 
to

[[Page 29426]]

administer flight attendant proficiency tests must include approved 
methods, procedures, and limitations for evaluating the required 
normal, abnormal, and emergency procedures applicable to the aircraft 
to which the person authorized to conduct proficiency tests is in 
transition.
    (c) The recurrent academic training for persons authorized to 
administer proficiency tests must be completed every 12 months. 
Recurrent academic training instruction for persons authorized to 
administer proficiency tests must include the following:
    (1) The subjects, as necessary, required in paragraph (a) of this 
section.
    (2) Simulator and trainer operations, limitations, and minimum 
required equipment, as appropriate.
    (3) Changes in crewmember qualification curriculums.
    45. Add subpart CC to part 121 to read as follows:
Subpart CC--Aircraft Dispatcher Qualifications and Training 
Requirements For Ground Operations Personnel and Management Personnel

General

Sec.
121.1401 Applicability.
121.1402 Interim requirements for transitioning training programs.
121.1403 Certificate holder responsibility for compliance.
121.1405 Definitions.
121.1407 English language requirement.
121.1409 Acceptable time for completing recurrent requirements.

Qualification

121.1411 Aircraft dispatcher: Employment and certificate.
121.1413 Aircraft dispatcher: Training and evaluation.
121.1415 Aircraft dispatcher: Operating familiarization.
121.1417 Aircraft dispatcher: Supervised operating experience.
121.1419 Aircraft dispatcher: Requalification.
121.1421 Dispatcher instructor and check dispatcher: Eligibility, 
training, and evaluation.
121.1423 Dispatch program designee: Eligibility and qualification.
121.1425 Check dispatcher: Initial cadre.

General Training Program Requirements

121.1431 Training program: General.
121.1433 Training program: General curriculum by aircraft type and 
operation.
121.1435 Training program: Curriculum programmed hours.
121.1437 Training program: Approval and amendment process.
121.1439 Training program: Individuals administering training or 
evaluation, and unauthorized use of equipment and facilities in 
training programs.
121.1441 Training program: Continuous analysis process.

Curriculum Category Requirements

121.1451 Curriculum category requirements: Standards used in 
aircraft dispatcher training.
121.1453 Curriculum category requirements: Aircraft dispatcher 
initial, combined certification and initial, and transition 
training.
121.1455 Curriculum category requirements: Aircraft dispatcher 
recurrent training.
121.1457 Curriculum category requirements: Dispatcher instructor 
initial and recurrent training.
121.1459 Curriculum category requirements: Check dispatcher initial 
and recurrent training.

Other Training Requirements

121.1471 Differences training and evaluation.
121.1473 [Reserved]

Training Requirements For Ground Operations and Management Personnel

121.1475 Training requirements.

Subpart CC--Aircraft Dispatcher Qualifications and Training 
Requirements For Ground Operations Personnel and Management 
Personnel

General


Sec.  121.1401  Applicability.

    (a) This subpart provides the following:
    (1) Qualification requirements for aircraft dispatchers for 
certificate holders conducting domestic, flag, and supplemental 
operations.
    (2) Requirements applicable to each certificate holder for 
establishing, obtaining approval of, and maintaining a training program 
to qualify certificated aircraft dispatchers and an optional program to 
certificate aircraft dispatcher candidates.
    (3) Requirements applicable to each certificate holder for 
establishing, obtaining acceptance of, and maintaining a training 
program for ground operations and management personnel.
    (b) Any person qualified in a duty position for the certificate 
holder before [date 120 days after publication of the final rule] or 
under the provisions of subparts N and P of this part in effect on or 
before [date 119 days after publication of the final rule] may continue 
to serve in that duty position for that certificate holder without 
complying with initial training under Sec.  121.1453.
    (c) Any person qualified in a training or evaluation position, for 
the certificate holder before [date 120 days after publication of the 
final rule], or qualified under the provisions in subparts N and P of 
this part, may continue to serve in that training or evaluation 
position for that certificate holder during the transition to the 
requirements of this subpart.


Sec.  121.1402  Interim requirements for training programs.

    (a) Contrary provisions of this subpart notwithstanding, a person 
who has submitted a training program for approval before [date 120 days 
after publication of the final rule] that was constructed in accordance 
with the applicable provisions of subparts N and P of this part in 
effect on or before [date 119 days after publication of the final 
rule], may complete the approval and implementation process and conduct 
operations in compliance with the applicable provisions of subparts N 
and P of this part instead of the provisions of this subpart.
    (b) A certificate holder must submit a transition plan to the FAA 
no later than [date 4 years and 120 days after publication of the final 
rule]. The transition plan must include the following:
    (1) Subpart CC training program(s), as applicable.
    (2) Plan for transition for aircraft dispatchers and persons 
involved in training or evaluation of aircraft dispatchers from the 
applicable provisions of subparts N and P of this part to the 
provisions of this subpart.
    (3) A transition completion date that is before [date 5 years and 
120 days after the publication of the final rule].
    (c) During the transition, the certificate holder may use people to 
conduct operations under this part provided those people are trained 
under the applicable provisions of subparts N and P of this part, or 
this subpart. While a certificate holder may simultaneously operate 
training programs in compliance with the applicable provisions of 
subparts N and P of this part and this subpart, each aircraft 
dispatcher must be trained and qualified.
    (d) A certificate holder may not use an aircraft dispatcher, nor 
may an aircraft dispatcher serve, in a duty position unless that person 
is current and qualified to perform the duties to which he or she is 
assigned. If more than one aircraft dispatcher is required for an 
operation, and one aircraft dispatcher is current and qualified in 
accordance with the applicable provisions of subparts N and P of this 
part, and the other aircraft dispatcher is current and qualified in 
accordance with this subpart, then the lesser qualification 
requirements apply for that operation.


Sec.  121.1403  Certificate holder responsibility for compliance.

    (a) Each certificate holder is responsible for ensuring that its

[[Page 29427]]

approved training program, including all portions of the training 
program that are conducted by individuals other than employees of the 
part 119 certificate holder, meets the requirements of this subpart.
    (b) Each certificate holder is responsible for ensuring that all 
procedures, manuals, and other materials submitted to obtain initial or 
final approval of a training program are kept up to date and followed.
    (c) Each certificate holder is responsible for ensuring that all 
procedures, manuals and other materials submitted for acceptance of a 
training program for ground operations and management personnel are 
kept up to date and followed.


Sec.  121.1405  Definitions.

    For the purpose of this subpart, the following terms and their 
definitions apply:
    Academic evaluation. This is a written, oral, or electronic test of 
the knowledge obtained during academic training.
    Academic training. This is instruction and practice that provides 
individuals with the required knowledge and cognitive skills necessary 
to perform the tasks required for the aircraft dispatcher duty 
position, instructor, or evaluator duty position.
    Base month. The month in which a recurrent activity is due.
    Certificate holder. A person certificated under part 119 of this 
chapter that conducts operations under part 121.
    Combined certification and initial. An optional curriculum category 
specifically approved under part 121 that integrates an approved 
certificate holder's initial curriculum category with part 65 
requirements. The curriculum category allows for both the issuance of 
an aircraft dispatcher certificate and qualification of the individual 
to serve as an aircraft dispatcher for the certificate holder. The 
aircraft dispatcher's certificate is issued under 14 CFR part 65, not 
part 121.
    Current. Current means satisfying the initial training and 
evaluation requirements prescribed in Sec.  121.1453 or the recurrent 
training and evaluation requirements prescribed in Sec.  121.1455, as 
applicable.
    Curriculum. A curriculum is the category or categories of training 
and evaluation required to qualify a person for an aircraft dispatcher 
duty position, or an instructor or evaluator duty position. The 
curriculum includes the categories of training and evaluation, the 
programmed hours for training and evaluation, and the appropriate 
subjects and tasks.
    Curriculum category. Parts of a curriculum that relate to 
qualification experience levels, first time qualification for a 
certificate holder, configuration differences within type or series, 
maintaining and regaining qualification, and changes in operations. 
Curriculum categories include: initial, transition, differences, 
recurrent, requalification, and special. Each curriculum category 
contains academic training and evaluation.
    Differences. A curriculum category on a particular aircraft type 
and operation when the Administrator finds additional training is 
necessary before that aircraft dispatcher serves in the same capacity 
on a particular variation within a series of an aircraft type or a 
different series within an aircraft type.
    Duty position. A duty position is the position held by an Aircraft 
Dispatcher that requires unique qualification and currency requirements 
to serve in operations under this part. The term duty position includes 
the variations within a position, such as check dispatcher, dispatcher 
instructor, or dispatch program designee.
    Eligibility period. The eligibility period consists of the month in 
which the recurrent activity is due (the ``base month''), the month 
before and the month after (the ``grace month'').
    Environment. A combination of external, physical, and surrounding 
conditions that affect aircraft performance, aircraft and equipment 
operation, and decisionmaking.
    Evaluation. Any testing or checking activities in which a person's 
skills and knowledge are assessed by a person authorized to perform 
that evaluation.
    Ground operations personnel. Any person who is assigned safety-
related duties and responsibilities that affect the operation of the 
aircraft while on the ground. This may include but is not limited to: 
computing weight and balance, loading and unloading aircraft, directing 
or moving aircraft.
    Initial. A curriculum category that must be successfully completed 
to qualify an aircraft dispatcher to serve as an aircraft dispatcher 
for a certificate holder in operations under this part.
    Initial cadre. The specific persons approved by the FAA for the 
time frame necessary, not to exceed 24 months, for a new part 119 
certificate holder to initiate operations under part 119, or for a 
current part 119 certificate holder to initiate operations of a new 
aircraft type not operated previously or to initiate a new type of 
operation.
    Management personnel. Any person who is assigned safety-related 
management duties and responsibilities in accordance with part 119 of 
this chapter.
    Month. Calendar month.
    Practical test. The final test required for certification of a 
person as an aircraft dispatcher.
    Proficiency. Demonstrated awareness of existing circumstances, 
competence in the necessary knowledge and skills, and performance of 
the relevant task within the operating range of environments to the 
established standards of performance identified and required by the 
Aircraft Dispatcher QPS.
    Proficiency check. An assessment of dispatcher proficiency during 
which limited training or practice is allowed. The assessment is of 
knowledge and skill in tasks to the standards identified and required 
by the Aircraft Dispatcher QPS.
    Proficiency test. An assessment of dispatcher proficiency during 
which additional training or practice is not allowed. The assessment is 
of knowledge and skill in tasks to the standards identified and 
required by the Aircraft Dispatcher QPS. This assessment is 
administered:
    (1) After the completion of initial training and evaluation, 
operating familiarization, and supervised operating experience; and
    (2) After the completion of transition training.
    Programmed hours. The required number of hours (baseline and 
minimum) set forth in this subpart for curriculum categories identified 
and required by the Aircraft Dispatcher QPS.
    Qualification performance standards (QPS). FAA standards providing 
all of the tasks, areas of instruction, and evaluation, including 
activities, procedures, and knowledge needed to certify, qualify, 
retain currency, and requalify dispatchers for performing in operations 
under this part. The QPS for dispatchers is part 121 appendix T: 
Aircraft Dispatcher Qualification Performance Standards.
    Qualified. When used in reference to an individual, means an 
individual who has completed the certificate holder's FAA-approved 
curriculum under this part and holds an aircraft dispatcher 
certificate.
    Recurrent. A curriculum category that must be successfully 
completed within the eligibility period to maintain aircraft dispatcher 
qualification.
    Requalification. A curriculum category that must be successfully 
completed to restore qualified status to an aircraft dispatcher 
previously qualified for the certificate holder when qualification is 
lost due to failure to meet recurrent requirements.

[[Page 29428]]

    Serve. Performing the duties of an aircraft dispatcher, dispatcher 
instructor, check dispatcher, or dispatch program designee for a 
certificate holder.
    Special. A curriculum category necessary to address changes to the 
certificate holder's operations or to correct deficiencies identified 
by the certificate holder's continuous analysis process. Special 
training is temporary and is integrated into the approved training 
program.
    Supervised Operating Experience (SOE). Training and other 
supervised activities conducted for the purpose of demonstrating the 
ability to perform the duties of an aircraft dispatcher prior to the 
proficiency test or proficiency check.
    Training. Instruction and practice.
    Training program. A certificate holder's training curriculums, 
personnel, facilities, equipment, and other resources used to meet the 
training requirements of this subpart.
    Transition. A curriculum category to be completed by an aircraft 
dispatcher who is presently qualified on an aircraft type in operations 
under this part for the certificate holder to allow that aircraft 
dispatcher to serve as an aircraft dispatcher for a different aircraft 
type.


Sec.  121.1407  English language requirement.

    (a) No certificate holder may use any person, nor may any person 
serve, as an aircraft dispatcher under this part, unless that person 
has demonstrated to an individual qualified to conduct evaluations 
under this part, that he or she can:
    (1) Read, write, speak, and understand the English language.
    (2) Have his or her English language and verbal and written 
communications understood.
    (b) Compliance with this section can be shown by:
    (1) Completion of a certificate holder's approved training program 
conducted solely in English, or
    (2) An aircraft dispatcher certificate without limitations.


Sec.  121.1409  Acceptable time for completing recurrent requirements.

    (a) An aircraft dispatcher must complete recurrent training, 
evaluation, and operating familiarization during the eligibility 
period.
    (b) An aircraft dispatcher who has not completed recurrent training 
by the end of the base month may continue to perform dispatcher duties 
until the end of the eligibility period.

Qualification


Sec.  121.1411  Aircraft dispatcher: Employment and certificate.

    (a) No certificate holder may use any person, nor may any person 
serve, as an aircraft dispatcher in domestic, flag, or supplemental 
operations, unless that person is an employee of the part 119 
certificate holder and has in his or her possession an aircraft 
dispatcher certificate issued to the person by the FAA without 
limitations, in accordance with part 65 subpart C of this chapter.
    (b) Deviation authority.
    (1) The Administrator may authorize a deviation from the employment 
requirement in paragraph (a) of this section. Before issuing a 
deviation, the Administrator will determine whether the certificate 
holder can demonstrate an equivalent level of safety of paragraph (a) 
of this section, and meets at least the following:
    (i) The certificate holder has at least one certificated aircraft 
dispatcher who is an employee of the certificate holder and is 
responsible for managing policies, procedures, training, and 
qualifications of the contract aircraft dispatchers.
    (ii) The certificate holder demonstrates an ability to maintain 
operational control and comply with all requirements of this part.
    (2) The Administrator may, at any time, terminate any grant of 
deviation authority issued under this paragraph (b).


Sec.  121.1413  Aircraft dispatcher: Training and evaluation.

    No certificate holder may use any person, nor may any person serve, 
as an aircraft dispatcher in domestic, flag, or supplemental operations 
unless that person meets the following requirements:
    (a) Training and evaluation. The person has successfully completed, 
in a training program approved under this subpart for the certificate 
holder, the following:
    (1) Training in accordance with the Aircraft Dispatcher QPS, and 
the associated programmed hours required by Sec.  121.1435, as follows:
    (i) Within the preceding 12 months, initial, combined certification 
and initial, transition, or recurrent training categories as prescribed 
in Sec.  121.1453 or Sec.  121.1455 as applicable.
    (A) An aircraft dispatcher is eligible for transition training only 
if the aircraft dispatcher is otherwise qualified as an aircraft 
dispatcher for the certificate holder on another aircraft type in the 
same airplane group in operations under this part.
    (B) To be eligible for recurrent training, an aircraft dispatcher 
must be otherwise qualified and have successfully completed the 
initial, combined certification and initial, or transition training for 
the certificate holder.
    (ii) Differences training, if necessary, as prescribed in Sec.  
121.1471.
    (iii) Requalification training, if necessary, as prescribed in 
Sec.  121.1419.
    (iv) Special training, if necessary, as prescribed in Sec.  
121.1437.
    (2) A proficiency test or check in accordance with Sec.  
121.1453(a)(2), Sec.  121.1453(b)(2), or Sec.  121.1455(c), as 
applicable.
    (3) Supervised operating experience, as prescribed in Sec.  
121.1417.
    (b) Continuity of training.
    (1) Initial for certificated dispatchers. A certificated aircraft 
dispatcher must successfully complete all of the required initial 
curriculum category, including the proficiency test, prescribed in 
Sec.  121.1453(a)(2) within 120 days of beginning the initial 
curriculum category.
    (2) Combined certification and initial for non-certificated person. 
A non-certificated person must successfully complete all of the 
required combined certification and initial curriculum category, 
including the practical test and proficiency test, prescribed in Sec.  
121.1453(b)(2) within 180 days of beginning the combined certification 
and initial category.
    (c) Failure to complete training. If a person fails to successfully 
complete the training in the time required by paragraph (b) of this 
section, the person must repeat the initial training, or combined 
certification and initial training, as required by paragraph (a) of 
this section within the time period required in paragraph (b) of this 
section.
    (d) Operating familiarization. The person has successfully 
completed operating familiarization every 12 months in accordance with 
Sec.  121.1415. For domestic operations, the operating familiarization 
must be conducted within a geographic area into which the person 
dispatches. For flag operations, the operating familiarization must be 
conducted within a flag area of operation for which the person 
dispatches in accordance with the Aircraft Dispatcher QPS.
    (1) If the person dispatches in either domestic operations or flag 
operations, but not both, the person must have completed operating 
familiarization in the type of operation, domestic or flag, and in an 
aircraft type that the person dispatches within the preceding 12 
months.

[[Page 29429]]

    (2) If the person dispatches in both domestic and flag operations, 
the person must have completed operating familiarization within the 
preceding 12 months in an aircraft type which the person dispatches in 
either domestic or flag operations. In a 24-month period, the person 
must complete operating familiarization in both domestic operations and 
flag operations.
    (3) If the person dispatches both propeller driven (including 
reciprocating powered and turbopropeller powered) and turbojet powered 
aircraft, the person must have completed operating familiarization in 
both propeller driven and turbojet powered aircraft within the 
preceding 24 months.


Sec.  121.1415  Aircraft dispatcher: Operating familiarization.

    (a) Except as provided in paragraphs (b) and (c) of this section, 
the operating familiarization required by Sec.  121.1413(d) must 
consist of at least 5 hours of observing operations under this part 
from the flight deck. This observation must be made from the flight 
deck or, for airplanes without an observer seat on the flight deck, 
from a forward passenger seat with headset or speaker. This requirement 
may be reduced by one hour for each additional takeoff and landing, but 
the reduction must not exceed 2[frac12] hours.
    (b) The requirement of paragraph (a) of this section may be 
satisfied by observation of simulated flight time during a Line 
Oriented Flight Training (LOFT) session or AQP equivalent training, 
required by subpart BB of this part. The observation must occur in a 
Full Flight Simulator (FFS) approved in accordance with part 60 of this 
chapter for the aircraft type and operation. The actual observed 
simulated flight time, to include LOFT briefing and debriefing time, 
must not be reduced below 5 hours.
    (c) If the requirement of paragraphs (a) and (b) of this section 
cannot be met, the certificate holder may request a deviation to 
complete operating familiarization through a ground training program 
approved by the Administrator.
    (d) A person may serve as an aircraft dispatcher for a new type of 
operation (domestic or flag) without meeting the requirements of this 
section for 120 days after the certificate holder introduces a new type 
of operation.


Sec.  121.1417  Aircraft dispatcher: Supervised operating experience.

    (a) No certificate holder may use any person, nor may any person 
serve, as an aircraft dispatcher unless that person meets all of the 
following requirements:
    (1) The person has been supervised by a current and qualified 
dispatcher who meets the experience requirements of Sec.  
121.1421(b)(2) and (b)(4).
    (2) The person has been supervised for the minimum hours prescribed 
in the Aircraft Dispatcher QPS for each type of operation (domestic or 
flag) in which the person serves.
    (3) The person has successfully completed a proficiency test or 
check, as appropriate.
    (b) No person is eligible to receive the supervised operating 
experience required in paragraph (a) of this section unless that person 
has satisfactorily completed the academic training and evaluation of 
initial, combined certification and initial, requalification training, 
and operating familiarization, as applicable, in accordance with the 
requirements listed in the Aircraft Dispatcher QPS.
    (c) An aircraft dispatcher administering operating experience may 
not supervise more than one person at a time.
    (d) During the supervised operating experience session, the 
supervising dispatcher must be the dispatcher of record for each flight 
dispatched or released.


Sec.  121.1419  Aircraft dispatcher: Requalification.

    (a) No certificate holder may use any person, nor may any person 
serve, as an aircraft dispatcher if that person has become unqualified 
by not satisfactorily completing recurrent training, including 
proficiency checks as required by Sec.  121.1413(a). The 
requalification requirements for each phase must be completed before 
the end of the applicable phase of requalification.
    (b) To be requalified, the person must complete:
    (1) The initial training requirements of Sec.  121.1453(a) in 
accordance with the Aircraft Dispatcher QPS, including supervised 
operating experience, operating familiarization, and proficiency test, 
or
    (2) All missed recurrent training and evaluation and the additional 
requirements for the applicable phase of requalification training in 
accordance with the Aircraft Dispatcher QPS, including all applicable 
proficiency checks or proficiency tests.
    (c) The requalification requirements for phases I and II must be 
completed within 60 days of beginning requalification. Phase III 
requalification must be completed within 120 days.
    (d) To qualify for:
    (1) Phase I requalification. A person may requalify under the phase 
I requalification program if less than 12 months have elapsed since the 
end of the person's base month for recurrent training. The base month 
for recurrent training may be changed.
    (2) Phase II requalification. A person may requalify under the 
phase II requalification program if at least 12 months, but less than 
24 months, have elapsed since the end of the person's base month for 
recurrent training. The base month for recurrent training may be 
changed.
    (3) Phase III requalification. A person may requalify under the 
phase III requalification program if 24 months or more have elapsed 
since the end of the person's base month for recurrent training. The 
base month for recurrent training may be changed.


Sec.  121.1421  Dispatcher instructor and check dispatcher: 
Eligibility, training, and evaluation.

    (a) Dispatcher instructor. No certificate holder conducting 
domestic or flag operations may use any person, nor may any person 
serve, as a dispatcher instructor in a training program established 
under this part unless the person meets one of the following:
    (1) The person must meet the applicable requirements of Sec.  
121.1439 and hold an aircraft dispatcher certificate. The person must 
maintain aircraft dispatcher currency in accordance with the 
certificate holder's approved training program. Within the preceding 12 
months, the person has successfully completed an initial training 
curriculum or a recurrent training curriculum in accordance with Sec.  
121.1457.
    (2) A person who does not meet the requirements of paragraph (a)(1) 
of this section, but who is a subject matter expert with specific 
technical knowledge on a subject may be used to conduct training in the 
subjects specified in the Aircraft Dispatcher QPS.
    (b) Check dispatcher. No certificate holder conducting domestic or 
flag operations may use any person, nor may any person serve, as a 
check dispatcher in a training program established under this subpart 
unless the person meets the following requirements:
    (1) The person meets the applicable requirements of Sec.  121.1439 
and holds an aircraft dispatcher certificate. The person must maintain 
aircraft dispatcher currency in accordance with the certificate 
holder's approved training curriculum.
    (2) The person has performed the duties of an aircraft dispatcher 
for at

[[Page 29430]]

least 8 hours within a 24-hour period in the preceding 90 days.
    (3) Within the preceding 12 months, the person has successfully 
completed the check dispatcher initial curriculum category or check 
dispatcher recurrent curriculum category in accordance with Sec.  
121.1459.
    (4) The person has served at least 3 years in the previous 5 years 
as a dispatcher for the certificate holder for whom the person is to 
perform the duties of a check dispatcher.
    (c) The certificate holder must maintain a current list of all 
dispatcher instructors, subject matter experts, and check dispatchers 
and submit that list to the FAA.


Sec.  121.1423  Dispatch program designee: Eligibility and 
qualification.

    If the certificate holder elects to establish a combined 
certification and initial curriculum category, the FAA may approve one 
or more dispatch program designees to represent the FAA for the purpose 
of issuing aircraft dispatcher certificates.
    (a) To be eligible to become a dispatch program designee and to 
remain qualified to serve as a dispatch program designee, a person must 
meet the following requirements:
    (1) Be an employee of the certificate holder.
    (2) Be a check dispatcher in accordance with Sec.  121.1421 and be 
currently serving as an aircraft dispatcher for the certificate holder.
    (3) Be a designated aircraft dispatcher examiner in accordance with 
Sec.  183.25 of this chapter.
    (4) Conduct a practical test under the observation of the FAA and 
be designated as a dispatch program designee by the FAA. The person 
undergoing the practical test for this purpose must be signed off by 
the FAA aviation safety inspector as the evaluator of record.
    (5) A designee may continue to conduct practical tests if, within 
the preceding 12 months, the designee has done one of the following 
under the observation of the FAA:
    (i) Conducted a practical test.
    (ii) Conducted a proficiency test.
    (iii) Conducted a proficiency check.
    (b) The dispatch program designee is only approved to perform the 
duties of a dispatch program designee for the certificate holder.


Sec.  121.1425  Check dispatcher: Initial cadre.

    (a) Purpose of this section. This section is used to qualify an 
initial cadre of check dispatchers in lieu of the experience and 
recency requirements of Sec. Sec.  121.1417 and 121.1421. A certificate 
holder may use a person as a check dispatcher even though the person 
does not meet the experience or recency requirements of the subpart, if 
the person meets the initial cadre requirements of this section.
    (b) Duration of initial cadre status. The FAA will determine the 
period of initial cadre status, and may terminate initial cadre status 
for the certificate holder or for an individual check dispatcher, if 
necessary. In no case will initial cadre status exceed a period of 24 
months.
    (c) Eligibility for initial cadre status for check dispatcher. To 
be eligible to become an initial cadre check dispatcher for a part 119 
certificate holder, and to continue to serve in that capacity for the 
authorized period, a person must meet all of the following 
requirements:
    (1) Be an employee of the part 119 certificate holder (or 
applicant).
    (2) Have served at least 3 years in the past 5 years as a 
dispatcher for the same aircraft group for which the person is to 
perform duties as an initial cadre check dispatcher.
    (3) Have an aircraft dispatch certificate without restrictions.
    (4) Have successfully completed initial, transition, or differences 
training, as appropriate, as approved by the FAA for the part 119 
certificate holder (or applicant) that is required to serve as an 
aircraft dispatcher.
    (5) Have conducted activities for which the person is to perform 
duties as a check dispatcher under the observation of an FAA aviation 
safety inspector. When an observed activity must be made part of a 
training record, the people undergoing the observed activities must be 
signed off by the FAA aviation safety inspector as the evaluator of 
record.
    (6) Be approved by the FAA for the specific duties to be performed.
    (d) Operating experience for initial cadre check dispatchers.
    (1) An initial cadre check dispatcher may receive credit for his or 
her own operating experience while administering operating experience 
to another initial cadre check dispatcher.
    (2) Initial cadre check dispatchers may obtain operating experience 
only if at least one of the other initial cadre check dispatchers has:
    (i) Experience with the aircraft type on which the person is to 
perform duties as a check dispatcher or has received training for the 
aircraft type in accordance with the QPS.
    (ii) Experience within the type of operation, domestic or flag, in 
which the person is to perform duties as a check dispatcher or has 
received training for the type of operation in accordance with the QPS.
    (e) Persons authorized to administer training and evaluation. As 
approved by the FAA:
    (1) Employees of a part 142 certificate holder, another part 119 
certificate holder, or the aircraft manufacturer may administer the 
training for initial cadre check dispatchers.
    (2) Only a person who holds an aircraft dispatcher certificate 
issued under part 65 who is an employee of the part 119 certificate 
holder, or the FAA, may administer the evaluation for initial cadre 
check dispatchers.
    (3) Check dispatchers who are employees of an existing part 119 
certificate holder that is adding a new aircraft type or operation may 
continue to serve as check dispatchers for the new aircraft type or 
operation during the initial cadre period.

General Training Program Requirements


Sec.  121.1431  Training program: General.

    (a) Each certificate holder must establish and keep current an 
aircraft dispatcher training program. Each curriculum in a training 
program must be current and must be kept current with respect to any 
changes in the certificate holder's policies, operations, and 
requirements of this chapter. Each certificate holder must obtain the 
appropriate initial and final approval of its training program, as 
specified in Sec.  121.1437.
    (b) The aircraft dispatcher training program must address all of 
the following:
    (1) The requirements of this subpart.
    (2) The requirements of the Aircraft Dispatcher QPS.
    (c) Each certificate holder is responsible for ensuring that its 
aircraft dispatchers are adequately trained and that aircraft 
dispatcher training and evaluation is conducted in accordance with the 
certificate holder's approved training program.
    (d) As part of its training program, a certificate holder must 
provide the following, as applicable:
    (1) Curriculums and curriculum category requirements applicable for 
use by the certificate holder as required by this subpart and approved 
by the Administrator.
    (2) A sufficient number of dispatcher instructors, trained and 
qualified in accordance with this subpart, to provide the approved 
training.
    (3) A sufficient number of check dispatchers trained and qualified 
in accordance with this subpart, to complete the applicable evaluation 
of

[[Page 29431]]

knowledge and skills in tasks in accordance with the Aircraft 
Dispatcher QPS.
    (4) Adequate training facilities.
    (5) Appropriate and current training materials, examinations, 
forms, instructions, and procedures for use in conducting the training, 
evaluation, and supervised operating experience required by this part 
with respect to each aircraft type and operation, and if applicable, 
the particular variations within that aircraft type.
    (e) No certificate holder may use a person as an aircraft 
dispatcher unless each dispatcher instructor or check dispatcher who is 
responsible for a curriculum category, under this part has certified in 
a manner approved by the Administrator the proficiency and knowledge of 
the individual being trained or evaluated.
    (1) The certification required by this paragraph (e) must be made a 
part of the aircraft dispatcher's record required by subpart V of this 
part. The record must indicate whether the individual successfully 
completed each of the training and evaluation requirements for the 
specific curriculum listed in this paragraph (e). A proficiency test, 
proficiency check, or practical test is not successfully completed if 
the individual did not successfully complete all required portions of 
the training curriculum before taking the proficiency test, proficiency 
check, or practical test. The certificate holder must report a failure 
of a proficiency test, practical test or proficiency check to the FAA.
    (2) When the record of the certification required by this paragraph 
(e) is made by an entry in a computerized recordkeeping system, the 
dispatcher instructor or check dispatcher making the certification must 
be identified with that entry, and the record must be in a form 
approved by the Administrator.


Sec.  121.1433  Training program: General curriculum requirements by 
aircraft type and operation.

    (a) Each certificate holder must prepare and keep current a 
training curriculum for each aircraft type and operation conducted by 
that certificate holder under this part. The curriculum must be 
available to each aircraft dispatcher required for that aircraft type 
and operation. Each curriculum must include the curriculum categories 
and the ground training required by this subpart and the Aircraft 
Dispatcher QPS.
    (b) Each training program curriculum must provide training and 
evaluation as necessary to ensure that each aircraft dispatcher:
    (1) Has demonstrated proficiency with respect to each aircraft type 
and operation (domestic and flag operations) in which the aircraft 
dispatcher serves.
    (2) Has demonstrated proficiency in the duties and responsibilities 
for the aircraft type and operation that are contained in the manual 
required by Sec.  121.134, as outlined in Sec.  121.136.
    (3) Is trained and knowledgeable as to the current operating 
limitations sections of the applicable FCOM.
    (4) Is trained and knowledgeable on the procedures and performance 
sections of the applicable FCOM.
    (5) Qualifies in new equipment, facilities, procedures, techniques, 
computer applications, and technology required to perform the duties of 
an aircraft dispatcher.
    (6) Understands the nature and effects of safety hazards, weather 
extremes, and the effects of these on operations.
    (7) Has demonstrated, through knowledge and application, Dispatch 
Resource Management (DRM) skills identified in the Aircraft Dispatcher 
QPS.
    (c) Each curriculum category must include the following:
    (1) The areas of instruction with subjects and the tasks required 
by the Aircraft Dispatcher QPS.
    (2) A list of all equipment used by the certificate holder for 
training and evaluation.
    (3) An outline of each curriculum category that includes ground 
training and evaluation by subject matter.
    (4) The approved programmed hours of training that will be applied 
to each required curriculum category.
    (5) Differences that relate to the variations of a particular 
aircraft type to be included in all ground training for purposes of 
training and evaluation, as applicable.
    (6) A copy of each statement issued by the Administrator under 
Sec.  121.1435 for a reduction of baseline programmed hours of training 
and evaluation.
    (7) Letters of authorization from the FAA for dispatch program 
designees, if applicable. A letter of authorization must be made a part 
of the aircraft dispatcher's record required by subpart V of this part.


Sec.  121.1435  Training program: Curriculum programmed hours.

    (a) Each certificate holder's training program submitted for 
initial approval under this subpart must have at least the baseline 
programmed hours specified in the Aircraft Dispatcher QPS. Programmed 
hours include training and evaluation.
    (b) The Administrator will not approve a reduction in the baseline 
programmed hours specified in this subpart during the initial approval 
of training programs. For a training program that has final approval, a 
certificate holder may apply for a reduction of programmed hours based 
on the factors outlined in Sec.  121.1437(g). The Administrator will 
not approve a reduction of programmed hours below the minimum hours in 
the Aircraft Dispatcher QPS.
    (c) When the Administrator approves a reduction in programmed 
hours, the Administrator will provide the certificate holder with a 
statement of the basis for the approval.
    (d) The Administrator will determine the required programmed hours 
for the requalification curriculum category as specified in the 
Aircraft Dispatcher QPS.


Sec.  121.1437  Training program: Approval and amendment process.

    (a) Each training program described in this subpart must be 
approved by the Administrator. To obtain initial or final approval of a 
training program, each certificate holder must provide the 
Administrator the following information in a form acceptable to the 
Administrator:
    (1) An outline of the proposed program, including an outline of the 
proposed curriculum required in Sec.  121.1433 for a preliminary 
evaluation of the proposed program.
    (2) Curriculums and curriculum categories applicable for use by the 
certificate holder as required by this subpart.
    (3) A description of the ground training facilities.
    (4) A synopsis of the materials, examinations, forms, instructions, 
and procedures to be used for the training and evaluation required by 
this subpart with respect to each aircraft type, and if applicable, the 
particular variations within that aircraft type. Upon request, the 
certificate holder must make the items required in this paragraph 
available to the FAA for review
    (5) If training is to be conducted by persons other than the part 
119 certificate holder's employees, a statement that training will be 
provided by persons other than the part 119 certificate holder's 
employees in accordance with Sec.  121.1439.
    (6) The continuous analysis process established in accordance with 
Sec.  121.1441.
    (7) Academic training hours must be in a classroom provided by the 
certificate holder unless otherwise approved by the Administrator. 
Proposals for a training environment other than a classroom provided by 
the

[[Page 29432]]

certificate holder must be accompanied by a plan for assessing the 
knowledge and cognitive skill requirements to be supported by the 
proposed alternative environment, and for providing the testing of each 
student to ensure the knowledge and skill requirements are met.
    (8) Additional relevant information required by the Administrator.
    (b) To request a revision to an approved training program, each 
certificate holder must provide the Administrator the relevant 
information in paragraph (a) of this section that has not already been 
provided to the Administrator.
    (c) If the proposed training program or proposed revision complies 
with this subpart, the Administrator grants initial approval in 
writing, after which the certificate holder may conduct the training 
and evaluation in accordance with that program. The Administrator then 
evaluates the effectiveness of the initially approved training program 
and advises the certificate holder of any deficiencies that must be 
corrected.
    (d) A revision to an approved training program may be proposed as a 
special curriculum category that reflects changes to the certificate 
holder's operation, or as a differences curriculum category that 
reflects differences in configuration within an aircraft type.
    (1) The proposed special curriculum category will include training 
and evaluation. This training and evaluation will be initially approved 
and evaluated. Upon satisfactory evaluation, the special curriculum 
category will receive final approval and be integrated into the 
existing curriculum categories, if appropriate. If integrated, it will 
no longer be called a special curriculum category, but will be part of 
the approved training program. The Principal Operations Inspector will 
determine if the number of submitted programmed hours is sufficient.
    (2) The proposed differences curriculum category will include 
training and evaluation. This training and evaluation will be initially 
approved, evaluated, and upon satisfactory evaluation, added to the 
previously approved differences curriculum category. The Principal 
Operations Inspector will determine if the number of submitted 
programmed hours is sufficient.
    (e) The Administrator grants final approval of a training program 
if the certificate holder shows that the training and evaluation 
conducted under the initial approval obtained under paragraph (b) of 
this section ensures that each person who completes the training and 
evaluation is adequately trained to perform his or her assigned duties.
    (f) The Administrator may require revisions to an approved training 
program anytime the FAA finds that revisions are necessary in the 
interest of safety or security. If the Administrator finds that 
revisions are necessary for the continued adequacy of a training 
program that has been granted initial or final approval, the 
certificate holder must, after notification by the Administrator, make 
all changes in the program that the Administrator finds necessary.
    (1) Within 30 days after the certificate holder receives a notice 
to revise the program, it may file a petition with the Director of 
Flight Standards to reconsider the notice. The filing of a petition to 
reconsider stays the notice pending a decision by the Director of 
Flight Standards.
    (2) If the Administrator finds that there is an emergency that 
requires immediate action in the interest of safety or security, the 
Administrator may, upon a statement of the reasons, require a change 
effective without stay.
    (g) The Administrator considers the following factors in approving 
revisions or requiring revisions to a training program:
    (1) The pass and fail rate in the curriculum under consideration.
    (2) The quality and effectiveness of the teaching-learning process 
(e.g., quality of instructors, training equipment, methods, and 
procedures listed in the certificate holder's curriculum required by 
Sec.  121.1433).
    (3) The experience levels of the student population.
    (4) The experience levels of the instructors and check persons.
    (5) The type and scope of operations conducted by the certificate 
holder.
    (6) The complexity of make, model, and series of aircraft used.


Sec.  121.1439  Training program: Individuals administering training or 
evaluation, and unauthorized use of equipment and facilities in 
training programs.

    (a) No certificate holder may use a person to administer, nor may 
any person administer, training or evaluation, except:
    (1) In accordance with this section; or
    (2) If applicable, as provided in the initial cadre requirements of 
Sec.  121.1425.
    (b) Persons who administer academic or job performance training and 
evaluation must be knowledgeable about the certificate holder's 
facilities, equipment, and procedures, as appropriate.
    (c) Persons who administer training or evaluation must use only the 
equipment and the facilities that are specifically approved for the 
certificate holder's training program.
    (d) Training and evaluation is not successfully completed, even if 
the individual successfully completed the activity, when the 
certificate holder does one of the following:
    (1) Uses facilities, equipment, and materials that are not 
specifically approved for that activity as part of the certificate 
holder's approved training program.
    (2) Uses persons who are not authorized to administer the activity 
as specified in the Aircraft Dispatcher QPS, or who do not meet the 
requirements of this subpart.


Sec.  121.1441  Training program: Continuous analysis process.

    Each certificate holder must establish and maintain a process for 
the continuous analysis of the performance and effectiveness of its 
training program and operation that will allow the certificate holder 
the ability to recognize where improvements are needed. This process 
must:
    (a) Incorporate procedures to ensure that the training program and 
the standards of qualification for each duty position are documented 
and provide a means for updating as changes are required;
    (b) Provide for the review of training program content, 
application, and results, including aircraft dispatcher performance on 
proficiency tests, for each aircraft type and operation; and
    (c) Continually measure and monitor the outcome of the training 
program and operation in terms of the aircraft dispatcher's performance 
and qualification, and provide a means to identify and correct 
deficiencies in the aircraft dispatcher's performance and qualification 
and in the training program and operation. Procedures must include 
correction of deficiencies.

Curriculum Category Requirements


Sec.  121.1451  Curriculum category requirements: Standards used in 
aircraft dispatcher training.

    (a) The certificate holder must include in the training categories 
the subjects, tasks, and standards set forth in the Aircraft Dispatcher 
QPS.
    (b) The QPS requirements for aircraft dispatcher training and 
evaluation include all of the following:
    (1) The subjects and areas of instruction listed in the Aircraft 
Dispatcher QPS for initial, combined certification and initial, 
recurrent, transition, differences, and requalification training.

[[Page 29433]]

    (2) The Dispatch Resource Management (DRM) skills listed in the 
Aircraft Dispatcher QPS.
    (3) The requirements for administering specific evaluations.
    (4) The requirements and performance standards for each task and 
environment.


Sec.  121.1453  Curriculum category requirements: Aircraft dispatcher 
initial, combined certification and initial, and transition training.

    (a) Initial and transition training for aircraft dispatchers must 
include all of the following:
    (1) Training and evaluation in the subjects listed in the Aircraft 
Dispatcher QPS.
    (2) Successful completion of a proficiency test in accordance with 
the Aircraft Dispatcher QPS for each aircraft type and operation, and 
the particular variations within the aircraft type.
    (b) Combined certification and initial training must include all of 
the following:
    (1) Training and evaluation in the subjects listed in the Aircraft 
Dispatcher QPS.
    (2) Successful completion of a practical test and proficiency test 
in accordance with the Aircraft Dispatcher QPS for each aircraft type 
and operation, and the particular variations within the aircraft type. 
The FAA or dispatch program designee must administer the practical 
test.


Sec.  121.1455  Curriculum category requirements: Aircraft dispatcher 
recurrent training.

    Recurrent training for aircraft dispatchers must be completed 
within the eligibility period set forth in Sec.  121.1413(a) and must 
include all of the following:
    (a) Instruction in the subjects specified in the Aircraft 
Dispatcher QPS.
    (b) An academic evaluation of the aircraft dispatcher's knowledge 
with respect to the aircraft type and operation involved.
    (c) Successful completion of a proficiency check in accordance with 
the Aircraft Dispatcher QPS for each aircraft type and operation, and 
the particular variations within the aircraft type.


Sec.  121.1457  Curriculum category requirements: Dispatcher instructor 
initial and recurrent training.

    (a) Initial training. Initial training for a dispatcher instructor 
must consist of a 4-hour block of instruction that includes the 
following subjects:
    (1) Aircraft dispatcher instructor duties, functions, and 
responsibilities.
    (2) Appropriate provisions of the regulations of this chapter and 
the certificate holder's policies and procedures.
    (3) Appropriate methods, procedures, and techniques for conducting 
aircraft dispatcher instruction.
    (4) Evaluation of student performance, including recognition of the 
following:
    (i) Improper and insufficient training; and
    (ii) Personal characteristics of a student that could adversely 
affect safety.
    (5) Corrective action in the case of unsatisfactory training 
progress.
    (6) Approved methods, procedures, and limitations for performing 
the required normal, abnormal, and emergency procedures in the dispatch 
facility.
    (7) Principles of the teaching-learning process.
    (8) Teaching methods and procedures.
    (9) Instructor-student relationship.
    (b) Recurrent training. Recurrent training for a dispatcher 
instructor must consist of a 2-hour block of instruction every 12 
months that includes the following:
    (1) Subjects required in paragraph (a) of this section.
    (2) Instructional and evaluation methods and techniques.
    (3) Changes in aircraft dispatcher qualification curriculums.
    (4) Continuous analysis process review based on the factors 
addressed in Sec.  121.1441.


Sec.  121.1459  Curriculum category requirements: Check dispatcher 
initial and recurrent training.

    (a) Initial training. Initial training for a check dispatcher must 
consist of a 4-hour block of instruction that includes the following 
subjects:
    (1) Check dispatcher duties, functions, and responsibilities.
    (2) Appropriate provisions of the regulations of this chapter and 
the certificate holder's policies and procedures.
    (3) Appropriate methods, procedures, and techniques for conducting 
the required tests and checks.
    (4) Evaluation of student performance, including recognition of the 
following:
    (i) Improper and insufficient training; and
    (ii) Personal characteristics of a student that could adversely 
affect safety.
    (5) Corrective action in the case of unsatisfactory evaluations.
    (6) Approved methods, procedures, and limitations for performing 
the required normal, abnormal, and emergency procedures in the dispatch 
facility.
    (b) Recurrent training. Recurrent training for a check dispatcher 
must consist of a 2-hour block of instruction every 12 months that 
includes the following:
    (1) Subjects required in paragraph (a) of this section.
    (2) Instructional and evaluation methods and techniques.
    (3) Changes in aircraft dispatcher qualification curriculums.
    (4) Continuous analysis process review based on the factors 
addressed in Sec.  121.1441.

Other Training Requirements


Sec.  121.1471  Differences training and evaluation.

    Each aircraft dispatcher training program must provide differences 
training if the Administrator finds that, due to differences between 
aircraft of the same type operated by the certificate holder, 
additional training is necessary to ensure that each aircraft 
dispatcher is adequately trained to perform the assigned duties. The 
Administrator will determine the number of additional training hours 
and subjects necessary for the aircraft type and operation.


Sec.  121.1473  [Reserved]

Training Requirements for Ground Operations and Management Personnel


Sec.  121.1475  Training requirements.

    A certificate holder must provide training on the safety-related 
duties and responsbilities for all ground operations and management 
personnel as established in the certificate holder's manual under Sec.  
121.134 and Sec.  121.136.
    42. Add appendix Q to part 121 to read as follows:

Appendix Q to Part 121--Pilot, Qualification Performance Standards A 
Crew Resource Management (CRM) Administration.

    The pilot must demonstrate knowledge and skills in the technical 
and CRM competencies for each particular task.
    1. Certain CRM-related procedures must be associated with flight 
tasks and their related pilot performance requirements. These 
procedures must be evaluated during job performance training 
programs.
    2. In addition to the CRM-related procedures, situational 
awareness must be evaluated as an integral part of each flight task 
and environment. A task is not completed unless the evaluator has 
determined that the pilot has demonstrated knowledge and skills in 
the technical and CRM competencies.
    3. Additionally, the following CRM behaviors are required 
knowledge to be taught and tested during academic training:

(a) Task: Authority of the Pilot In Command

[[Page 29434]]

    (1) The Captain's authority, including responsibility for the 
safety of flight in routine and emergency conditions
    (2) Leadership and command
    (3) Chain of command and importance of chain of command
(b) Task: Communication Processes and Decisions
    (1) Briefing
    (2) Inquiry, advocacy, and assertiveness
    (3) Self-critique:
    (i) Know and respect own limitations
    (ii) Know and respect limitations of the aircraft
    (4) Communication with appropriate personnel
    (5) Decisionmaking, including the following:
    (i) Recognize problem/opportunity
    (ii) Analyze situation
    (iii) Consider goals
    (iv) Identify alternatives
    (v) Consider consequences
    (vi) Select the alternative
    (vii) Act on the decision
    (viii) Accept responsibility
    (ix) Evaluate results
    (6) Threat and Error Management:
    (i) Where threats are events that:
    (A) Occur outside the influence of the flight crew (i.e., not 
caused by the crew)
    (B) Increase the operational complexity of a flight; and/or
    (C) Require crew attention and management
    (ii) Where errors are occurrences that:
    (A) Lead to a deviation from crew or organizational intentions 
or expectations
    (B) Reduce safety margins and
    (C) Increase the probability of adverse operational events on 
the ground or during flight
(c) Task: Building and Maintenance of a Flight Team
    (1) Leading and following, including the importance of 
crewmembers functioning as a team
    (2) Use of interpersonal skills and leadership styles in a way 
that fosters crew effectiveness
    (3) Significance of cultural differences
(d) Task: Workload Management and Situational Awareness
    (1) Preparation and planning
    (2) Vigilance
    (3) Workload distribution
    (4) Distraction avoidance
(e) Task: Communication and Coordination
    (1) Flight deck and cabin chimes and interphone signals for 
routine situations
    (2) Flight attendant notification to flight crew that aircraft 
is ready for movement on the surface
    (3) Flight crew notification to flight attendant to be seated 
prior to take-off
    (4) Flight attendant recognition of critical phases of flight
    (5) Crewmember coordination and notification regarding access to 
flight deck
    (6) Notification to flight attendants of turbulent air 
conditions
    (7) Notification between flight crew and flight attendants of 
emergency or unusual situations
    (8) Notification between flight crew and flight attendants of 
inoperative equipment that is pertinent to flight attendant duties 
and responsibilities
    (9) Normal and emergency communication procedures to be used in 
the event of inoperative communication equipment
(f) Task: Crewmember Briefing
    (1) Crewmember responsibilities regarding briefings
    (2) Flight crew briefing
    (3) Flight crew to flight attendant(s) briefings
    (4) Flight attendant to flight attendant(s) briefings
    (5) Required information
    (6) Security procedures
    (7) Communication procedures
    (8) Emergency procedures
    (9) MELs affecting flight operations and cabin safety equipment 
and procedures
    (10) Flight information
(g) Task: Communication and Coordination During a Passenger 
Interference Situation
    (1) Certificate holder's written program regarding the handling 
of passenger interference, including crewmember communication and 
coordination
    (2) Techniques for diffusing a passenger interference situation
    (3) Importance of crewmembers and other employees working as a 
team
    (4) Role of management and crewmember in follow-up
    (5) Actions to report an occurrence of passenger interference
(h) Task: Communication and Coordination During an Emergency 
Situation
    (1) Actions for each emergency situation
    (2) Importance of notification and who must be notified
    (3) Alternate actions if unable to notify
    (4) Communication during preparation for a planned emergency 
evacuation, including the time available, type of emergency, signal 
to brace, and special instructions

Attachment 1 of Appendix Q to Part 121

Programmed Hour Requirements for New Hire, Initial, Transition, 
Conversion, Upgrade, Differences, Requalification, Recurrent, and 
Special Curriculum Categories (see Sec. Sec.  121.1205; 121.1239; 
121.1331; 121.1333; 121.1335; 121.1337; 121.1367; and 121.1215)

    A. Programmed Hour Requirements: Pilots (PIC and SIC). (see 
Sec. Sec.  121.1205; 121.1331; 121.1333; 121.1335)
    1. Baseline and Minimum Programmed Hours. Table 1A sets out the 
baseline and minimum programmed hours for each curriculum category. 
The FAA may approve a reduction in the baseline programmed hours if 
the certificate holder demonstrates that the reduction is warranted. 
However, reduction below the minimum authorized programmed hours 
will require concurrence from FAA Headquarters. Individual 
flightcrew members are not required to complete the programmed hours 
described in this attachment. Refer to Sec.  121.1221(f).
    2. Required hours for differences and special training. The 
hours established for differences and special training are in 
addition to the previously approved programmed hours for the 
approved training program. For differences training (Sec.  
121.1215), the hours remain in the differences curriculum category. 
For special training (Sec.  121.1337(c)), the certificate holder 
integrates the training into the existing categories in Table 1A. 
Therefore, there are no programmed hours in Table 1A for differences 
and special training.

                                Table 1A--Programmed Hours: Pilots (PIC and SIC)
----------------------------------------------------------------------------------------------------------------
                                                               TRAINING AND EVALUATION *
                                      --------------------------------------------------------------------------
                                               ACADEMIC                          JOB PERFORMANCE
        CURRICULUM CATEGORIES         --------------------------------------------------------------------------
                                                                                           Emergency equipment
                                         Ground training and      Flight training and           drills and
                                              evaluation               evaluation             demonstrations
----------------------------------------------------------------------------------------------------------------
NEW HIRE.............................  Baseline 24............  .......................  Baseline 4.
                                                                N/A....................
                                       Minimum 20.............                           Minimum 4.
INITIAL..............................  Baseline 116...........  Baseline 36............  Baseline 8.
                                       Minimum 80.............  Minimum 36.............  Minimum 8.
CONVERSION...........................  Baseline 68............  Baseline 20............  Baseline 4.
                                       Minimum * 52...........  Minimum 20.............  Minimum 4.
TRANSITION...........................  Baseline 92............  Baseline 24............  Baseline 4.
                                       Minimum 62.............  Minimum 24.............  Minimum 4.
UPGRADE..............................  Baseline 68............  Baseline 20............  Baseline 4.
                                       Minimum ** 52..........  Minimum 20.............  Minimum 4.

[[Page 29435]]

 
RECURRENT............................  Baseline 18............  Baseline 6.............  Baseline 8
                                       (each 9-month Recurrent  (each 9-month Recurrent  (each 36-month period).
                                        training period).        training period).
                                       Minimum 14.............  Minimum 6..............  Minimum 8.
REQUALIFICATION Phase I..............  Baseline 18............  Baseline 6.............  Baseline 8.
                                       Minimum 12.............  Minimum 6..............  Minimum 8.
REQUALIFICATION Phase II.............  Baseline 68............  Baseline 20............  Baseline 4.
                                       Minimum ** 52..........  Minimum 20.............  Minimum 4.
REQUALIFICATION Phase III............  Baseline 92............  Baseline 24............  Baseline 4.
                                       Minimum 62.............  Minimum 24.............  Minimum 4.
DIFFERENCES..........................  Determined by FAA......  Determined by FAA......  Determined by FAA.
SPECIAL..............................  Developed by             Developed by             Determined by FAA.
                                        Certificate Holder,      Certificate Holder,
                                        Approved by the FAA.     Approved by the FAA.
----------------------------------------------------------------------------------------------------------------
* Special authorizations for flightcrew members previously qualified in the same crewmember duty position in the
  same aircraft type for another certificate holder conducting operations under this part within the preceding 9
  months.
** Special authorizations for flightcrew members having qualified and served as SIC or flight engineer for that
  certificate holder within the preceding 9 months.
Note: If authorized by the FAA, programmed hours may be adjusted for related aircraft (see Sec.   121.1205).

Attachment 2 of Appendix Q to Part 121

Academic Training and Evaluation Requirements--Subjects and Tests--for 
New Hire, Initial Transition, Conversion, Upgrade, Requalification, 
Recurrent, Differences, and Special Training Categories

    A. Required Academic Training and Evaluation Subjects by 
Curriculum Category. (see Sec. Sec.  121.1221; 121.1223; 121.1225; 
121.1227; 121.1229; 121.1333; 121.1335; 121.1341; 121.1343; 
121.1361; 121.1363; 121.1365; 121.1367; 121.1377; 121.1381; and 
121.1215)
    The FAA may allow distance learning for academic subjects in 
each area of instruction unless otherwise indicated.

                                          Table 2A--Required Academic Training Subjects by Category of Training
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                                            Recurrent
                                                                      Initial and                      Conversion and                    (includes phase
  Area of instruction--individual subject(s) \1\       New hire        phase III        Transition        phase II         Upgrade,             I
                                                                    requalification                   requalification                   requalification)
--------------------------------------------------------------------------------------------------------------------------------------------------------
(a) General Subjects:
    (1) Duties and responsibilities of flightcrew               X   ...............  ...............  ...............  ...............  ................
     members.....................................
    (2) Appropriate requirements of the Federal    ...............               X                X                X                X                18
     Aviation Regulations........................
    (3) General relationship of FAA to the                      X   ...............  ...............  ...............  ...............  ................
     certificate holder..........................
    (4) General overview of the contents of the                 X   ...............  ...............  ...............  ...............  ................
     certificate holder's Operating Certificate
     and Operations Specifications...............
    (5) Meteorology to ensure a practical                       X   ...............  ...............  ...............  ...............  ................
     knowledge of weather phenomena, including
     the principles of frontal systems, icing,
     fog, thunderstorms, and high altitude
     weather situations. Recognizing and avoiding
     severe weather situations and other hazards.
    (6) Air traffic control systems, airspace,                  X   ...............  ...............  ...............  ...............  ................
     procedures, and phraseology.................
    (7) Navigation and the use of navigation       ...............               X                X                X                X                18
     aids, including instrument approach
     procedures including how to use the
     information available on approach charts and
     maps and on airport diagrams................

[[Page 29436]]

 
    (8) Development of and operating in the                     X   ...............  ...............  ...............  ...............  ................
     National Airspace System....................
    (9) General Concepts of TCAS Operation.......  ...............               X                X                X                X                18
        (i) The meaning of Traffic Alerts (TAs),
        (ii) The meaning of preventive Resolution
         Advisories (RAs),
        (iii) The meaning of corrective RAs. TCAS
         equipment components controls, displays,
         audio alerts, and annunciations;
         interfaces and compatibility with other
         aircraft systems; TCAS surveillance
         range versus display range; altitude
         ceiling operators; when an intruder will
         not be displayed; and TCAS performance
         on the ground.
    (10) High Altitude Physiology--Operations                   X   ...............  ...............  ...............  ...............  ................
     above 10,000 ft.--Aircraft Decompression;
     Causes and Recognition of cabin pressure
     loss; Physiological Effects and time of
     useful consciousness; Immediate Actions;
     Altitude and Flight Level requiring the
     wearing of oxygen masks.....................
    (11) Mechanical and Incident Reporting                      X   ...............  ...............  ...............  ...............  ................
     Procedures..................................
    (12) Voluntary Safety Program and                           X   ...............  ...............  ...............  ...............  ................
     Participation, including ASAP, FOQA, LOSA,
     and other government and industry accident
     prevention programs.........................
    (13) Normal and emergency communications.....               X                X                X                X                X                18
    (14) General content, control, and                          X   ...............  ...............  ...............  ...............  ................
     maintenance of applicable portions of the
     certificate holder's operating manual,
     including the Flightcrew Member Operating
     Manual (FCOM). Relationship of FCOM to the
     Airplane Flight Manual......................
    (15) Dispatch and flight release procedures.                X                X   ...............             X *                X   ................
     Flight planning as applicable...............
(b) Crew Resource Management (CRM):
    (1) Task: Authority of the Pilot In Command..               X                X   ...............  ...............               X                18
        (i) The Captain's Authority, including
         responsibility for the safety of flight
         in routine and emergency conditions.
        (ii) Leadership and command.
        (iii) Chain of command and importance of
         chain of command.
    (2) Task: Communication Processes and                       X                X   ...............  ...............               X                18
     Decisions...................................
        (i) Briefing.
        (ii) Inquiry, advocacy, and
         assertiveness.
        (iii) Self[dash]critique.
        (iv) Communication with available
         personnel.

[[Page 29437]]

 
        (v) Decisionmaking.
        (vi) Conflict resolution.
    (3) Task: Building and Maintenance of a                     X                X   ...............  ...............               X                18
     Flight Team.................................
        (i) Leading and following, including the
         importance of crewmembers functioning as
         a team.
        (ii) Use of interpersonal skills and
         leadership styles in a way that fosters
         crew effectiveness.
        (iii) Significance of cultural
         differences.
    (4) Task: Workload Management and Situational               X                X   ...............  ...............               X                18
     Awareness...................................
        (i) Preparation and planning.
        (ii) Vigilance.
        (iii) Workload distribution.
        (iv) Distraction avoidance.
    (5) Task: Communication and Coordination.....               X                X   ...............  ...............               X                18
        (i) Flight deck and cabin chimes and
         interphone signals for routine
         situations.
        (ii) Flight attendant notification to
         flight crew that aircraft is ready for
         movement on the surface.
        (iii) Flight crew notification to flight
         attendant to be seated prior to take-
         off.
        (iv) Flight attendant recognition of
         critical phases of flight.
        (v) Crewmember coordination and
         notification regarding access to flight
         deck.
        (vi) Notification to flight attendants of
         turbulent air conditions.
        (vii) Notification between flight crew
         and flight attendants of emergency or
         unusual situations.
        (viii) Notification between flight crew
         and flight attendants of inoperative
         equipment that is pertinent to flight
         attendant duties and responsibilities.
        (ix) Normal and emergency communication
         procedures to be used in the event of
         inoperative communication equipment.
    (6) Task: Crewmember Briefing................               X                X   ...............  ...............               X                18
        (i) Crewmember responsibilities regarding
         briefings.
        (ii) Flight crew briefing.
        (iii) Flight crew to flight attendant(s)
         briefings.
        (iv) Flight attendant to flight
         attendant(s) briefings.
        (v) Required information.
        (vi) Security procedures.
        (vii) Communication procedures.
        (viii) Emergency procedures.

[[Page 29438]]

 
        (ix) MELs affecting flight operations and
         cabin safety equipment and procedures.
        (x) Flight information.
    (7) Task: Communication and Coordination                    X                X   ...............  ...............               X                18
     During a Passenger Interference Situation...
        (i) Certificate holder's written program
         regarding the handling of passenger
         interference, including crewmember
         communication and coordination.
        (ii) Techniques for diffusing a passenger
         interference situation.
        (iii) Importance of crewmembers and other
         employees working as a team.
        (iv) Role of management and crewmember in
         follow-up.
        (v) Actions to report an occurrence of
         passenger interference.
    (8) Task: Communication and Coordination                    X                X   ...............  ...............               X                18
     During an Emergency Situation...............
        (i) Actions for each emergency situation.
        (ii) Importance of notification and who
         must be notified.
        (iii) Alternate actions if unable to
         notify.
        (iv) Communication during preparation for
         a planned emergency evacuation,
         including the time available, type of
         emergency, signal to brace, and special
         instructions.
(c) Aircraft Type Specific:
    (1) Contents of the certificate holder's       ...............               X                X                X                X                18
     operating manual, including the FCOM. Use of
     any FCOM-based quick reference handbook
     (QRH).......................................
    (2) Operating limitations....................  ...............               X                X                X                X                18
    (3) Coordination, communication, and           ...............               X                X                X            X \2\            18 \2\
     methodology for the performance of each
     normal, abnormal, and emergency procedure
     contained in the FCOM.......................
    (4) Aircraft systems as described in the FCOM  ...............               X                X                X                X                18
    (5) Instrument procedures and low visibility   ...............               X                X                X                X                18
     operations..................................
    (6) Aircraft performance determinations and    ...............               X                X                X                X                18
     flight planning for all phases of flight,
     including takeoff and landing requirements
     considering aircraft, crew, airport, and
     weather requirements for takeoff, departure,
     and landing.................................
    (7) Operations Specifications authorizations   ...............               X                X                X                X                18
     and limitations.............................
    (8) MMEL, MEL, CDL...........................  ...............               X                X                X                X                18
    (9) Emergency communications with passengers                X                X                X                X                X                18
     and other crewmembers.......................

[[Page 29439]]

 
    (10) Storage of and how to administer                       X   ...............  ...............               X   ...............               18
     medicinal oxygen............................
    (11) The certificate holder's policy and FCOM  ...............               X                X                X                X                18
     procedures on the use of command and control
     automation and criteria for selecting and
     deselecting appropriate levels of automation
     (including manual control of flight) must be
     included in the lateral and vertical modes
     of takeoff, approach, and landing...........
(d) Special Hazards:
    (1) Preventing controlled flight into terrain  ...............               X                X                X                X                18
     (CFIT) and approach and landing accidents...
    (2) Recovery from loss of control due to       ...............               X                X                X                X                18
     airplane design, airplane malfunction, human
     performance, and atmospheric conditions.....
    (3) Low altitude windshear...................  ...............               X                X                X                X                 9
        (i) Recognition and avoidance.
        (ii) Recovery from inadvertent encounter.
    (4) Takeoff safety: Decisionmaking and high    ...............               X                X                X                X                18
     speed aborts, including propulsion system
     malfunction analysis, causes, symptoms,
     recognition, and the effects on aircraft
     performance and handling....................
    (5) Airport surface movement safety and        ...............               X                X                X                X                18
     runway incursion prevention.................
    (6) Hazards of operating in or near            ...............               X                X   ...............  ...............  ................
     thunderstorms, turbulent air, icing, hail,
     volcanic ash, and other potentially
     hazardous conditions........................
    (7) Land and hold short operations (LAHSO)...  ...............               X                X                X                X                 9
    (8) Ground anti-icing and deicing............  ...............               X                X                X                X                18
    (9) Ice accumulation in flight...............  ...............               X                X                X                X                18
    (10) Recognition and recovery from stall in    ...............               X                X                X                X                 9
     clean configuration, takeoff and maneuvering
     configuration, and landing configuration....
    (11) Upset recognition and recovery..........  ...............               X                X                X                X                 9
(e) Special Operations Areas:
    (1) Close simultaneous parallel precision      ...............               X                X                X                X                18
     approach operations with Precision Radar
     Monitor (PRM)...............................
    (2) Special routes, areas and airports.......  ...............               X                X                X                X                18
(f) International Operations:
    (1) Area and route characteristics...........               X                X                X                X                X                18
    (2) Flight planning, charts, course plotting,               X                X                X                X                X                18
     and tables..................................
    (3) Class II Navigation......................               X                X                X                X                X                18
    (4) Communications...........................               X                X                X                X                X                18
    (5) ETOPS or EROS, as applicable.............               X                X                X                X                X                18
    (6) International rules and regulations......               X                X                X                X                X                18
    (7) Abnormal Operations......................               X                X                X                X                X                18
(g) Emergency Equipment Training:
    (1) Emergency communications with passengers                X                X                X                X                X                18
     and other crewmembers.......................
    (2) Crewmember-specific roles in dealing with               X   ...............  ...............  ...............  ...............                9
     crewmember and passenger injury and illness,
     and disruptive passengers...................

[[Page 29440]]

 
    (3) Location and familiarization of contents   ...............               X                X                X   ...............                9
     for first aid and medical kits..............
    (4) Location and use of defibrillator........  ...............               X                X                X   ...............  ................
    (5) Certificate holder's blood-borne pathogen               X   ...............  ...............  ...............  ...............                9
     awareness program...........................
    (6) Location and use of emergency exits......  ...............               X                X                X   ...............               18
    (7) Location and use of emergency equipment.   ...............               X                X                X   ...............               18
     Equipment must include:.....................
        (i) For over water operations: life        ...............               X                X                X   ...............               18
         preservers, flotation seat cushions,
         life rafts, slides, and slide rafts.....
        (ii) For ground or water evacuation:       ...............               X                X                X   ...............               18
         escape ropes, megaphones, flashlight,
         emergency lighting, emergency locator
         transmitters, first aid kit, slides,
         slide rafts, fire extinguishers (each
         type used), smoke and fume protection
         (such as PBE and smoke goggles),
         megaphones, oxygen (portable, passenger
         oxygen system, flight crew masks),
         supplemental (flight deck key,
         demonstration equipment, smoke
         detectors, trash containers, seat belt
         extensions).............................
    (8) Fires-in flight and on the ground.         ...............  ...............  ...............  ...............  ...............  ................
        (i) Procedures and strategies for fire     ...............               X                X   ...............  ...............  ................
         prevention..............................
        (ii) Classes of fires and correct methods  ...............               X   ...............  ...............  ...............  ................
         of extinguishing each...................
        (iii) Flight attendant role in exterior,   ...............               X                X                X   ...............               18
         APU, jetway, and ramp fire..............
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ If authorized by the FAA, subjects may be adjusted for related aircraft (see Sec.  Sec.   121.1205, 121.1215).
\2\ All abnormal and emergency procedures are required. Only selected normal procedures are required.
``X'' indicates the subject must be included in the category of training.
``9'' indicates the subject must be trained every 9 months.
``18'' indicates that the subject must be trained every 18 months.
* (Conversion Only).

    B. Academic Evaluation. (see Sec. Sec.  121.1341 and 121.1343)
    1. Knowledge and understanding of each subject within each area 
of instruction must be evaluated by written, oral, or electronic 
based testing at the end of academic training, and must provide for 
the following:
    (a) A score of 80% or better on each instructional area is 
required to be satisfactory
    (b) A minimum of 5 questions must be developed for each subject
    (c) Two questions for each subject must be randomly selected for 
each test
    (d) The test must be corrected to 100%
    (e) Correction of missed questions must include a discussion or 
review of which answer is correct and why, and why the person's 
original answer was incorrect
    (f) Reevaluation is required for each instructional area in 
which a score of 80% or better is not achieved
    2. The following standards are for evaluating the pilot 
performance in limitation, systems, and performance and loading 
subjects.
    (a) Limitations--The pilot must know all of the limitations 
appropriate to the aircraft with respect to:
    (1) Systems and components
    (2) Performance
    (b) Systems--The pilot must understand and be knowledgeable 
about the following subjects (systems and components) and be able to 
explain their operation as described in the FCOM and their 
applicability, as appropriate, to the Minimum Equipment List (MEL), 
Configuration Deviation List (CDL), and the operations 
specifications:
    (1) Landing gear: including, as appropriate, extension and 
retraction system(s), indicators, brakes, anti-skid, tires, nose-
wheel steering, and shock absorbers
    (2) Engine(s) and Auxiliary Power System(s): including controls 
and indications, induction system, carburetor and fuel injection, 
turbo-charging, cooling, fire detection and protection, mounting 
points, turbine wheels, compressors, deicing, anti-icing, and other 
related components
    (3) Propellers (if appropriate): including type, controls, 
feathering and unfeathering, auto feather, negative torque sensing, 
synchronizing, and synchro-phasing
    (4) Fuel system: including capacity, drains, pumps, controls, 
indicators, cross-feeding, transferring, jettison, fuel grade, color 
and additives, fueling and de-fueling procedures, and allowable fuel 
substitutions, if applicable

[[Page 29441]]

    (5) Oil system: including capacity, grade, quantities, and 
indicators
    (6) Hydraulic system: including capacity pumps, pressure, 
reservoirs, grade, and regulators
    (7) Electrical system: including alternators, generators, 
battery, circuit breakers and protection devices, controls, 
indicators, and external and auxiliary power sources and ratings
    (8) Environmental systems: including heating, cooling, 
ventilation, oxygen and pressurization, controls, indicators, and 
regulating devices
    (9) Avionics and communications: including autopilot; flight 
director; Electronic Flight Indicating Systems (EFIS); Flight 
Management System(s) (FMS); navigation systems and components 
(LORAN; Doppler Radar; Inertial Navigation Systems; Global 
Positioning System such as GPS/DGPS/WGPS; VOR; NDB; ILS/MLS; RNAV); 
indicating devices; transponder; emergency locator transmitter; 
electronic flight bags; Aircraft Communications Addressing and 
Reporting System (ACARS), and others, as may be appropriate
    (10) Ice protection (anti-ice and de-ice): including pitot-
static system, propeller (if appropriate), windshield, wing and tail 
surfaces
    (11) Crewmember and passenger emergency equipment and 
procedures: including oxygen system, survival gear, emergency exits, 
evacuation procedures with crew duties, and quick donning oxygen 
mask for crewmembers and passengers
    (12) Flight controls: including ailerons, elevator(s), 
rudder(s), control tabs, balance tabs, stabilizer, flaps, spoilers, 
leading edge flaps and slats, and trim systems
    (13) Flightdeck automation: including the certificate holder's 
written automation policy and written operating procedures for 
selecting and deselecting appropriate levels of automation. This 
must include the certificate holder's policy for conducting CAT II 
and CAT III approaches when authorized
    (14) Pneumatic system
    (15) Other systems as may be contained in the FAA-approved 
Airplane Flight Manual
    (c) Performance and loading--The pilot must understand and be 
proficient in the use of the Certificate Holder's performance 
charts, tables, graphs, and other data relating to the following 
areas:
    (1) Accelerate--stop distance
    (2) Accelerate--go distance
    (3) Balanced field
    (4) Takeoff performance, all engines and with engine(s) 
inoperative, as appropriate.
    (5) Climb performance including segmented climb performance; 
with all engines operating; with one or more engines inoperative; 
and with other engine malfunctions as appropriate
    (6) Service ceiling, all engines, with engines(s) inoperative, 
including drift down, if appropriate
    (7) Cruise performance
    (8) Fuel consumption, range, and endurance
    (9) Descent performance
    (10) Go-around from rejected landings
    (11) The effects of meteorological conditions on performance 
characteristics with correct application of these factors to a 
specific chart, table, graph or other performance data
    (12) How to determine longitudinal and lateral center-of-gravity 
location for a specific load condition, including how to add, 
remove, or shift weight to meet longitudinal (forward and aft), and 
lateral balance limits for takeoff, cruise, and landing
    (13) Planning and application of operational factors affecting 
aircraft performance such as high altitude airports, cluttered and 
contaminated runways, ground and in-flight icing, and other 
performance data appropriate to the aircraft

Attachment 3 of Appendix Q to Part 121

Job Performance Training Requirements for All Categories of Training

(Tasks, Environments, Drills, and Observations With Instruction, 
Evaluation, and Simulation Credits)

    A. Determining the job performance (flight training) tasks and 
environments required for instruction and evaluation for each 
category of training. (see Sec. Sec.  121.134; 121.136; 121.1221; 
121.1223; 121.1225; 121.1227; 121.1229; 121.1333; 121.1335; 
121.1337; 121.1339; 121.1341; 121.1343; 121.1345; 121.1347; 
121.1349; 121.1351; 121.1353; 121.1361; 121.1363; 121.1365; 
121.1367; 121.1377; 121.1379; 121.1381; 121.1383; 121.1385; and 
121.1215)
    1. Certificate holder responsibilities with respect to the FCOM 
and Table 3A.
    (a) The certificate holder must use the FAA-approved FCOM to 
construct each curriculum category required by this subpart in 
accordance with an FAA-approved job performance training program. 
The tasks listed in the FCOM must reflect the tasks included in 
Table 3A of this Attachment, as amended, and include standard 
operating procedures, abnormal procedures, non-normal procedures, 
and emergency procedures, as well as the authorizations contained in 
the certificate holder's operations specifications.
    (b) If the certificate holder adds tasks or environments to 
those listed in Table 3A, those tasks or environments must be 
further developed to include the requirement and frequency for 
training and evaluation in each additional task or environment. 
These changes must be reflected in the FCOM and submitted to the FAA 
for approval.
    (c) If the certificate holder's operation does not permit, or 
the operation of the aircraft flown by the certificate holder does 
not require one or more of the tasks listed in Table 3A, those tasks 
must not be included in the FCOM, and, therefore, are not required 
to be trained or evaluated.
    (d) Changes to the FCOM must be submitted to the FAA for 
approval.
    2. Job Performance Requirements.
    (a) Table 3A describes the piloting tasks required for initial, 
transition, conversion, upgrade, and requalification (phases I, II, 
and III) training, and the piloting tasks required for the 
proficiency check or test conducted for flightcrew member 
qualification or certification. Table 3A also describes the piloting 
tasks that are required for the recurrent proficiency check as well 
as the pilot training tasks that are described for the LOFT and the 
FFS course of instruction.
    (b) When a task is identified as being required each 9 months 
during recurrent training (i.e., an ``X'' is located in the ``every 
9 months'' column of Table 3A):
    (1) This requirement is satisfied by the task being completed 
during either the LOFT or the FFS course of instruction during the 9 
month period when a proficiency check is not conducted.
    (2) This requirement is satisfied by the task being completed 
during the proficiency check during the 9-month period when a 
proficiency check is conducted. The task does not need to be 
repeated again during the accompanying LOFT or FFS course of 
instruction.
BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C
    B. Aircraft Emergency Equipment Training Requirements. Aircraft 
Emergency Procedures Drills and Observations. (see Sec. Sec.  
121.1205; 121.1215; 121.1233; 121.1255;

[[Page 29451]]

121.1333; 121.1337; 121.1351; 121.1365; 121.1367; 121.1381; 
121.1383; 121.1387; and 121.1389)
    1. All emergency drills and observations must be completed 
within the time frames specified in Table 3A of this attachment.
    2. In accordance with Table 3A of this attachment, each 
flightcrew member must perform individual hands on training and 
evaluation demonstrations through individual performance drills 
using the specified emergency equipment, or participate as part of a 
group of persons completing a specific drill through group 
performance drills.
    3. During group performance drills, it is not necessary for each 
flightcrew member to complete each task in the performance drill; 
however, each flightcrew member must observe the actions and 
activities of the other persons who are completing the performance 
drill tasks.
    4. In accordance with Table 3A of this attachment, each 
flightcrew member must observe a specific procedural drill being 
conducted by other persons (an observation drill) in a live setting 
or through an audio-visual medium.
    5. Each flightcrew member must operate each exit on each 
aircraft type on which the flightcrew member is to serve in both the 
normal and emergency modes, including the actions and forces 
required in the deployment of emergency evacuation slides.
    6. Each flightcrew member must complete the required emergency 
training drills during the specified training periods, using those 
items of installed emergency equipment for each aircraft type on 
which the flightcrew member is to serve.
    7. Each piece of emergency equipment and training device must be 
in its fully secured, pinned, bracketed, or stowed condition, as 
installed on the aircraft, prior to being operated by each 
flightcrew member during each performance drill. The removal and 
stowage of each piece of emergency equipment may be completed 
separately from the performance drill as part of the equipment 
mountings drill.
    8. Flightcrew members must demonstrate proficiency by completing 
each performance drill without reference to any guidance material or 
instruction.
    9. Individual evaluations of each flightcrew member's 
performance by an instructor is required. Flightcrew members who do 
not complete emergency training drills must be retrained in 
accordance with the certificate holder's approved training program 
prior to reevaluation.
    C. Determining the level of FSTD that must be used for training, 
evaluation, and recent experience. (see Sec. Sec.  121.1345; 
121.1347; 121.1349; and 121.1351)
    To use an FSTD for training, evaluation, and recent experience 
the following general requirements must be met. The code shown in 
Table 3B of this attachment for the task or environment indicates 
the lowest FSTD qualification level that may be used.
    1. General Requirements. In addition to the approval of the FAA 
required by part 121, to be used for any task or environment, an 
FSTD must:
    (a) Have a qualification level assigned in accordance with part 
60 of this chapter.
    (b) Be maintained in accordance with part 60 of this chapter.
    (c) Have all of the aircraft and FSTD systems installed and 
operating that are necessary to complete the task or environment.
    (d) Be operated in accordance with Sec.  60.25 of this chapter, 
Operation with missing, malfunctioning, or inoperative components.
    (e) Have the qualification level indicated in Table 3B of this 
attachment, or a higher qualification level, for the task or 
environment and the category of training indicated. Certain tasks 
may be trained in an FSTD at a different level than required for 
evaluating that specific task. The instructor must observe the pilot 
perform the task to proficiency in the level of FSTD required for 
the evaluation prior to the evaluation by a check person.
    2. LOFT Requirements. For Qualification LOFT or Recurrent LOFT, 
a FFS at level A, B, C, or D must be used.
    3. Takeoff and Landing 90 Day Recency of Experience.
    For maintaining recency of experience in a FFS, a level B, C, or 
D must be used. For regaining recency of experience, a level C or D 
is required.
    4. FFS Requirements for Training and Evaluation.
    (a) The training session immediately preceding the proficiency 
test or check, as well as the proficiency test or check administered 
at the conclusion of initial, transition, conversion, upgrade, or 
requalification training, must be conducted in no more than two 
levels of FFS.
    (b) The recurrent training and evaluation (proficiency test or 
check) administered as part of the recurrent qualification 
requirements may only be conducted in one level of FFS. The level of 
FFS that is required is the lowest level in which all tasks that 
must be completed can be accomplished in that level of FFS. For 
recurrent training, this is at least a level A FFS; for the 
proficiency test or check, this is at least a level B FFS.
    5. Experience Requirements for Allowing Credit for Level C Full 
Flight Simulators. Where a Level D FFS is indicated in Table 3C, a 
Level C FFS may be used to complete the training and the proficiency 
test if the pilot applicant meets the following prerequisite 
experience requirements:
    (a) For first time qualification in group, the pilot must have a 
minimum of 1500 hours of flight time as a pilot in an aircraft, 
including a minimum of 750 hours of multiengine time.
    (b) For upgrade to PIC, the pilot must have a minimum of 200 
hours in the aircraft type.
    (c) For SIC training and evaluation:
    (1) The pilot must have a minimum of 1500 hours as a pilot, 500 
hours of multiengine time as a pilot, and 500 hours in the aircraft 
type as a flight engineer; or
    (2) The pilot must meet the flight time requirements set out in 
Sec.  61.159 of this chapter.
    D. Seat Dependent Task Training. (see Sec. Sec.  121.1253; 
121.1255; 121.1257; 121.1281; 121.1345; 121.1347; 121.1349; and 
121.1351)
    1. The seat dependent task training that must be provided for 
all check pilots, IOE pilots, pilot flight instructors, relief 
pilots, and PICs and SICs if a certificate holder authorizes the PIC 
to operate the aircraft from the right hand pilot seat and the SIC 
to operate the aircraft from the left hand pilot seat is described 
in this paragraph.
    2. Seat dependent task training must address the use of systems 
that involve the flight path or speed of the aircraft and the use of 
systems that have controls not centrally located, or are accessible 
or operable from only the left or from the right pilot seat and 
includes all of the following:

(a) Normal takeoff
(b) Rejected takeoff
(c) Takeoff with the failure of an engine
(d) Climb to, cruise at, or descent from an intermediate operating 
altitude
(e) At least one recovery from an approach to stall conducted at 
``en route'' operating altitudes
(f) Precision instrument approach
(g) Non-precision instrument approach
(h) A missed approach
(i) Landing with an engine failed

    3. To retain currency as a pilot qualified to operate the 
airplane from the opposite pilot seat, the pilot must complete, in 
an alternating sequence, a normally scheduled recurrent training 
session, and then a normally scheduled training session where 3 
tasks must be completed from the opposite pilot seat. These three 
tasks are a recovery from an approach to stall at normal operating 
altitudes, a precision or non-precision approach, and a landing with 
an engine failed.
    4. Check pilots and pilot flight instructors authorized to 
conduct training or evaluation functions must be provided training 
and practice in conducting flight training or flight checks from the 
left hand and right hand pilot seats, including the required 
standard operating procedures, abnormal procedures, non-normal 
procedures, and emergency procedures sufficient to ensure competence 
to conduct the pilot training and flight checks required by this 
subpart.
    5. Check pilots and IOE pilots who are authorized to conduct 
operating experience or line checks in the airplane during flight, 
must be provided training and practice in the safety measures to be 
taken from either pilot seat for emergency situations that are 
likely to develop during flight operations.
    6. Training and evaluation in the airplane is limited to 
certificate holders operating in accordance with the deviation 
described in Sec.  121.1345(b).

[[Page 29452]]



                                   Table 3B--Minimum FSTD Required for Credit
----------------------------------------------------------------------------------------------------------------
               Curriculum category                     Initial, transition,                  Recurrent
-------------------------------------------------    conversion,  upgrade, and   -------------------------------
                                                          requalification
                                                 --------------------------------
                                                                   The training
                                                                      session     Training (loft
Piloting Tasks Each task may be performed in the                    immediately    or FFS course    Proficiency
FSTD level specified or any higher level of FSTD                  preceding, and        of         test or check
                                                   Training \1\         the        instruction)         \3\
                                                                    proficiency
                                                                   test or check
                                                                        \2\
----------------------------------------------------------------------------------------------------------------
1.0 All Operations:
1.1 Normal Procedures...........................               4               A               A               B
1.2 Operation of Systems and Controls at the                   4               A               A               B
 Flight Engineer's Panel........................
                                                 ---------------------------------------------------------------
1.3 Human Factors and CRM.......................     Must be incorporated throughout training and evaluation.
                                                 ---------------------------------------------------------------
1.4 Aircraft Handling Standards.................            As authorized for each task or environment.
                                                 ---------------------------------------------------------------
1.5 ATC Communications and Procedures...........            As authorized for each task or environment.
                                                 ---------------------------------------------------------------
1.6 Seat Dependent Training.....................               See paragraph D3 of this attachment.
                                                 ---------------------------------------------------------------
1.7 MEL Relief..................................          Incorporated periodically throughout training.
                                                 ---------------------------------------------------------------
2.0 Preflight Procedures:
2.1 Planning and use of checklists..............               4               A               A               B
2.2 Flight Deck Inspection......................               4               A               A               B
                                                 ---------------------------------------------------------------
2.3 Cabin Inspection............................               Aircraft or approved pictorial means
                                                 ---------------------------------------------------------------
2.4 Exterior Inspection.........................               Aircraft or approved pictorial means
                                                 ---------------------------------------------------------------
2.5 Navigation System Setup.....................               4               A               A               B
3.0 Ground Operations:
3.1 Engine Start................................               4               A               A               B
    3.1.1 Normal................................               4               A               A               B
    3.1.2 Non-Normal............................               4               A               A               B
3.2 Pushback and Powerback......................               A               A               A               B
3.3 Taxi........................................               A           \4\ D               A               B
3.4 Pre-Takeoff Procedures......................               4               A               A               B
3.5 Deicing Before Takeoff......................               4               A               A               B
3.6 Anti-Icing (after start, before takeoff)....               4               A               A               B
3.7 High Density Altitude Runway Operations.....               A               A               A               B
3.8 After Landing...............................               4               A               A               B
3.9 Parking and Securing........................               A               A               A               B
4.0 Takeoff:
4.1 Normal and Crosswind-All Engines Operating..               A               D               A               B
4.2 Instrument with Lowest Authorized RVR.......               A               A               A               B
4.3 With Engine Failure.........................  ..............  ..............  ..............  ..............
    4.3.1 Between V1 and VR.....................               A               A               A               B
    4.3.2 Between VR and 500 ft. above field                   A               A               A               B
     elevation..................................
4.4 Rejected With Lowest Authorized RVR.........               A               A               A               B
4.5 Contaminated Runway Operations..............               A               A               A               B
4.6 Takeoff from High Density Altitude Runways..               A               A               A               B
5.0 In Flight Tasks and Aircraft Handling:
5.1 Slow Flight.................................               A           \4\ D               A               B
5.2 Recognition of, and Recovery from, Approach   ..............  ..............  ..............  ..............
 to Stall.......................................
    5.2.1. Clean configuration..................               A           \4\ D               A               B
    5.2.2. Takeoff or maneuvering configuration.               A           \4\ D               A               B
    5.2.3. Landing configuration................               A           \4\ D               A               B
5.3 Asymmetric Thrust...........................               A               A               A               B
    5.3.1 Engine Shutdown.......................               A               A               A               B
    5.3.2 Maneuvering with One Engine                          A               A               A               B
     Inoperative................................
    5.3.3 Engine Restart........................               A               A               A               B
    5.3.4 One Engine Inoperative En Route.......               A               A               A               B
5.4 Runaway Trim or Stabilizer..................               A               A               A               B
5.5 Jammed Trim or Stabilizer...................               A               A               A               B
5.6 Upset Recognition and Recovery..............               A           \4\ D               A               B
5.7 Turns with and without Spoilers.............               A               A               A               B
5.8 Stability Augmentation Inoperative..........               A               A               A               B
5.9 Mach Tuck and Mach Buffet...................               A               A               A               B
5.10 Recovery from High Sink Rate inside final                 A           \4\ D               A               B
 approach fix...................................
5.11 Flight Envelope Protection Demonstration...               A               A               A               B
5.12 Windshear Avoidance and Encounter..........
    5.12.1 Takeoff..............................               A               A               A               B

[[Page 29453]]

 
    5.12.2 Departure............................               A               A               A               B
    5.12.3 Approach.............................               A               A               A               B
5.13 Traffic Avoidance (TCAS)...................       \5,\\7\ 6               A               A               B
5.14 CFIT/Terrain Avoidance (GPWS, EGPWS or                \7\ 6               A               A               B
 TAWS)..........................................
5.15 Structural Icing, Airborne.................               A               A               A               B
5.16 Thunderstorm Avoidance Departure and                      A               A               A               B
 Arrival........................................
5.17 ETOPS Procedures...........................               6               A               A               B
5.18 Anti-Icing prior to descent/approach.......               A               A               A               B
6.0 Instrument Procedures:
6.1 Instrument Departure or Arrival.............               6               A               A               B
6.2 Holding.....................................               6               A               A               B
6.3 Approach Transition.........................               6               A               A               B
6.4 Manually Controlled Departure and Arrival...               A               A               A               B
7.0 Approaches:
7.1 Instrument Approaches
    7.1.1. Precision Approach...................               A           \4\ D               A               B
    7.1.2. Non-Precision Approach...............               A               A               A               B
7.2 Visual Approach.............................               A           \4\ D               A               B
8.0 Missed Approach:
8.1 All Engines Operating.......................               A           \4\ D               A               B
8.2 One Engine Inoperative......................               A               A               A               B
8.3 From Circle to Land.........................               A               A               A               B
8.4 Descending Break-Out Maneuver from PRM                     A               A               A               B
 Approach.......................................
9.0 Landing:
9.1 All Engines Operating (including crosswind).               A           \4\ D               A               B
9.2 Engine(s) Inoperative.......................  ..............  ..............  ..............  ..............
    9.2.1 One Engine Inoperative................               A           \4\ D               A               B
    9.2.2 Two Engines Inoperative (3 and 4                     A           \4\ D               A               B
     Engine Aircraft)...........................
9.3 From a Precision Approach...................               A               B               A               B
9.4 From a Non-Precision Approach...............               A               B               A               B
9.5 From a Visual Approach......................               A               B               A               B
9.6 From Circle to Land (if authorized).........               A               B               A               B
9.7 Recovery from a Bounced Landing.............               A               B               A               B
9.8 Rejected Landing............................               A               A               A               B
9.9 From Zero or Partial Flaps Approach.........               A               A               A               B
9.10 Using Enhanced Flight Visual System--EFVS..           \6\ A           \6\ A           \6\ A               B
9.11 Using Head-Up Display--HUD.................           \6\ A           \6\ A           \6\ A               B
9.12 Landing on Contaminated Runways............               A           \4\ D               A               B
9.13 Landing at High Density Altitude Runways...               A           \4\ D               A               B
10.0 Abnormal Procedures:
10.1 Un-annunciated.............................               4               A               A               B
10.2.0 Systems..................................
10.2.1. Air Conditioning........................               4               A               A               B
10.2.2 APU......................................               4               A               A               B
10.2.3. Autopilot...............................               5               A               A               B
10.2.4 Brakes...................................               4               A               A               B
10.2.5 Communications...........................               4               A               A               B
10.2.6 Doors....................................               4               A               A               B
10.2.7 Electrical Power.........................               4               A               A               B
10.2.8 Emergency Equipment......................               4               A               A               B
10.2.9 Engine...................................               4               A               A               B
10.2.10 Fire Protection.........................               4               A               A               B
10.2.11 Flaps...................................               4               A               A               B
10.2.12 Flight Controls.........................               5               A               A               B
10.2.13 Fuel....................................               4               A               A               B
10.2.14 EGPWS or TAWS...........................               5               A               A               B
10.2.15 HUD.....................................               5               A               A               B
10.2.16 Hydraulic Power.........................               4               A               A               B
10.2.17 Ice and Rain Protection.................               4               A               A               B
10.2.18 Instruments.............................               5               A               A               B
10.2.19 Landing Gear............................               4               A               A               B
10.2.20 Navigation..............................               5               A               A               B
10.2.21 Oxygen..................................               4               A               A               B
10.2.22 Pneumatic...............................               4               A               A               B
10.2.23 Propellers..............................               4               A               A               B

[[Page 29454]]

 
10.2.24 Stall Warning...........................               5               A               A               B
10.2.25 Thrust Reversers........................               4               A               A               B
10.2.26 Warning Systems (various)...............               4               A               A               B
11.0 Emergency Procedures:
11.1 Fire or Smoke in Aircraft..................               4               A               A               B
11.2 Ditching...................................               4               A               A               B
11.3 Emergency Descent..........................               5               A               A               B
11.4 Rapid Decompression........................               4               A               A               B
11.5 Emergency Evacuation.......................               4               A               A               B
11.6 Engine Fire, Severe Damage, or Separation..               A               A               A               B
11.7 Landing with Degraded Flight Controls......           \6\ A           \6\ A           \6\ A           \6\ B
11.8 Pilot Incapacitation.......................               5               A               A               B
11.9 All other emergencies in accordance with                  5           \6\ A               A           \6\ B
 the FCOM.......................................
----------------------------------------------------------------------------------------------------------------
Footnotes:
1. Where Level 4 or 5 FTD is shown, all systems (and systems interoperability) necessary for the task must be
  installed in the FTD and operating correctly.
2. A maximum of 2 levels of FFS may be used to complete the proficiency test following initial, transition,
  conversion, upgrade, or requalification training.
3. Only one FFS may be used to complete the recurrent proficiency test or check. The level of FFS that is
  required is the lowest level in which all tasks that must be completed can be accomplished.
4. See paragraph C.5 of this attachment for requirements to use Level C FFS in place of Level D FFS.
5. Interactive Computer Based Instruction is an acceptable method for training.
6. Check for appropriate system installation and for FSTD qualification for this task.
7. The FTD may be used, but a visual system meeting Level A FFS requirements must be installed and working
  properly.

    E. Persons Authorized to Administer Pilot Training, Evaluation, 
and Observation Activities Under Subpart BB. (see Sec. Sec.  
121.1215; 121.1251; 121.1253; 121.1255; 121.1257; 121.1271; 
121.1281; 121.1341; 121.1349; 121.1377; 121.1379; 121.1381; 
121.1383; and 121.1385)
    Table 3C of this attachment identifies who must administer 
certain required training and evaluation for pilots, and who must 
supervise and observe instructors and check pilots.

 Table 3C--Persons Eligible to be Authorized to Administer Pilot Training, Evaluation, and Observation Activities Under Subpart BB (Appendix Q) for the
                                                              Part 119 Certificate Holder *
--------------------------------------------------------------------------------------------------------------------------------------------------------
 
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                         Affiliation and position
                                                 -------------------------------------------------------------------------------------------------------
                                                                Contractor
 
                                                 ---------------------------------------
                                                  Other than
                                                  Part 142 or
                                                  other Part
                                                         119
                                                  certificate
                                                      holder    Part 142 or other Part
                                                                119 certificate holder
                                                                  The Part 119 certificate holder
--------------------------------------------------------------------------------------------------------------------------------------------------------
Pilot training, evaluation, and observation           Ground       Ground       Flight       Ground       Flight             Check Aircrew    IOE Pilot
 activities under subpart BB (by aircraft type)   instructor   instructor   instructor   instructor   instructor                   program
                                                                                                                                  designee
--------------------------------------------------------------------------------------------------------------------------------------------------------
Academic (Ground School) Training...............           X            X            X            X
Job Performance (Flight) Training...............                                     X                         X
Certificate or Rating Examination...............                                 X \4\                                                   X
Proficiency Test/Check (Initial, Transition,                                     X \4\                                  X \1\            X
 Conversion, Upgrade, Recurrent,
 Requalification)...............................
LOFT/FFS Course of Instruction..................                                     X                         X            X
Supervision of Operating Experience.............                                                                            X                         X
PIC Line Check (all flight crew observed).......                                                                            X
Observation of:
     PIC--Initial Line..................                                                                        X \3\            X
     Flight Instructor--Initial.........                                                                            X
     Flight Instructor--Recurring.......                                                                            X
     Check Pilot--Initial...............                                                                                     X \2\

[[Page 29455]]

 
     Check Pilot--Recurring.............                                                                            X        X \2\
     Check Pilot--PIC Line Check........                                                                                     X \2\
--------------------------------------------------------------------------------------------------------------------------------------------------------
* See Sec.   121.1257 for special limited authorizations for Initial Cadre Personnel. When POI authorization is required, the designation will
  specifically state the authorizations granted to the instructor, check pilot, or APD. Part 142 Training Center instructors and other part 119
  certificate holders' check pilots may be qualified and authorized as check pilots by the part 119 certificate holders' POI in accordance with subpart
  BB of this part. When qualified and authorized, these check pilots are considered a component of the part 119 certificate holders' training program
  resources.
\1\ When the proficiency test does not involve the issuance of a certificate or rating.
\2\ With POI authorization, employees of the part 119 certificate holder who are designated as APDs and specifically designated to do so, may conduct
  the Initial or Recurring check pilot observation.
\3\ PIC Line Observation subsequent to the Initial Line Observation.
\4\ The flight instructor must be designated as a check pilot for the certificate holder.

    F. Administering Evaluations. (see Sec. Sec.  121.1215; 
121.1221; 121.1253; 121.1255; 121.1257; 121.1271; 121.1281; 
121.1341; 121.1343; 121.1361; 121.1363; 121.1365; 121.1367; 
121.1377; 121.1379; 121.1381; 121.1383; 121.1385; 121.1387; 
121.1389)
    The following requirements apply to the evaluation activity 
indicated. Refer to Table 3D of this attachment for who may 
administer each type of evaluation.
    1. Line Checks. A line check must be completed in accordance 
with Sec.  121.1233.
    2. Proficiency Tests or Checks.
    Proficiency tests or checks must be administered for first time 
qualification in a duty position. Employees of the certificate 
holder who are used or will be used in the certificate holder's 
operations and who have completed all of the required training may 
use the proficiency test to obtain a certificate or rating.
    3. Other Assessments.
    (a) After qualification, the pilot's performance in all job 
performance training activities (including LOFT) must be assessed 
for a satisfactory level of task proficiency based upon this QPS.
    (b) During a scheduled FFS course of instruction, if a task is 
performed unsatisfactorily the pilot may retrain on the 
unsatisfactory task; however, all scheduled tasks, including any 
retraining, must be completed within the approved scheduled time 
period.
    4. Satisfactory or Unsatisfactory Performance.
    (a) No evaluator or instructor may assess the pilot's 
performance as satisfactory unless that pilot:
    (1) Performs the tasks in accordance with the standards and 
tolerances established in the QPS.
    (2) Demonstrates mastery of the aircraft or simulated aircraft 
with the successful outcome of each task never in doubt. However, 
when the pilot recognizes that an action taken was not correct, or 
recognizes that an action should have been taken and was not, and 
then the pilot either corrects the action taken or takes the 
appropriate action to correct the situation, the task may be 
assessed as satisfactory and the ``error'' portion of ``threat and 
error management'' may be assessed as satisfactory as well.
    (3) Except as described in paragraph (a)(2) of this attachment, 
demonstrates performance such that no corrective or instructive 
action is required by another pilot to maintain safe flight.
    (4) Demonstrates CRM competencies in accordance with duties 
outlined in the FCOM requiring crew interactions, including in a 
crew briefing before each takeoff and before each approach.
    (5) Demonstrates sound judgment.
    (b) The evaluator or instructor must assess a pilot's 
performance as unsatisfactory if the pilot fails to take prompt 
corrective action when tolerances are exceeded.
    5. Recording, Reporting and Correcting Unsatisfactory 
Performance. The certificate holder must report a failure of a test 
or check to the FAA in accordance with Sec.  121.1331(f)(1). The 
pilot must be retrained and reevaluated to a satisfactory level 
before the pilot may begin or be returned to line operations.
    43. Add appendix R to part 121 to read as follows:

Appendix R to Part 121--Flight Engineer, Qualification Performance 
Standards

A. Crew Resource Management (CRM) Administration

    The flight engineer must demonstrate knowledge and skills in the 
technical and CRM competencies for each particular task.
    1. Certain CRM-related procedures must be associated with flight 
tasks and their related flight engineer performance requirements. 
These procedures must be evaluated during job performance training 
programs.
    2. In addition to the CRM-related procedures, situational 
awareness must be evaluated as an integral part of each flight task 
and environment. A task is not completed unless the evaluator has 
determined that the flight engineer has demonstrated knowledge and 
skills in the technical and CRM competencies.
    3. Additionally, the following CRM behaviors are required 
knowledge to be taught and tested during academic training, as shown 
in Attachment 2 of this appendix:

(a) Task: Authority of the Pilot In Command
(1) The Captain's authority, including responsibility for the safety 
of flight in routine and emergency conditions
(2) Leadership and command
(3) Chain of command and importance of chain of command
(b) Task: Communication Processes and Decisions
(1) Briefing
(2) Inquiry, advocacy, and assertiveness
(3) Self-critique:
    (i) Know and respect own limitations
    (ii) Know and respect limitations of the aircraft
(4) Communication with appropriate personnel
(5) Decisionmaking, including the following:
    (i) Recognize problem/opportunity
    (ii) Analyze situation
    (iii) Consider goals
    (iv) Identify alternatives
    (v) Consider consequences
    (vi) Select the alternative
    (vii) Act on the decision
    (viii) Accept responsibility
    (ix) Evaluate results
(6) Threat and Error Management:
    (i) Where threats are events that;
    (A) Occur outside the influence of the flight crew (i.e., not 
caused by the crew)
    (B) Increase the operational complexity of a flight and/or
    (C) Require crew attention and management
    (ii) Where errors are occurrences that:
    (A) Lead to a deviation from crew or organizational intentions 
or expectations
    (B) Reduce safety margins and
    (C) Increase the probability of adverse operational events on 
the ground or during flight
(c) Task: Building and Maintenance of a Flight Team
(1) Leading and following, including the importance of crewmembers 
functioning as a team
(2) Use of interpersonal skills and leadership styles in a way that 
fosters crew effectiveness
(3) Significance of cultural differences
(d) Task: Workload Management and Situational Awareness
(1) Preparation and planning
(2) Vigilance
(3) Workload distribution

[[Page 29456]]

(4) Distraction avoidance
(e) Task: Communication and Coordination
(1) Flight deck and cabin chimes and interphone signals for routine 
situations
(2) Flight attendant notification to flight crew that aircraft is 
ready for movement on the surface
(3) Flight crew notification to flight attendant to be seated prior 
to take-off
(4) Flight attendant recognition of critical phases of flight
(5) Crewmember coordination and notification regarding access to 
flight deck
(6) Notification to flight attendants of turbulent air conditions
(7) Notification between flight crew and flight attendants of 
emergency or unusual situations
(8) Notification between flight crew and flight attendants of 
inoperative equipment that is pertinent to flight attendant duties 
and responsibilities
(9) Normal and emergency communication procedures to be used in the 
event of inoperative communication equipment
(f) Task: Crewmember Briefing
(1) Crewmember responsibilities regarding briefings
(2) Flight crew briefing
(3) Flight crew to flight attendant(s) briefings
(4) Flight attendant to flight attendant(s) briefings
(5) Required information
(6) Security procedures
(7) Communication procedures
(8) Emergency procedures
(9) MELs affecting flight operations and cabin safety equipment and 
procedures
(10) Flight information
(g) Task: Communication and Coordination During a Passenger 
Interference Situation
(1) Certificate holder's written program regarding the handling of 
passenger interference, including crewmember communication and 
coordination
(2) Techniques for diffusing a passenger interference situation
(3) Importance of crewmembers and other employees working as a team
(4) Role of management and crewmember in follow-up
(5) Actions to report an occurrence of passenger interference
(h) Task: Communication and Coordination During an Emergency 
Situation
(1) Actions for each emergency situation
(2) Importance of notification and who must be notified
(3) Alternate actions if unable to notify
(4) Communication during preparation for a planned emergency 
evacuation, including the time available, type of emergency, signal 
to brace, and special instructions

Attachment 1 of Appendix R to Part 121

Programmed Hour Requirements for New Hire, Initial, Transition, 
Conversion, Differences, Requalification, Recurrent, and Special 
Training Categories (see Sec. Sec.  121.1205; 121.1331; 121.1333; 
121.1335)

Programmed Hour Requirements: Flight Engineers

    1. Baseline and Minimum Programmed Hours. Table 1A of this 
attachment sets out the baseline and minimum programmed hours for 
each curriculum category. The FAA may approve a reduction in the 
baseline programmed hours if the certificate holder demonstrates 
that the reduction is warranted. However, reduction below the 
minimum authorized programmed hours will require concurrence from 
FAA Headquarters. Individual flightcrew members are not necessarily 
required to complete the programmed hours described in this 
attachment. Refer to Sec.  121.1221(f).
    2. Required hours for differences and special training. The 
hours established for differences and special training are in 
addition to the previously approved programmed hours for the 
approved training program. For differences training (Sec.  
121.1215), the hours remain in the differences curriculum category. 
For special training (Sec.  121.1337(c)), the certificate holder 
integrates the training into the existing categories in Table 1A of 
this attachment. Therefore, there are no programmed hours in Table 
1A of this attachment for differences and special training.

                                  Table 1A--Programmed Hours: Flight Engineers
----------------------------------------------------------------------------------------------------------------
                                                                Training and evaluation
                                      --------------------------------------------------------------------------
                                               Academic                          Job performance
        Curriculum categories         --------------------------------------------------------------------------
                                                                                           Emergency equipment
                                         Ground training and      Flight training and           drills and
                                              evaluation               evaluation             demonstrations
----------------------------------------------------------------------------------------------------------------
New Hire.............................  Baseline 24............  N/A....................  Baseline 4.
                                       Minimum 20.............  .......................  Minimum 4.
Initial..............................  Baseline 116...........  Baseline 8.............  Baseline 8.
                                       Minimum 80.............  Minimum 8..............  Minimum 8.
Conversion...........................  Baseline 68............  Baseline 6.............  Baseline 4.
                                       Minimum *52............  Minimum 6..............  Minimum 4.
Transition...........................  Baseline 76............  Baseline 6.............  Baseline 6.
                                       Minimum 58.............  Minimum 6..............  Minimum 6.
Recurrent............................  Baseline 18............  Baseline 4.............  Baseline 8
                                       (each 9-month recurrent  (each 9-month recurrent  (each 36-month period).
                                        training period).        training period).
                                       Minimum 12.............  Minimum 4..............  Minimum 8.
Requalification Phase I..............  Baseline 18............  Baseline 4.............  Baseline 8.
                                       Minimum 12.............  Minimum 4..............  Minimum 8.
Requalification Phase II.............  Baseline 68............  Baseline 6.............  Baseline 4.
                                       Minimum *52............  Minimum 6..............  Minimum 4.
Requalification Phase III............  Baseline 76............  Baseline 6.............  Baseline 6.
                                       Minimum 58.............  Minimum 6..............  Minimum 6.
Differences..........................  Determined by FAA......  Determined by FAA......  Determined by FAA.
Special..............................  Developed by             Developed by             Determined by FAA.
                                        Certificate Holder,      Certificate Holder,
                                        Approved by the FAA.     Approved by the FAA.
----------------------------------------------------------------------------------------------------------------
* Special authorizations for flightcrew members previously qualified in the same crewmember duty position in the
  same aircraft type for another certificate holder conducting operations under this part within the preceding 9
  months.
Note: If authorized by the FAA, programmed hours may be adjusted for related aircraft (see Sec.   121.1205).


[[Page 29457]]

Attachment 2 of Appendix R to Part 121

Academic Training and Evaluation Requirements--Subjects and Tests--for 
New Hire, Initial, Transition, Conversion, Requalification, Recurrent, 
Differences, and Special Curriculum Categories

    A. Required Academic Training and Evaluation Subjects by 
Curriculum Category (see Sec. Sec.  121.1221; 121.1223; 121.1225; 
121.1331; 121.1343; 121.1361; 121.1363; 121.1365; 121.1367; 
121.1377; 121.1381; and 121.1215)
    The FAA may allow distance learning for academic subjects in 
each area of instruction unless otherwise indicated.

                                          Table 2A--Required Academic Training Subjects by Category of Training
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                                            Recurrent
                                                                                       Initial and                      Conversion and   (includes phase
          Area of instruction  individual subject(s) \1\                New hire        phase III        Transition        phase II             I
                                                                                     requalification                   requalification  requalification)
--------------------------------------------------------------------------------------------------------------------------------------------------------
(a) General Subjects:
    (1) Duties and responsibilities of flightcrew members.........               X   ...............  ...............  ...............  ................
    (2) Appropriate requirements of the Federal Aviation            ...............               X                X                X                18
     Regulations..................................................
    (3) General relationship of FAA to the certificate holder.....               X   ...............  ...............  ...............  ................
    (4) General overview of the contents of the certificate                      X   ...............  ...............  ...............  ................
     holder's Operating Certificate and Operations Specifications.
    (5) Meteorology to ensure a practical knowledge of weather                   X   ...............  ...............  ...............  ................
     phenomena, including the principles of frontal systems,
     icing, fog, thunderstorms, and high altitude weather
     situations. Recognizing and avoiding severe weather
     situations and other hazards.................................
    (6) Air traffic control systems, airspace, procedures, and                   X   ...............  ...............  ...............  ................
     phraseology..................................................
    (7) Navigation and the use of navigation aids, including        ...............               X                X                X                18
     instrument approach procedures...............................
    (8) Development of and operating in the National Airspace                    X   ...............  ...............  ...............  ................
     System.......................................................
    (9) General Concepts of TCAS Operation;.......................  ...............               X                X                X                18
        (i) The meaning of Traffic Alerts (TAs),
        (ii) The meaning of preventive Resolution Advisories
         (RAs),
        (iii) The meaning of corrective RAs. TCAS equipment
         components controls, displays, audio alerts, and
         annunciations; interfaces and compatibility with other
         aircraft systems; TCAS surveillance range versus display
         range; altitude ceiling operators; when an intruder will
         not be displayed; and TCAS performance on the ground.
    (10) High Altitude Physiology--Operations above 10,000 feet--                X   ...............  ...............  ...............               18
     Aircraft Decompression; Causes and Recognition of cabin
     pressure loss; Physiological Effects and time of useful
     consciousness; Immediate Actions; Altitude and Flight Level
     requiring the wearing of oxygen masks........................
    (11) Mechanical and Incident Reporting Procedures.............  ...............               X                X                X                18
    (12) Voluntary Safety Program and Participation, including                   X   ...............  ...............  ...............               18
     ASAP, FOQA, LOSA, and other government and industry accident
     prevention programs..........................................
    (13) Normal and emergency communications......................               X                X                X                X                18
    (14) General content, control, and maintenance of applicable                 X   ...............  ...............  ...............  ................
     portions of the certificate holder's operating manual to
     include the Flightcrew member Operating Manual (FCOM).
     Relationship of FCOM to the Airplane Flight Manual...........
    (15) Dispatch and flight release procedures. Flight planning                 X                X                X               X*                18
     as applicable................................................
(b) Crew resource management (CRM):
    (1) Task: Authority of the Pilot In Command...................               X                X   ...............  ...............               18
        (i) The Captain's Authority, including responsibility for
         the safety of flight in routine and emergency conditions.
        (ii) Leadership and command,

[[Page 29458]]

 
        (iii) Chain of command and importance of chain of command.
    (2) Task: Communication Processes and Decisions...............               X                X   ...............  ...............               18
        (i) Briefing
        (ii) Inquiry, advocacy, and assertiveness
        (iii) Self[dash]critique
        (iv) Communication with available personnel
        (v) Decisionmaking........................................
        (vi) Conflict resolution
    (3) Task: Building and Maintenance of a Flight Team...........               X                X   ...............  ...............               18
        (i) Leading and following, including the importance of
         crewmembers functioning as a team
        (ii) Use of interpersonal skills and leadership styles in
         a way that fosters crew effectiveness
        (iii) Significance of cultural differences
    (4) Task: Workload Management and Situational Awareness.......               X                X   ...............  ...............               18
        (i) Preparation and planning
        (ii) Vigilance
        (iii) Workload distribution
        (iv) Distraction avoidance
    (5) Task: Communication and Coordination......................               X                X   ...............  ...............               18
        (i) Flight deck and cabin chimes and interphone signals
         for routine situations
        (ii) Flight attendant notification to flight crew that
         aircraft is ready for movement on the surface
        (iii) Flight crew notification to flight attendant to be
         seated prior to take-off
        (iv) Flight attendant recognition of critical phases of
         flight
        (v) Crewmember coordination and notification regarding
         access to flight deck
        (vi) Notification to flight attendants of turbulent air
         conditions
        (vii) Notification between flight crew and flight
         attendants of emergency or unusual situations
        (viii) Notification between flight crew and flight
         attendants of inoperative equipment that is pertinent to
         flight attendant duties and responsibilities
        (ix) Normal and emergency communication procedures to be
         used in the event of inoperative communication equipment
    (6) Task: Crewmember Briefing.................................               X                X   ...............  ...............               18
        (i) Crewmember responsibilities regarding briefings
        (ii) Flight crew briefing
        (iii) Flight crew to flight attendant(s) briefings
        (iv) Flight attendant to flight attendant(s) briefings
        (v) Required information
        (vi) Security procedures
        (vii) Communication procedures
        (viii) Emergency procedures
        (ix) MELs affecting flight operations and cabin safety
         equipment and procedures
        (x) Flight information
    (7) Task: Communication and Coordination During a Passenger                  X                X   ...............  ...............               18
     Interference Situation.......................................
        (i) Certificate holder's written program regarding the
         handling of passenger interference, including crewmember
         communication and coordination
        (ii) Techniques for diffusing a passenger interference
         situation
        (iii) Importance of crewmembers and other employees
         working as a team
        (iv) Role of management and crewmember in follow-up

[[Page 29459]]

 
        (v) Actions to report an occurrence of passenger
         interference
    (8) Task: Communication and Coordination During an Emergency                 X                X   ...............  ...............               18
     Situation....................................................
        (i) Actions for each emergency situation
        (ii) Importance of notification and who must be notified
        (iii) Alternate actions if unable to notify
        (iv) Communication during preparation for a planned
         emergency evacuation, including the time available, type
         of emergency, signal to brace, and special instructions
(c) Aircraft type specific:
    (1) Contents of the certificate holder's operating manual to    ...............               X                X                X                18
     include the FCOM. Use of any FCOM-based quick reference
     handbook (QRH)...............................................
    (2) Operating limitations.....................................  ...............               X                X                X                18
    (3) Coordination, communication, and methodology for the        ...............               X                X                X            18 \2\
     performance of each normal, abnormal, and emergency procedure
     contained in the FCOM........................................
    (4) Aircraft systems as described in the FCOM.................  ...............               X                X                X                18
    (5) Instrument procedures and low visibility operations.......  ...............               X                X                X                18
    (6) Airplane performance determinations and flight planning     ...............               X                X                X                18
     for all phases of flight.....................................
    (7) Operations Specifications authorizations and limitations..  ...............               X                X                X                18
    (8) MMEL, MEL, CDL............................................  ...............               X                X                X                18
    (9) Emergency communications with passengers and other                       X                X                X                X                18
     crewmembers..................................................
    (10) Storage of and how to administer medicinal oxygen........               X   ...............  ...............               X                18
    (11) The certificate holder's policy and FCOM procedures on     ...............               X                X                X                18
     the use of command and control automation and criteria for
     selecting and deselecting appropriate levels of automation
     (including manual control of flight) must be included in the
     lateral and vertical modes of takeoff, approach, and landing.
(d) Special Hazards:
    (1) Preventing controlled flight into terrain (CFIT) and        ...............               X                X                X                18
     approach and landing accidents...............................
    (2) Recovery from loss of control due to airplane design,       ...............               X                X                X                18
     airplane malfunction, human performance, and atmospheric
     conditions (or combinations thereof).........................
    (3) Low altitude windshear....................................  ...............               X                X                X                 9
        (i) Recognition and avoidance
        (ii) Recovery from inadvertent encounter
    (4) Takeoff safety: Decisionmaking and high speed aborts,       ...............               X                X                X                18
     including propulsion system malfunction analysis, causes,
     symptoms, recognition, and the effects on aircraft
     performance and handling.....................................
    (5) Airport surface movement safety and runway incursion        ...............               X                X                X                18
     prevention...................................................
    (6) Hazards of operating in or near thunderstorms, turbulent    ...............               X                X   ...............  ................
     air, icing, hail, volcanic ash, and other potentially
     hazardous conditions.........................................
    (7) Land and hold short operations (LAHSO)....................  ...............               X                X                X                 9
    (8) Ground anti-icing, deicing................................  ...............               X                X                X                18
    (9) Ice accumulation in flight................................  ...............               X                X                X                18
    (10) Close simultaneous parallel precision approach operations  ...............               X                X                X                18
     with Precision Radar Monitor (PRM)...........................
    (11) Special routes, areas, and airports......................  ...............               X                X                X                18
(f) International Operations:
    (1) Area and route characteristics............................               X                X                X                X                18
    (2) Flight planning, charts, course plotting, and tables......               X                X                X                X                18
    (3) Class II Navigation.......................................               X                X                X                X                18
    (4) Communications............................................               X                X                X                X                18
    (5) ETOPS or EROS, as applicable..............................               X                X                X                X                18
    (6) International rules and regulations.......................               X                X                X                X                18
    (7) Abnormal Operations.......................................               X                X                X                X                18

[[Page 29460]]

 
(g) Emergency Equipment Training:
    (1) Emergency communications with passengers and other                       X                X                X                X                18
     crewmembers..................................................
    (2) Crewmember-specific roles in dealing with crewmember and                 X   ...............  ...............  ...............                9
     passenger injury and illness, and disruptive passengers......
    (3) Location and familiarization of contents for first aid and  ...............               X                X                X                 9
     medical kits.................................................
    (4) Location and use of defibrillator.........................  ...............               X                X                X   ................
    (5) Certificate holders blood-borne pathogen awareness program               X   ...............  ...............  ...............                9
    (6) Location and use of emergency exits.......................  ...............               X                X                X                18
    (7) Location and use of emergency equipment. Equipment must     ...............               X                X                X                18
     include:.....................................................
        (i) For over water operations: life preservers, flotation   ...............               X                X                X                18
         seat cushions, life rafts, slides, and slide rafts
        (ii) For ground or water evacuation: escape ropes,          ...............               X                X                X                18
         megaphones, flashlight, emergency lighting, emergency
         locator transmitters, first aid kit, slides, slide rafts,
         fire extinguishers (each type used), smoke and fume
         protection (such as PBE and smoke goggles), megaphones,
         oxygen (portable, passenger oxygen system, flight crew
         masks), supplemental (flight deck key, demonstration
         equipment, smoke detectors, trash containers, seat belt
         extensions)
    (8) Fires-in flight and on the ground.........................  ...............  ...............  ...............  ...............  ................
        (i) Procedures and strategies for prevention                ...............               X                X   ...............  ................
        (ii) Classes of fires and correct methods of extinguishing  ...............               X   ...............  ...............  ................
         each
        (iii) Flight attendant role in exterior, APU, jetway, and   ...............               X                X                X                18
         ramp fire
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ If authorized by the FAA, subjects may be adjusted for related aircraft (see Sec.  Sec.   121.1205, 121.1215).
\2\ All abnormal and emergency procedures are required. Only selected normal procedures are required.
``X'' indicates the subject must be included in the category of training.
``9'' indicates the subject must be trained every 9 months.
``18'' indicates that the subject must be trained every 18 months.
* (Conversion training only).

Begin QPS Requirement

    B. Academic Evaluation. (see Sec. Sec.  121.1341 and 121.1343)
    1. Knowledge and understanding of each subject within each area 
of instruction must be evaluated by written or computer based 
testing at the end of academic training, and must provide for the 
following:
    (a) A score of 80% or better on each instructional area is 
required to be satisfactory.
    (b) A minimum of 5 questions must be developed for each subject.
    (c) Two questions for each subject must be randomly selected for 
each test.
    (d) The test must be corrected to 100%.
    (e) Correction of missed questions must include a discussion or 
review of which answer is correct and why, and why the person's 
original answer was incorrect.
    (f) Retraining is required for each instructional area in which 
a score of 80% or better is not achieved.
    (g) Examination after retraining of the student is required for 
each instructional area in which retraining was completed.
    2. The following standards are for evaluating the flight 
engineer performance in limitation, systems, and performance and 
loading subjects.
    (a) Limitations--The flight engineer must know all of the 
limitations appropriate to the airplane with respect to:

(1) Systems and components
(2) Performance

    (b) Systems--The flight engineer must understand and be 
knowledgeable about the following subjects (systems and components) 
and be able to explain their operation as described in the FCOM and 
their applicability, as appropriate, to the Minimum Equipment List 
(MEL), Configuration Deviation List (CDL), and the operations 
specifications:

(1) Landing gear: including, as appropriate, extension and 
retraction system(s), indicators, brakes, anti-skid, tires, nose-
wheel steering, and shock absorbers
(2) Engine(s) and Auxiliary Power System(s): including controls and 
indications, induction system, carburetor and fuel injection, turbo-
charging, cooling, fire detection and protection, mounting points, 
turbine wheels, compressors, deicing, anti-icing, and other related 
components
(3) Propellers (if appropriate): including type, controls, 
feathering and unfeathering, auto feather, negative torque sensing, 
synchronizing, and synchro-phasing
(4) Fuel system: including capacity, drains, pumps, controls, 
indicators, cross-feeding, transferring, jettison, fuel grade, color 
and additives, fueling and de-fueling procedures, and allowable fuel 
substitutions, if applicable
(5) Oil system: including capacity, grade, quantities, and 
indicators
(6) Hydraulic system: including capacity pumps, pressure, 
reservoirs, grade, and regulators
(7) Electrical system: including alternators, generators, battery, 
circuit breakers and protection devices, controls, indicators, and 
external and auxiliary power sources and ratings
(8) Environmental systems: including heating, cooling, ventilation, 
oxygen and pressurization, controls, indicators, and regulating 
devices
(9) Avionics and communications: including autopilot; flight 
director; Electronic Flight Indicating Systems (EFIS); Flight 
Management System(s) (FMS); navigation

[[Page 29461]]

systems and components (LORAN; Doppler Radar; Inertial Navigation 
Systems; Global Positioning System such as GPS/DGPS/WGPS; VOR; NDB; 
ILS/MLS; RNAV); indicating devices; transponder; emergency locator 
transmitter; electronic flight bags; Aircraft Communications 
Addressing and Reporting System (ACARS), and others, as may be 
appropriate
(10) Ice protection (anti-ice and de-ice): including pitot-static 
system, propeller (if appropriate), windshield, wing and tail 
surfaces
(11) Crewmember and passenger emergency equipment and procedures: 
including oxygen system, survival gear, emergency exits, evacuation 
procedures with crew duties, and quick donning oxygen mask for 
crewmembers and passengers
(12) Flight controls: including ailerons, elevator(s), rudder(s), 
control tabs, balance tabs, stabilizer, flaps, spoilers, leading 
edge flaps and slats, and trim systems
(13) Flightdeck automation: including the certificate holder's 
written automation policy and written operating procedures for 
selecting and deselecting appropriate levels of automation. This 
must include the certificate holder's policy for conducting CAT II 
and CAT III approaches when authorized.

(14) Pneumatic system
(15) Other systems as may be contained in the FAA-approved Airplane 
Flight Manual
(c) Performance and Loading--The flight engineer must understand and 
be proficient in the use of the Certificate Holder's performance 
charts, tables, graphs, and other data relating to the following 
areas:
(1) Accelerate--stop distance
(2) Accelerate--go distance
(3) Balanced field
(4) Takeoff performance, all engines and with engine(s) inoperative, 
as appropriate
(5) Climb performance including segmented climb performance; with 
all engines operating; with one or more engines inoperative; and 
with other engine malfunctions as appropriate
(6) Service ceiling, all engines, with engines(s) inoperative, 
including drift down, if appropriate
(7) Cruise performance
(8) Fuel consumption, range, and endurance
(9) Descent performance
(10) Go-around from rejected landings
(11) The effects of meteorological conditions on performance 
characteristics with correct application of these factors to a 
specific chart, table, graph or other performance data
(12) How to determine longitudinal and lateral center-of-gravity 
location for a specific load condition, including how to add, 
remove, or shift weight to meet longitudinal (forward and aft), and 
lateral balance limits for takeoff, cruise, and landing
(13) Planning and application of operational factors affecting 
aircraft performance such as high altitude airports, cluttered and 
contaminated runways, ground and in-flight icing and other 
performance data appropriate to the aircraft

Attachment 3 of Appendix R to Part 121

Job Performance Training Requirements for all Categories of Training

(Tasks, Environments, Drills, and Observations With Instruction, 
Evaluation, and Simulation Credits)

    A. Determining the job performance (flight training) tasks and 
environments required for instruction and evaluation for each 
category of training. (see Sec. Sec.  121.134; 121.136; 121.1221; 
121.1223; 121.1225; 121.1331; 121.1339; 121.1341; 121.1343; 
121.1345; 121.1347; 121.1349; 121.1351; 121.1353; 121.1361; 
121.1363; 121.1365; 121.1367; 121.1377; 121.1379; 121.1381; 
121.1383; and 121.1215)
    1. Certificate holder responsibilities with respect to the FCOM 
and Table 3A.
    (a) The certificate holder must use the FAA-approved FCOM to 
construct each curriculum category required by this subpart in 
accordance with an FAA-approved job performance training program. 
The tasks listed in the FCOM must reflect the tasks included in 
Table 3A of this Attachment, as amended, and include standard 
operating procedures, abnormal procedures, non-normal procedures, 
and emergency procedures, as well as the authorizations contained in 
the certificate holder's operations specifications.
    (b) If the certificate holder adds tasks or environments to 
those listed in Table 3A of this attachment, those tasks or 
environments must be further developed to include the requirement 
and frequency for training and evaluation in each additional task or 
environment. These changes must be reflected in the FCOM and 
submitted to the FAA for approval.
    (c) If the certificate holder's operation does not permit, or 
the operation of the aircraft flown by the certificate holder does 
not require one or more of the tasks listed in Table 3A of this 
attachment, those tasks must not be included in the FCOM, and, 
therefore, are not required to be trained or evaluated.
    (d) Changes to the FCOM must be submitted to the FAA for 
approval.
    2. Job Performance Requirements.
    (a) Table 3A of this attachment describes the flight engineer 
tasks required for initial, transition, conversion, and 
requalification (phases I, II, and III) training, and the flight 
engineer tasks required for the proficiency check or test conducted 
for flightcrew member qualification or certification. Table 3A of 
this attachment also describes the flight engineer tasks that are 
required for the recurrent proficiency check as well as the flight 
engineer training tasks that are described for the LOFT and the FFS 
course of instruction.
    (b) When a task is identified as being required each 9 months 
during recurrent training (i.e., an ``X'' is located in the ``every 
9 months'' column of Table 3A of this attachment):
    (1) This requirement is satisfied by the task being completed 
during either the LOFT or the FFS course of instruction during the 
9-month period when a proficiency check is not conducted.
    (2) This requirement is satisfied by the task being completed 
during the proficiency check during the 9-month period when a 
proficiency check is conducted. The task does not need to be 
repeated again during the accompanying LOFT or FFS course of 
instruction.
BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C
    B. Aircraft Emergency Equipment Training Requirements. Aircraft 
Emergency Procedures Drills and Observations. (see Sec. Sec.  
121.1205; 121.1215; 121.1233; 121.1255;

[[Page 29469]]

121.1333; 121.1337; 121.1351; 121.1365; 121.1367; 121.1381; 
121.1383; 121.1387; and 121.1389)
    1. All emergency drills and observations must be completed 
within the time frames specified in Table 3A.
    2. In accordance with Table 3A of this attachment, each 
flightcrew member must perform individual hands on training and 
evaluation demonstrations through individual performance drills 
using the specified emergency equipment, or participate as part of a 
group of persons completing a specific drill through group 
performance drills.
    3. During group performance drills, it is not necessary for each 
flightcrew member to complete each task in the performance drill; 
however, each flightcrew member must observe the actions and 
activities of the other persons who are completing the performance 
drill tasks.
    4. In accordance with Table 3A of this attachment, each 
flightcrew member must observe a specific procedural drill being 
conducted by other persons (an observation drill) in a live setting 
or through an audio-visual medium.
    5. Each flightcrew member must operate each exit on each 
aircraft type on which the flightcrew member is to serve in both the 
normal and emergency modes, including the actions and forces 
required in the deployment of emergency evacuation slides.
    6. Each flightcrew member must complete the required emergency 
training drills during the specified training periods, using those 
items of installed emergency equipment for each aircraft type on 
which the flightcrew member is to serve.
    7. Each piece of emergency equipment and training device must be 
in its fully secured, pinned, bracketed, or stowed condition, as 
installed on the aircraft, prior to being operated by each 
flightcrew member during each performance drill. The removal and 
stowage of each piece of emergency equipment may be completed 
separately from the performance drill as part of the equipment 
mountings drill.
    8. Flightcrew members must demonstrate proficiency by completing 
each performance drill without reference to any guidance material or 
instruction.
    9. Individual evaluations of each flightcrew member's 
performance by an instructor is required. Flightcrew members who do 
not complete emergency training drills must be retrained in 
accordance with the certificate holder's approved training program 
prior to reevaluation.
    C. Determining the level of FSTD that must be used for training, 
evaluation, and recent experience. (see Sec. Sec.  121.1345; 
121.1349; and 121.1351)
    To use an FSTD for training, evaluation, and recent experience 
the following general requirements must be met. The code shown in 
Table 3B of this attachment for the task or environment indicates 
the lowest FSTD qualification level that may be used.
    1. General Requirements.
    In addition to the approval of the FAA required by part 121, to 
be used for any task or environment, an FSTD must:
    (a) Have a qualification level assigned in accordance with part 
60 of this chapter.
    (b) Be maintained in accordance with part 60 of this chapter.
    (c) Have all of the aircraft and FSTD systems installed and 
operating that are necessary to complete the task or environment.
    (d) Be operated in accordance with Sec.  60.25 of this chapter, 
Operation with Missing, Malfunctioning, or Inoperative Components.
    (e) Have the qualification level indicated in Table 3B of this 
attachment, or a higher qualification level, for the task or 
environment and the category of training indicated. Certain tasks 
may be trained in an FSTD at a different level than required for 
evaluating that specific task. The instructor must observe the 
flight engineer perform the task to proficiency in the level of FSTD 
required for the evaluation prior to the evaluation by a check 
person.
    2. LOFT Requirements. For Qualification LOFT, or Recurrent LOFT, 
a FFS at level A, B, C, or D must be used.
    3. Takeoff and Landing 90 Day Recency of Experience.
    For maintaining recency of experience in a FFS, a level B, C, or 
D must be used. For regaining recency of experience, a level C or D 
is required.
    4. FFS Requirements for Training and Evaluation.
    (a) The training session immediately preceding the proficiency 
test or check, as well as the proficiency test or check administered 
at the conclusion of initial, transition, conversion, upgrade, or 
requalification training, must be conducted in no more than two 
levels of FFS.
    (b) The recurrent training and evaluation (proficiency test or 
check) administered as part of the recurrent qualification 
requirements may only be conducted in one level of FFS. The level of 
FFS that is required is the lowest level in which all tasks that 
must be completed can be accomplished in that level of FFS. For 
recurrent training, this is at least a level A FFS; for the 
proficiency test or check, this is at least a level B FFS.

                                   Table 3B--Minimum FSTD Required for Credit
----------------------------------------------------------------------------------------------------------------
               Curriculum category                     Initial, transition,                  Recurrent
-------------------------------------------------    conversion,  upgrade, and   -------------------------------
                                                          requalification
                                                 --------------------------------
                                                                   The training
                                                                      session     Training (LOFT
    Flight engineering tasks each task may be                       immediately    or FFS course    Proficiency
  performed in the FSTD level specified or any                    preceding, and        of         test or check
              higher level of FSTD.                Training \1\         the        instruction)         \3\
                                                                    Proficiency
                                                                   Test or check
                                                                        \2\
----------------------------------------------------------------------------------------------------------------
1.0 All Operations:
1.1 Normal Procedures...........................               4               A               A               B
1.2 Operation of Systems and Controls at the                   4               A               A               B
 Flight Engineer's Panel........................
                                                 ---------------------------------------------------------------
1.3 Human Factors and CRM.......................     Must be incorporated throughout training and evaluation.
                                                 ---------------------------------------------------------------
1.4 Aircraft Handling Standards.................            As authorized for each task or environment.
                                                 ---------------------------------------------------------------
1.5 ATC Communications and Procedures...........            As authorized for each task or environment.
                                                 ---------------------------------------------------------------
1.6 Seat Dependent Training.....................                See Paragraph D3 of This Attachment
                                                 ---------------------------------------------------------------
1.7 MEL Relief..................................          Incorporated periodically throughout training.
                                                 ---------------------------------------------------------------
2.0 Preflight Procedures:
2.1 Planning and use of checklists..............               4               A               A               B
2.2 Flight Deck Inspection......................               4               A               A               B
                                                 ---------------------------------------------------------------
2.3 Cabin Inspection............................               Aircraft or approved pictorial means.
                                                 ---------------------------------------------------------------
2.4 Exterior Inspection.........................               Aircraft or approved pictorial means.
                                                 ---------------------------------------------------------------

[[Page 29470]]

 
2.5 Navigation System Setup.....................               4               A               A               B
3.0 Ground Operations:
3.1 Engine Start................................               4               A               A               B
    3.1.1 Normal................................               4               A               A               B
    3.1.2 Non-Normal............................               4               A               A               B
3.2 Pushback and Powerback......................               A               A               A               B
3.3 Taxi........................................               A           \4\ D               A               B
3.4 Pre-Takeoff Procedures......................               4               A               A               B
3.5 Deicing Before Takeoff......................               4               A               A               B
3.6 Anti-Icing (after start, before takeoff)....               4               A               A               B
3.7 High Density Altitude Runway Operations.....               A               A               A               B
3.8 After Landing...............................               4               A               A               B
3.9 Parking and Securing........................               A               A               A               B
4.0 Takeoff:
4.1 Normal and Crosswind--All Engines Operating.               A               D               A               B
4.2 Instrument with Lowest Authorized RVR.......               A               A               A               B
4.3 With Engine Failure
    4.3.1 Between V1 and VR.....................               A               A               A               B
    4.3.2 Between VR and 500 ft. above field                   A               A               A               B
     elevation..................................
4.4 Rejected With Lowest Authorized RVR.........               A               A               A               B
4.5 Contaminated Runway Operations..............               A               A               A               B
4.6 Takeoff from High Density Altitude Runways..               A               A               A               B
5.0 In Flight Tasks and Aircraft Handling:
5.1 Slow Flight.................................               A           \4\ D               A               B
5.2 Recognition of, and Recovery from, Approach
 to Stall
    5.2.1. Clean configuration..................               A           \4\ D               A               B
    5.2.2. Takeoff or maneuvering configuration.               A           \4\ D               A               B
    5.2.3. Landing configuration................               A           \4\ D               A               B
5.3 Asymmetric Thrust...........................               A               A               A               B
    5.3.1 Engine Shutdown                                      A               A               A               B
    5.3.2 Maneuvering with One Engine                          A               A               A               B
     Inoperative
    5.3.3 Engine Restart                                       A               A               A               B
    5.3.4 One Engine Inoperative En Route.......               A               A               A               B
5.4 Runaway Trim or Stabilizer..................               A               A               A               B
5.5 Jammed Trim or Stabilizer...................               A               A               A               B
5.6 Upset Recognition and Recovery..............               A           \4\ D               A               B
5.7 Turns with and without Spoilers.............               A               A               A               B
5.8 Stability Augmentation Inoperative..........               A               A               A               B
5.9 Mach Tuck and Mach Buffet...................               A               A               A               B
5.10 Recovery from High Sink Rate inside final                 A           \4\ D               A               B
 approach fix...................................
5.11 Flight Envelope Protection Demonstration...               A               A               A               B
5.12 Windshear Avoidance and Encounter..........
    5.12.1 Takeoff..............................               A               A               A               B
    5.12.2 Departure............................               A               A               A               B
    5.12.3 Approach.............................               A               A               A               B
5.13 Traffic Avoidance (TCAS)...................          5, 7 6               A               A               B
5.14 CFIT/Terrain Avoidance (GPWS, EGPWS or                \7\ 6               A               A               B
 TAWS)..........................................
5.15 Structural Icing, Airborne.................               A               A               A               B
5.16 Thunderstorm Avoidance Departure and                      A               A               A               B
 Arrival
5.17 ETOPS Procedures...........................               6               A               A               B
5.18 Anti-Icing prior to descent/approach.......               A               A               A               B
6.0 Instrument Procedures:
6.1 Instrument Departure or Arrival.............               6               A               A               B
6.2 Holding.....................................               6               A               A               B
6.3 Approach Transition.........................               6               A               A               B
6.4 Manually Controlled Departure and Arrival...               A               A               A               B
7.0 Approaches:
7.1 Instrument Approaches
    7.1.1 Precision Approach....................               A           \4\ D               A               B
    7.1.2 Non-Precision Approach................               A               A               A               B
7.2 Visual Approach.............................               A           \4\ D               A               B
8.0 Missed Approach:
8.1 All Engines Operating.......................               A           \4\ D               A               B
8.2 One Engine Inoperative......................               A               A               A               B
8.3 From Circle to Land.........................               A               A               A               B

[[Page 29471]]

 
8.4 Descending Break-Out Maneuver from PRM                     A               A               A               B
 Approach.......................................
9.0 Landing:
9.1 All Engines Operating (including crosswind).               A           \4\ D               A               B
9.2 Engine(s) Inoperative
    9.2.1 One Engine Inoperative................               A           \4\ D               A               B
    9.2.2 Two Engines Inoperative (3 and 4                     A           \4\ D               A               B
     Engine Aircraft)...........................
9.3 From a Precision Approach...................               A               B               A               B
9.4 From a Non-Precision Approach...............               A               B               A               B
9.5 From a Visual Approach......................               A               B               A               B
9.6 From Circle to land (if authorized).........               A               B               A               B
9.7 Recovery from a Bounced Landing.............               A               B               A               B
9.8 Rejected Landing............................               A               A               A               B
9.9 From Zero or Partial Flaps Approach.........               A               A               A               B
9.10 Using Enhanced Flight Visual System--EFVS..           \6\ A           \6\ A           \6\ A               B
9.11 Using Head-Up Display--HUD.................           \6\ A           \6\ A           \6\ A               B
9.12 Landing on Contaminated Runways............               A           \4\ D               A               B
9.13 Landing at High Density Altitude Runways...               A           \4\ D               A               B
10.0 Abnormal Procedures:                         ..............  ..............
10.1 Un-annunciated.............................               4               A               A               B
10.2.0 Systems..................................  ..............  ..............  ..............  ..............
10.2.1 Air Conditioning.........................               4               A               A               B
10.2.2 APU......................................               4               A               A               B
10.2.3 Autopilot................................               5               A               A               B
10.2.4 Brakes...................................               4               A               A               B
10.2.5 Communications...........................               4               A               A               B
10.2.6 Doors....................................               4               A               A               B
10.2.7 Electrical Power.........................               4               A               A               B
10.2.8 Emergency Equipment......................               4               A               A               B
10.2.9 Engine...................................               4               A               A               B
10.2.10 Fire Protection.........................               4               A               A               B
10.2.11 Flaps...................................               4               A               A               B
10.2.12 Flight Controls.........................               5               A               A               B
10.2.13 Fuel....................................               4               A               A               B
10.2.14 EGPWS or TAWS...........................               5               A               A               B
10.2.15 HUD.....................................               5               A               A               B
10.2.16 Hydraulic Power.........................               4               A               A               B
10.2.17 Ice and Rain Protection.................               4               A               A               B
10.2.18 Instruments.............................               5               A               A               B
10.2.19 Landing Gear............................               4               A               A               B
10.2.20 Navigation..............................               5               A               A               B
10.2.21 Oxygen..................................               4               A               A               B
10.2.22 Pneumatic...............................               4               A               A               B
10.2.23 Propellers..............................               4               A               A               B
10.2.24 Stall Warning...........................               5               A               A               B
10.2.25 Thrust Reversers........................               4               A               A               B
10.2.26 Warning Systems (various)...............               4               A               A               B
11.0 Emergency Procedures:
11.1 Fire or Smoke in Aircraft..................               4               A               A               B
11.2 Ditching...................................               4               A               A               B
11.3 Emergency Descent..........................               5               A               A               B
11.4 Rapid Decompression........................               4               A               A               B
11.5 Emergency Evacuation.......................               4               A               A               B
11.6 Engine Fire, Severe Damage, or Separation..               A               A               A               B
11.7 Landing with Degraded Flight Controls......           \6\ A           \6\ A           \6\ A           \6\ B
11.8 Pilot Incapacitation.......................               5               A               A               B
11.9 All other emergencies in accordance with                  5           \6\ A               A           \6\ B
 the FCOM.......................................
----------------------------------------------------------------------------------------------------------------
Footnotes:
\1\ Where Level 4 or 5 FTD is shown, all systems (and systems interoperability) necessary for the task must be
  installed in the FTD and operating correctly.
\2\ A maximum of 2 levels of FFS may be used to complete the proficiency test following initial, transition,
  conversion, upgrade, or requalification training.
\3\ Only one level of FFS may be used to complete the recurrent proficiency test or check. The level of FFS that
  is required for the recurrent proficiency test or check is the lowest level in which all tasks that must be
  completed can be accomplished.
\4\ See paragraph C.5 of this attachment for requirements to use Level C FFS in place of Level D FFS.
\5\ Interactive Computer Based Instruction is an acceptable method for training.

[[Page 29472]]

 
\6\ Check for appropriate system installation and for FSTD qualification for this task.
\7\ The FTD may be used, but a visual system meeting Level A FFS requirements must be installed and working
  properly.

    D. Persons Authorized to Administer Flight Engineer Training, 
Evaluation, and Observation Activities Under Subpart BB. (see 
Sec. Sec.  121.1347; 121.1349; 121.1251; 121.1253; 121.1255; 
121.1257; 121.1271; 121.1281; 121.1341; 121.1377; 121.1379; 
121.1381; 121.1383; 121.1385; and 121.1215)
    Table 3C of this attachment identifies who must administer 
certain required training and evaluation for flight engineers, and 
who must supervise and observe instructors and check flight 
engineers.

      Table 3C--Persons Eligible To Be Authorized To Administer Flight Engineer Training, Evaluation, and Observation Activities Under Subpart BB *
--------------------------------------------------------------------------------------------------------------------------------------------------------
 
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                  Affiliation and position
                                  ----------------------------------------------------------------------------------------------------------------------
                                                       Contractor
 
                                  ---------------------------------------------------
                                   Other than Part
                                     142 or other
                                         Part 119
                                      certificate
                                           holder      Part 142 or other Part 119
                                                           certificate holder
                                                     The Part 119 certificate holder
--------------------------------------------------------------------------------------------------------------------------------------------------------
Flight Engineer Training,                  Ground           Ground           Flight           Ground           Flight                 Check     Aircrew
 Evaluation, and Observation           Instructor       Instructor       Instructor       Instructor       Instructor           Flight          Program
 Activities Under Subpart BB (by                                                                                              Engineer         Designee
 aircraft type)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Academic (Ground School) Training               X                X                X                X   ...............  ...............  ...............
Job Performance (Flight) Training  ...............  ...............               X   ...............               X   ...............  ...............
Certificate or Rating Examination  ...............  ...............  ...............  ...............  ...............  ...............               X
Proficiency Test/Check (Initial,   ...............  ...............  ...............  ...............  ...............           X \1\                X
 Transition, Conversion,
 Recurrent, Requalification)
LOFT/FFS Course of Instruction     ...............  ...............  ...............  ...............           X \2\                X   ...............
Supervision of Operating           ...............  ...............  ...............  ...............  ...............           X \3\   ...............
 Experience
Observation of:
     Flight Engineer       ...............  ...............  ...............  ...............  ...............               X   ...............
     Instructor--Initial
     Flight Engineer       ...............  ...............  ...............  ...............  ...............               X   ...............
     Instructor--Recurring
     Check Flight          ...............  ...............  ...............  ...............  ...............  ...............           X \4\
     Engineer--Initial
     Check Flight          ...............  ...............  ...............  ...............  ...............               X            X \4\
     Engineer--Recurring
--------------------------------------------------------------------------------------------------------------------------------------------------------
* See Sec.   121.1343 for special limited authorizations for Initial Cadre Personnel. When POI authorization is required, the designation will
  specifically state the authorizations granted to the instructor, check flight engineer, or APD. Part 142 TCEs and other part 119 certificate holders'
  check flight engineers may be qualified and authorized as check flight engineers or APDs by the part 119 certificate holders' POI in accordance with
  subpart BB of this part. When qualified and authorized, these check flight engineers and APDs are considered a component of the part 119 certificate
  holders' training program resources.
\1\ When the proficiency test does not involve the issuance of a certificate or rating, a check flight engineer may conduct a Proficiency Test.
\2\ With POI authorization, employees of the part 119 certificate holder who are specifically designated flight engineer instructors may conduct
  Qualification LOFT and Proficiency Reviews.
\3\ In addition to the check flight engineer, supervision of flight engineer operating experience may also be conducted by a check pilot, a IOE pilot,
  or a flight engineer who has been specifically authorized by the POI.
\4\ With POI authorization, employees of the part 119 certificate holder who are designated as APDs and specifically designated to do so, may conduct
  the Initial or Recurring check flight engineer observation.

    E. Administering Evaluations. (see Sec. Sec.  121.1221; 
121.1253; 121.1257; 121.1271; 121.1281; 121.1341; 121.1343; 
121.1361; 121.1363; 121.1365; 121.1367; 121.1377; 121.1379; 
121.1381; 121.1383; and 121.1215)
    The following requirements apply to the evaluation activity 
indicated. Refer to Table 3D of this attachment for who may 
administer each type of evaluation.
    1. Proficiency Tests or Checks.
    Proficiency tests or checks must be administered for first time 
qualification in a duty position. Employees of the certificate 
holder who are used or will be used in the certificate holder's 
operations and who have completed all of the required training may 
use the proficiency test to obtain a certificate or rating.
    2. Other Assessments.
    (a) After qualification, the flight engineer's performance in 
all job performance training

[[Page 29473]]

activities (including LOFT) must be assessed for a satisfactory 
level of task proficiency based upon this QPS.
    (b) During a scheduled FSTD course of instruction (other than 
LOFT), if a task is performed unsatisfactorily the flight engineer 
may retrain on the unsatisfactory task; however, all scheduled 
tasks, including any retraining, must be completed within the 
approved scheduled time period.
    3. Satisfactory or Unsatisfactory Performance.
    (a) No evaluator or instructor may assess the flight engineer's 
performance as satisfactory unless that flight engineer:
    (1) Performs the tasks in accordance with the standards and 
tolerances established in the QPS.
    (2) Demonstrates mastery of the aircraft or simulated aircraft 
with the successful outcome of each task never in doubt. However, 
when the flight engineer recognizes that an action taken was not 
correct, or recognizes that an action should have been taken and was 
not, and then the flight engineer either corrects the action taken 
or takes the appropriate action to correct the situation, the task 
may be assessed as satisfactory and the ``error'' portion of 
``threat and error management'' may be assessed as satisfactory as 
well.
    (3) Except as described in paragraph 3(a)(2) of this attachment, 
demonstrates performance such that no corrective or instructive 
action is required by another flightcrew member to maintain safe 
flight.
    (4) Demonstrates CRM competencies in accordance with duties 
outlined in the FCOM requiring crew interactions, including in a 
crew briefing before each takeoff and before each approach.
    (5) Demonstrates sound judgment.
    (b) The evaluator or instructor must assess a flight engineer's 
performance as unsatisfactory if the flight engineer fails to take 
prompt corrective action when tolerances are exceeded.
    5. Recording, Reporting and Correcting Unsatisfactory 
Performance.
    The certificate holder must report a failure of a test, check, 
or review to the FAA in accordance with Sec.  121.1331(f)(1). The 
flight engineer must be retrained and reevaluated to a satisfactory 
level before the flight engineer may begin or be returned to line 
operations.

    44. Add appendix S to part 121 to read as follows:

Appendix S to Part 121--Flight Attendant Qualification Performance 
Standards

    This appendix supplements the requirements for flight attendants 
contained in subpart BB of this part (Sec. Sec.  121.1201-121.1399).

Table of Contents

A. Crew Resource Management (CRM).
B. Continuous analysis process. (See Sec.  121.1355)
ATTACHMENT 1. Flight Attendant Evaluation Requirements and 
Programmed Hours (see Sec. Sec.  121.1301; 121.1331; 121.1335; 
121.1341; 121.1343; and 121.1361).
ATTACHMENT 2. Flight Attendant Training--Task Requirements and 
Performance Standards by Area of Instruction (see Sec. Sec.  
121.1301; 121.1331; 121.1333; 121.1341; and 121.1361).
ATTACHMENT 3. Training and Evaluation Requirements for Flight 
Attendant Curriculums (Basic Qualification), Curriculum Categories 
(New Hire, Initial, Transition, Emergency, Recurrent, and 
Requalification), and Aircraft Operating Experience (see Sec. Sec.  
121.1301; 121.1303; 121.1309; 121.1331; 121.1341; 121.1361; 
121.1363; 121.1369; 121.1373; and 121.1375)
A. Crew Resource Management (CRM).

    The flight attendant must demonstrate knowledge and skills in 
the technical and CRM competencies for each particular task.
    1. Certain CRM-related knowledge and skills must be associated 
with one or more flight attendant performance tasks and must be 
evaluated during flight attendant training as shown in Attachment 2 
of this appendix.
    2. The flight attendant must demonstrate knowledge and skills in 
both the technical and CRM competencies for each task. A task is not 
completed unless the evaluator has determined that the flight 
attendant has demonstrated knowledge and skills in the technical and 
CRM competencies.
    B. Continuous Analysis Process (See Sec.  121.1355).
    A continuous analysis process is incorporated in this QPS 
through integration with the qualification and training program. The 
certificate holder is responsible for designating responsibility for 
the process. The certificate holder must ensure appropriate and 
adequate assessment tools which may include testing, checking, 
critique, inspection, observation, documenting, evaluation, and 
analysis. The assessment tools are utilized to enable the 
certificate holder to validate the effectiveness of the 
qualification and training program, or the need to change that 
program. The certificate holder must describe the attributes of the 
continuous analysis process in the certificate holder's FAA approved 
training program.

Attachment 1 of Appendix S to Part 121

Flight Attendant Evaluation Requirements and Programmed Hours (Sec.  
121.1331)

    A. EVALUATION REQUIREMENTS (see Sec. Sec.  121.1301, 121.1331, 
121.1341, 121.1343, 121.1361)
    1. Proficiency Checks.
    If an evaluator conducting proficiency checks provides training, 
the training must be conducted as follows:
    (a) No more than two tasks may be trained and no more than a 
total of three attempts (including the first unsatisfactory, a 
rehearsal, and a final assessment) in each of the tasks are 
permitted.
    (b) Three or more unsatisfactory tasks, or failure to 
demonstrate satisfactory performance in three attempts at any one 
task, makes the check unsatisfactory.
    2. Proficiency Tests.
    (a) Evaluators who conduct proficiency tests may not provide 
training to the flight attendant during the test.
    (b) If, in the judgment of the evaluator, the flight attendant's 
performance of any task during a proficiency test is unsatisfactory, 
the test in that task is failed.
    (c) When a flight attendant fails a proficiency test, the flight 
attendant must be retrained in the task and reevaluated on the 
schedule specified in the certificate holder's approved training 
program.
    3. Academic Checks. Evaluators who conduct academic checks 
during aircraft operating experience may provide training to the 
flight attendant during the academic check as follows:
    (a) No more than two tasks may be trained, and no more than a 
total of three attempts to complete a academic check in each of the 
tasks is allowed.
    (b) Three or more unsatisfactory tasks, or failure to 
satisfactorily complete a academic check in three attempts at any 
one task, makes the check unsatisfactory.
    4. Qualified Evaluators. Evaluations may only be conducted by 
those persons as outlined in Table 3A of this Attachment.
    B. PROGRAMMED HOURS (see Sec. Sec.  121.1335, 121.1361)
    1. Baseline and Minimum Programmed Hours (see Sec. Sec.  
121.1335, 121.1361). Table 1A of this attachment sets out the 
baseline and Table 1B of this attachment sets out the minimum 
programmed hours for each curriculum category. The baseline 
programmed hours may be reduced after demonstration that the 
reduction is warranted and approved by the Administrator. The FAA 
may approve a reduction in baseline programmed hours if the 
certificate holder demonstrates that the reduction is warranted. The 
FAA will not approve a reduction in the programmed hours below the 
minimum programmed hours.
    2. Required hours for requalification (see Sec. Sec.  121.1309, 
121.1361). The hours established for requalification (Sec.  
121.1309) are for individuals in specific circumstances based on the 
requirements in Sec.  121.1309. Therefore, there are no programmed 
hours in Tables 1A and 1B of this attachment for requalification 
training.
    3. Required hours for differences and special curriculum 
categories (see Sec. Sec.  121.1337, 121.1361). The hours 
established for differences and special are in addition to the 
previously approved programmed hours for the approved training 
program. For differences (Sec.  121.1215), the programmed hours 
remain in the differences curriculum category. For special (Sec.  
121.1337(c)), the certificate holder integrates the training into 
the existing categories in Table 1A of this attachment. Therefore, 
there are no programmed hours in Table 1A or Table 1B of this 
attachment for differences and special training.
    4. Security. Security training and evaluation programmed hours 
required for crewmembers by the Transportation Security 
Administration (TSA) may not be included in the required programmed 
hours contained in Tables 1A and 1B of this attachment.

[[Page 29474]]



                                                               Table 1A--Flight Attendants
                                                    Baseline Programmed Hours* by Curriculum Category
                                                                  [See Sec.   121.1335]
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                        Curriculum Category
                                         ---------------------------------------------------------------------------------------------------------------
                                                              Initial                                          Recurrent  (Turbojet)          Recurrent
                                                     ------------------------               Transition ------------------------------------  (Turboprop)
                Training                                                       Emergency      (each                                        -------------
                                           New hire     General      Each       training    additional    1 to 5      6 to 9     10 to 13    Any number
                                                        topics     aircraft                  aircraft      types       types       types     of aircraft
                                                                     type                     type)      aircraft    aircraft    aircraft       types
--------------------------------------------------------------------------------------------------------------------------------------------------------
Academic................................         20           8           8          8**            8           8           8           8             3
--------------------------------------------------------------------------------------------------------------------------------------------------------
Job Performance.........................         20           4           4         16**            4           4           6           7             2
--------------------------------------------------------------------------------------------------------------------------------------------------------
    Total...............................         40          12          12         24**           12          12          13          14            5
--------------------------------------------------------------------------------------------------------------------------------------------------------
* Programmed hours do not include differences training, as required in Sec.   121.1215.
** Academic and job performance programmed hours are each reducible by 1 hour if the flight attendant is not qualified to serve in extended overwater
  operations.


                                                               Table 1B--Flight Attendants
                                                    Minimum Programmed Hours* by Curriculum Category
                                                                  [See Sec.   121.1335]
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                        Curriculum Category
                                         ---------------------------------------------------------------------------------------------------------------
                                                              Initial                                          Recurrent  (Turbojet)          Recurrent
                                                     ------------------------               Transition ------------------------------------  (Turboprop)
                Training                                                       Emergency      (each                                        -------------
                                           New Hire     General      Each       Training    additional    1 to 5      6 to 9     10 to 13    Any number
                                                        Topics     aircraft                  aircraft      types       types       types     of aircraft
                                                                     type                     type)      aircraft    aircraft    aircraft       types
--------------------------------------------------------------------------------------------------------------------------------------------------------
Academic................................         16   ..........          6   ...........           6
-----------------------------------------------------            ------------             -------------
 
Job Performance.........................         16         Not           2          Not            2                    Not reducible .
                                                      reducible                reducible
-----------------------------------------------------            ------------             -------------
    Total...............................         32   ..........          8   ...........           8
 
--------------------------------------------------------------------------------------------------------------------------------------------------------
 * Programmed hours do not include differences training, as required in Sec.   121.1215.

    5. Periods of time when training is not occurring, such as lunch 
or travel between facilities, do not count toward required 
programmed hours. Reasonably scheduled breaks will not be subtracted 
from programmed hours.

Attachment 2 of Appendix S to Part 121

Tasks For Flight Attendant Training Task Requirements and Performance 
Standards by Area of Instruction

Table of Contents

I. Introduction (see Sec. Sec.  121.1301, 121.1331, 121.1333, 
121.1341, 121.1361)
II. General Task Requirements (see Sec. Sec.  121.1301, 121.1331, 
121.1333, 121.1341, 121.1361, 121.1373)
    A. Area of Instruction: Flight Attendant Duties and 
Responsibilities--Normal Operations (see Sec.  121.1363)
    1. Subject: Preflight
    2. Subject: Pre-Movement on the surface
    3. Subject: Ground Movement
    4. Subject: In-Flight
    5. Subject: Arrival
    6. Subject: During Stops
    7. Subject: Federal Aviation Regulations
    8. Subject: General Contents, Control and Maintenance of 
Applicable Portions of the Certificate Holder's Manual
    9. Subject: Contents of the Certificate Holder's Operations 
Specifications
    10. Subject: Crew Resource Management
    11. Subject: Theory of Flight
    B. Area of Instruction: Flight Attendant Duties and 
Responsibilities--Abnormal Situations (see Sec.  121.1369)
    1. Subject: Handling Passengers Whose Conduct May Jeopardize 
Safety
    2. [Reserved]
    C. Flight Attendant Duties and Responsibilities--Emergency (see 
Sec.  121.1373)
    1. Subject: Emergency Equipment
    2. Subject: Emergency Situations
III. Aircraft Specific Task Requirements (see Sec.  121.1369)
    A. For Each Aircraft Type
    1. Subject: A General Description of the Aircraft
    2. [Reserved]
    B. [Reserved]
IV. Emergency Training Drill Requirements (see Sec.  121.1373)
V. Emergency Training Drills--General (see Sec.  121.1373)
    A. Subject: Job Performance Drills
    B. Subject: One Time Job Performance Drills
    C. Subject: Observation Drills
VI. Emergency Training Drills--Aircraft Specific (see Sec.  
121.1373)
    A. Subject: Exit Device Operation (see Sec.  121.1373)
    B. [Reserved]

I. Introduction (see Sec. Sec.  121.1301, 121.1331, 121.1333, 121.1341, 
121.1361)

    A. This attachment establishes task requirements and performance 
standards. Sections II. General Task Requirements and III. Aircraft 
Specific Task Requirements of this attachment list the academic 
requirements to the subtask level. Sections IV. Emergency Training 
Drills Requirements, V. Emergency Training Drills--General, and VI. 
Emergency Training Drills--Aircraft Specific list the performance 
requirements to the task level. Attachment 3 of this appendix lists 
the tasks that must be trained and evaluated for each curriculum 
category. Attachment 3 of this appendix includes tables that contain 
the various combinations of academic and job performance tasks taken 
from attachment 2, that, when combined, make up the requirements for 
training in each of the required training categories. (see

[[Page 29475]]

Sec. Sec.  121.1301, 121.1331, 121.1333, 121.1341, 121.1361)
    B. Each certificate holder must have a training program that 
includes the areas of instruction, subjects, tasks, subtasks, and 
performance standards in this attachment. The certificate holder 
must use this Attachment to determine the tasks on which each flight 
attendant must be trained and evaluated for each curriculum category 
in accordance with their FAA approved training program. The tasks 
listed in the FAOM do not have to include the level of detail 
provided to flight attendants in the approved training program, but 
must be to a level of detail that ensures flight attendants are able 
to perform their duties with a high level of safety. The tasks 
listed in the FAOM must also be consistent with the approved 
training program, as amended, and include standard operating 
procedures, abnormal procedures, non-normal procedures, and 
emergency procedures, as well as the authorizations contained in the 
certificate holder's operations specifications, as appropriate. (see 
Sec. Sec.  121.1301, 121.1331)
    C. Training under each task is required except when a particular 
piece of equipment is not on an aircraft in which the flight 
attendant is to serve or a procedure is not applicable to operations 
conducted by the certificate holder for the aircraft on which the 
flight attendant serves. (see Sec. Sec.  121.1301, 121.1361)
    D. The flight attendant must demonstrate that he or she is able 
to meet the academic and job performance standards in this QPS. (see 
Sec. Sec.  121.1301, 121.1335, 121.1341, 121.1343, 121.1361)
    E. In Attachment 3, training is required in all areas for 
persons who are qualifying for the first time in a flight attendant 
duty position for a certificate holder, and selected portions are 
required for persons required to complete requalification, 
transition, and recurrent training. (see Sec. Sec.  121.1301, 
121.1303, 121.1309, 121.1341, 121.1361, 121.1363, 121.1369, 
121.1373, 121.1375)
    F. Recurrent job performance training and evaluation must 
include training and evaluation at the subtask level. Recurrent 
academic training and evaluation must include training and 
evaluation at the task level. Recurrent academic subjects are 
identified on Table 3C of Attachment 3 of this appendix by a ``T.'' 
(see Sec. Sec.  121.1303, 121.1361, 121.1375)
    G. Each subject in recurrent must be trained and evaluated every 
year during recurrent and must include all changes made to the 
subject matter in the curriculum categories in the basic 
qualification curriculum. Some tasks, as indicated in Table 3C of 
this appendix, must be trained and evaluated every year. Other 
tasks, as indicated in Table 3C of this appendix, must be trained 
and evaluated at least once every 3 years. The certificate holder is 
not required to use the subtasks for training and evaluation. (see 
Sec. Sec.  121.1303, 121.1361, 121.1375)
    H. Knowledge and understanding of each subject within each area 
of instruction must be evaluated by written, oral, or electronic 
based testing at the end of academic training. When a written, oral, 
or electronic test is used:
    (a) Each certificate holder must develop an examination question 
repository that includes a minimum number of 2 questions for each 
task under each subject.
    (b) Each test must contain questions, as required by the 
academic test requirements of Table 3B and Table 3C of this 
appendix, from the examination question repository.
    (c) A score of 80% or better on each instructional area is 
required to be satisfactory.
    (d) The test must be corrected to 100%.
    (e) Correction of missed questions must include a discussion of 
the correct answer and why the person's original answer was 
incorrect.
    (f) Reevaluation is required for each instructional area in 
which a score of 80% or better is not achieved. (see Sec. Sec.  
121.1341, 121.1343, 121.1361)
    (g) The form and content of the reevaluation must be approved by 
the Administrator. (see Sec. Sec.  121.1341, 121.1343, 121.1361)
    I. The certificate holder must conduct a proficiency test so 
that the flight attendant physically performs the required task and 
meets the performance standards in Attachment 2 of the Flight 
Attendant QPS. (see Sec. Sec.  121.1341,121.1361)

II. General Task Requirements (see Sec. Sec.  121.1301, 121.1331, 
121.1333, 121.1341, 121.1361, 121.1373)

A. Area of Instruction: Flight Attendant Duties and 
Responsibilities--Normal Operations (see Sec.  121.1363)

1. Subject: Preflight

    (a) Task: General (Preflight)
    Subtasks:
    (1) Review all certificate holder issued memorandums and orders
    (2) Verify currency of FAOM
    (3) Ensure presence of certificate holder required items
    (4) Attend or provide crewmember briefing
    (5) Stow crew baggage and personal carry-on baggage properly
    (6) Stow the FAOM properly so it is accessible when performing 
duties
    (7) Identify seats with movable aisle armrests for seating of 
passengers with disabilities
    (8) Adjust cabin lighting in accordance with certificate 
holder's procedures
    (9) Report safety discrepancies to the PIC
    (10) Report any discrepancies in the aircraft cabin, systems, 
and equipment in accordance with certificate holder procedures
    (11) Cabin position specific duties as defined in the FAOM
    (b) Task: Crewmember Briefing (Preflight)
    Subtasks:
    (1) Security procedures
    (2) Communication procedures
    (3) Emergency procedures
    (4) MELs with any effect on cabin safety equipment or procedures
    (5) Flight information
    (6) Review and follow procedures concerning supernumerary 
personnel
    (c) Task: Cabin and Galley Security (Preflight)
    Subtask: Implement cabin and galley security procedures in 
accordance with certificate holder's security program
    (d) Task: Check of Emergency Equipment (Preflight)
    Subtasks:
    (1) Proper preflight techniques
    (2) Procedures to be followed if equipment fails to meet 
preflight requirements
    (3) Check the flight attendant jumpseat and restraint system, 
including automatic seat retraction, proper operation, no missing or 
broken components on flight attendant jump seat, and presence of 
jumpseat headrest
    (4) Check flight attendant panel to ensure switches, controls, 
and indicators are working
    (5) Verify no abnormal indications are present on any panels or 
gauges
    (6) Check portable oxygen equipment
    (7) Check fire extinguishers
    (8) Check first aid kits
    (9) Check EMK
    (10) Check AEDs
    (11) Check megaphones
    (12) Check PBEs
    (13) Check ELTs
    (14) Visual check of crash ax
    (15) Check emergency lighting system
    (16) Check emergency flashlights
    (17) Check survival kits
    (18) Verify position of circuit breakers
    (19) Check communication systems, including passenger address 
and interphone systems
    (20) Ensure chimes, chime indicator lights, and associated 
annunciator panel indicators are working
    (21) Check general condition of emergency exits in the passenger 
and galley areas
    (22) Check assist handles
    (23) Check lavatory fire detection system, flapper doors, 
ashtrays, and placards
    (24) Check for flotation equipment, as required
    (25) Check that class B cargo compartments are clear for crew 
fire fighting
    (26) Check emergency equipment stowage areas for unapproved 
items
    (e) Task: Check of Safety Equipment (Preflight)
    Subtasks:
    (1) Check presence of and prepare demonstration equipment
    (2) Check audio/visual safety demonstration equipment
    (3) Verify that the universal precaution kit and CPR masks, or 
the kit that contains these items, is onboard
    (4) Verify that onboard wheelchair is present and properly 
secured
    (f) Task: Galley Check (Preflight)
    Subtasks:
    (1) Ensure all latches, locks, and flapper doors work properly
    (2) Ensure only approved items are stowed in ovens
    (3) Check circuit breakers located in the galley
    (4) Ensure lower lobe galley lift works properly
    (g) Task: Check of Cabin and Cabin Systems (Preflight)
    Subtasks:
    (1) Check circuit breakers located in the cabin

[[Page 29476]]

    (2) Check temperature and ventilation controls
    (3) Check lighting systems to ensure proper working condition
    (4) Check photo luminescent emergency pathway lighting systems, 
and preflight and charging procedures
    (5) Ensure all lock-out mechanisms are engaged on emergency exit 
seats
    (6) Stow in-flight service and entertainment items

2. Subject: Pre-movement on the surface

    (a) Task: General (Pre-movement on the Surface)
    Subtasks:
    (1) Ensure minimum number of required flight attendants are 
onboard during the entire boarding process
    (2) Assume proper station during passenger boarding
    (3) Identify possible able bodied passengers
    (4) Provide all required announcements to passengers
    (5) Provide all required individual passenger briefings
    (b) Task: Passenger Boarding (Pre-movement on the Surface)
    Subtasks:
    (1) Observe passengers for acceptance according to regulation 
and certificate holder policy (e.g., intoxicated passengers and 
unaccompanied minors)
    (2) Monitor carry-on baggage for excessive size, quantity, or 
evidence of hazardous materials
    (3) Monitor exit seat occupants according to certificate 
holder's approved exit seat program
    (4) Monitor passenger behavior and maintain situational 
awareness
    (5) Report passengers who appear to be intoxicated or are 
otherwise disruptive immediately to the PIC and customer service 
personnel
    (6) Ensure certificate holder procedures are followed regarding 
the passenger use of Portable Oxygen Concentrators (POCs)
    (7) Ensure certificate holder procedures are followed regarding 
child restraint systems
    (8) Ensure certificate holder procedures are followed regarding 
lap held children
    (9) Ensure lap held children are distributed with regard to 
oxygen availability
    (10) Comply with certificate holder procedures for child and 
infant flotation equipment
    (11) Ensure certificate holder procedures are followed regarding 
passenger count
    (12) Conduct compliance check to ensure carry-on baggage is 
properly stowed
    (13) Ensure that use of portable electronic devices is in 
compliance with certificate holder's procedures
    (14) Conduct appropriate passenger briefing for exit seat 
occupants
    (15) Verify (must be verified by a required crewmember) that all 
exit seat occupants meet exit seat criteria, prior to aircraft 
movement on the surface
    (16) Ensure proper handling of passengers with additional needs, 
such as armed passengers, prisoners, escorts, passengers with 
personal oxygen, and unaccompanied minors
    (17) Ensure any medical oxygen being used by a passenger was 
supplied by the certificate holder and follow appropriate procedures 
for use
    (18) Ensure the PIC is notified that medical oxygen or POC is in 
use
    (19) Ensure the passenger using medical oxygen or POC is seated 
per the certificate holder's procedures
    (20) Ensure the medical oxygen bottles or POC are properly 
located and secured when they are being used and before and after 
use
    (21) Ensure no persons are allowed to smoke within 10 feet of 
any oxygen or POC in use
    (22) Apply weight and balance procedures as directed by the PIC
    (23) Ensure compartment restraints are secured for compliance 
with carry-on baggage regulation
    (24) Ensure all items carried on by the passenger are properly 
stowed (e.g., purses and assistive devices)
    (25) Ensure unusual items (e.g., organs for transplant) are 
stowed in accordance with certificate holder's approved carry-on 
baggage program
    (26) Follow approved method for removing carry-on baggage that 
cannot be stowed
    (27) Verify (must be verified by a required crewmember) that all 
carry-on baggage is stowed prior to closing last passenger entry 
door
    (c) Task: Passengers With Disabilities (Pre-movement on the 
Surface)
    Subtasks:
    (1) Review part 382 of 14 CFR, Nondiscrimination on the Basis of 
Disability in Air Travel
    (2) Review certificate holder responsibilities regarding 
compliance with 14 CFR part 382, including the role of the 
compliance resolution official (CRO)
    (3) Review crewmember responsibilities regarding compliance with 
14 CFR part 382
    (4) Review cabin accommodations, such as onboard wheelchairs, 
accessible lavatories, movable armrests, and collapsible armrests
    (5) Review types of service animals, including unique service 
animals, lap-held service animals, and emotional support service 
animals
    (6) Review location and placement of service animals
    (7) Review types of assistive devices, including respiratory 
assistive devices, that are designed for, and used by, people with 
disabilities
    (8) Review location and placement of assistive devices, 
including specific certificate holder procedures regarding stowage 
of a passenger's folding wheelchair in the cabin
    (9) Review exclusion of assistive devices from the number of 
carry-on items that each passenger is allowed to bring onboard
    (10) Review use of orthotic positioning devices by people with 
disabilities
    (11) Review passenger briefings for people with disabilities
    (12) Review procedures for handling passenger disputes regarding 
compliance with 14 CFR part 382
    (d) Task: Galley Security (Pre-movement on the Surface)
    Subtasks:
    (1) Ensure all catering and galley supplies are stowed properly
    (2) Ensure latches and locks are positioned properly
    (3) Ensure secondary locking mechanisms are engaged
    (4) Ensure carts are secured on permanent tie downs for surface 
movement and take-off
    (5) Ensure curtains and doors are properly secured
    (e) Task: Preparation of Exits (Pre-movement on the Surface)
    Subtasks:
    (1) Ensure doors are closed
    (2) Ensure timely arming of exits, including positioning of 
warning devices and cross check requirements
    (3) Ensure passengers are seated with seat belts fastened
    (4) Ensure no items are improperly stowed at jumpseats, 
passenger seats, lavatories or galleys
    (5) Signal or communicate with flight crew regarding cabin 
readiness for aircraft movement
    (f) Task: Compliance Check (Pre-movement on the Surface)
    Subtasks:
    (1) Ensure that a normal or emergency means of egress is 
available when passengers are on board the aircraft
    (2) Ensure proper closure of overhead compartments and closets
    (3) Ensure that all carry on baggage is properly stowed
    (4) Ensure that all passengers, except those meeting lap child 
criteria, are seated with seat belts fastened
    (5) Ensure that seat belt extensions have been provided to all 
passengers who need them

3. Subject: Ground Movement

    (a) Task: General (Ground Movement)
    Subtask:
    (1) Flight attendants must occupy assigned jumpseats during taxi 
unless performing safety related duties
    (2) Flight attendants must understand the impact of conducting 
non-safety related duties during taxi
    (b) Task: Passenger Information (Ground Movement)
    Subtask:
    (1) Use public address system properly
    (2) Provide appropriate information:
    (i) Compliance with Fasten Seat Belt and No Smoking signs
    (ii) Stowage of tray tables
    (iii) Positioning seat backs in the upright position (leg rests 
retracted)
    (iv) Location of emergency exits
    (v) Proper use of portable electronic devices
    (vi) Stowage of carry-on baggage
    (vii) Smoking restrictions
    (viii) Use of oxygen (if applicable)
    (ix) Availability of flotation devices
    (3) Use safety video correctly
    (4) Ensure safety demonstration is coordinated with announcement
    (5) Give safety demonstration from approved location
    (6) Assume proper position during the safety demonstration to 
ensure even distribution of flight attendants
    (7) Give safety demonstration at individual seats if passengers' 
view is obstructed

[[Page 29477]]

    (8) Ensure additional information regarding extended over water 
flights is provided
    (9) Ensure that any passengers needing the assistance of another 
to move quickly to an exit during an emergency and any attendants 
are briefed on the routes to each appropriate exit, the most 
appropriate time to begin moving to the exit, and inquire as to the 
most appropriate way to assist that person
    (c) Task: Sterile Flight Deck Procedures (Ground Movement)
    Subtask:
    Comply with sterile flight deck procedures
    (d) Task: Compliance Check (Ground Movement)
    Subtasks:
    (1) Ensure that all exits are accessible
    (2) Ensure carry-on baggage is stowed
    (3) Ensure that certificate holder procedures are followed 
regarding child restraint systems
    (4) Ensure that portable electronic devices are turned off and 
stowed
    (5) Ensure that overhead bins are closed and latched
    (6) Ensure tray tables are stowed and secured
    (7) Ensure seat backs are in the upright position (leg rests 
retracted)
    (8) Ensure seat belts are fastened
    (9) Ensure lap seated infants or children under two are properly 
held and that infants and children are properly secured in an 
approved restraint system.
    (10) Ensure all galley service items have been picked up and 
stowed
    (11) Ensure galley equipment is secured
    (12) Ensure that all cabin divider systems are secured open
    (13) Ensure that all video screens are retracted
    (14) Ensure that all lavatories are vacant
    (15) Ensure that cabin lighting is adjusted as per certificate 
holder procedures
    (16) Return to flight attendant jumpseat
    (17) Secure barrier strap
    (18) Don seat belt and shoulder harness
    (19) Signal or communicate with flight crew regarding cabin 
readiness for take-off
    (20) Perform silent review
    (21) Assume flight attendant protective brace position

4. Subject: In-flight

    (a) Task: General (In-flight)
    Subtask:
    Secure flight attendant restraint system upon leaving jumpseat 
in accordance with certificate holder procedures
    (b) Task: In-flight Procedures (In-flight)
    Subtasks:
    (1) Review flight deck entry and communication procedures
    (2) Review procedures for flight attendants to enter and secure 
flight deck door, including requesting a briefing on the location, 
donning and use of the fixed oxygen system available for the flight 
attendant's emergency use when one flightcrew member has to leave 
the flight deck
    (3) Check cabin and passengers periodically throughout the 
flight
    (4) Check lavatories periodically throughout the flight for 
potential fire hazards, flapper doors that will not close, evidence 
of smoking or tampering with smoke detectors
    (5) Collect and stow service items properly
    (c) Task: Passenger Information (In-flight)
    Subtasks:
    (1) Provide after take-off announcement(s)
    (2) Provide seat belt announcement when seat belt sign is turned 
on or off as per certificate holder procedures
    (3) Coordinate proper timing of passenger removal of shoulder 
harnesses after take-off
    (d) Task: Passenger Handling Procedures (In-flight)
    Subtasks:
    (1) Follow proper certificate holder's alcohol procedures
    (2) Ensure passengers seated in exit seats meet exit seat 
criteria
    (3) Follow proper certificate holder's passenger handling and 
reporting procedures
    (4) Follow the certificate holder's program outlining flight 
attendant duties regarding the use of portable electronic devices 
(PED)
    (5) Ensure passengers are given information about times, 
conditions, and limitations on PED use
    (6) Understand the regulations regarding PEDs, including the 
effects of the use of PEDs on aircraft avionics during critical 
phases of flight
    (7) Ensure passengers terminate the use of any devices suspected 
of causing interference
    (8) Coordinate between cabin and flight deck with regard to PED 
use
    (e) Task: Proper Use of Service Carts and Service Equipment (In-
flight)
    Subtasks:
    (1) Secure unattended carts properly
    (2) Engage permanent tie-downs or pop-up tie-downs correctly
    (3) Secure galley compartments when not in use
    (4) Secure food and beverage items when not in use
    (5) Comply with galley lift restrictions
    (6) Ensure that at least one flight attendant is not more than 
10 feet away from service cart when in use
    (7) Stow service carts properly
    (8) Set brakes properly
    (9) Latch cart doors and utilize secondary locks
    (10) Report any malfunctioning galley equipment including 
restraints and brakes
    (f) Task: Communication and Coordination Procedures (In-flight)
    Subtasks:
    (1) Communicate and coordinate with flight crew regarding 
turbulence
    (2) Communicate with flight crew regarding potential security 
threats or disruptive passengers
    (3) Communicate with flight crew regarding any abnormal or 
emergency situation
    (4) Report maintenance discrepancies (airworthiness and non-
airworthiness)
    (g) Task: Pre-landing (In-flight)
    Subtasks:
    (1) Provide appropriate pre-landing announcements for initial 
descent
    (2) Perform lavatory vacancy check
    (3) Adjust cabin lighting, as appropriate
    (4) Collect all service items
    (5) Close and secure galley compartments properly
    (6) Set primary and secondary locks
    (7) Ensure carts are secured on permanent tie downs for landing 
and surface movement
    (8) Ensure curtains and doors are properly secured
    (9) Turn off electrical appliances not in use
    (10) Comply with Fasten Seat Belt signs
    (11) Re-verify that passengers seated in exit seats meet exit 
seat criteria
    (12) Reengage lock out mechanism at exit seats
    (13) Ensure only approved child restraint systems are in use and 
are properly positioned
    (14) Ensure lap seated infants or children under two are 
properly held and that infants and children are properly secured in 
an approved restraint system
    (15) Ensure tray tables are stowed and secured
    (16) Place seat backs in the upright position (leg rests 
retracted)
    (17) Discontinue use of PEDs
    (18) Ensure carry-on baggage is properly stowed
    (h) Task: Sterile Flight Deck Procedures (In-flight)
    Subtask: Comply with sterile flight deck procedures
    (i) Task: Pre-landing Compliance Check (In-flight)
    Subtasks:
    (1) Provide appropriate pre-landing announcements for final 
approach
    (2) Verify completion of all of the pre-landing activities 
required by paragraphs II.A.4.(g)(2) through (18) of this attachment
    (3) Verify that all exits are accessible
    (4) Verify that overhead bins are closed and latched
    (5) Verify that all video screens are retracted in accordance 
with carrier procedures
    (6) Comply with certificate holder's charging procedures for 
photoluminescent light path
    (7) Return to flight attendant jumpseat
    (8) Secure barrier strap
    (9) Don seat belt and shoulder harness
    (10) Signal or communicate with flight crew if the cabin is not 
prepared for landing
    (11) Perform silent review
    (12) Assume flight attendant protective brace position

5. Subject: Arrival

    (a) Task: General (Arrival)
    Subtasks:
    (1) Perform all required arrival announcements
    (2) Make reminder announcements to any passengers who may stand 
or place carry on bags in the aisle during taxi
    (3) Adjust cabin lighting in accordance with air carrier 
procedures
    (4) Perform only safety related duties during taxi
    (b) Task: Preparation of Exits (Arrival)
    Subtasks:
    (1) Ensure that a normal or emergency means of egress is 
available when passengers are on board the aircraft
    (2) Ensure crew coordination
    (3) Ensure exits are disarmed in accordance with applicable 
regulations and aircraft specific procedures
    (4) Verify no cabin pressure warnings or indications are present 
on the door
    (5) Open door and operate stairs
    (c) Task: Passenger Handling (Arrival)

[[Page 29478]]

    Subtasks:
    (1) Monitor passenger deplaning to ensure adherence to all 
regulatory and certificate holder requirements
    (2) Coordinate with ramp, ground, and station agents and other 
crewmembers as necessary
    (3) Assume proper position during passenger deplaning to ensure 
even distribution of flight attendants
    (4) Ensure that the minimum required number of flight attendants 
are onboard during entire passenger deplaning process
    (d) Task: Cabin Security (Arrival)
    Subtasks:
    (1) Ensure all passengers have left the aircraft at flight 
termination by checking the aircraft, including lavatories
    (2) Perform post-flight cabin checks

6. Subject: During Stops

    (a) Task: General (During Stops)
    Subtasks:
    (1) Follow duty assignments for flight attendants at 
intermediate stops, including passenger supervision
    (2) Adhere to permissible reduction in the number of flight 
attendants to at least half the minimum required number (rounded 
down to the next lower number, but never fewer than one) when 
passengers remain onboard and boarding or deplaning is not occurring
    (3) Adhere to permissible substitution for the required flight 
attendants with other persons qualified in emergency evacuation 
procedures for the airplane when passengers remain onboard and 
boarding or deplaning is not occurring, if those persons are 
identified to the passengers
    (b) Task: Aircraft Refueling (During Stops)
    Subtasks:
    (1) Review duties, regulatory requirements, and procedures 
regarding refueling with passengers onboard
    (2) Review identification of potential hazards to occupants 
associated with aircraft refueling
    (3) Review proper steps to be taken should problems develop 
during refueling, including evacuation

7. Subject: Federal Aviation Regulations

    (a) Task: General
    Subtasks:
    (1) Comply with certificate holder procedures for interaction 
with officers and agents of various governmental agencies, including 
FAA, TSA, FBI, CIA, and NTSB
    (2) Comply with 14 CFR part 252: Smoking Aboard Aircraft
    (b) Task: Federal Aviation Regulations Pertinent to Flight 
Attendant Performance of Assigned Duties
    Subtasks: Understand the regulatory requirements for the 
following:
    (1) Flight attendant duty period limitations and rest 
requirements
    (2) Crewmember protocols regarding drug and alcohol testing 
programs, including regulatory requirements and certificate holder 
policy regarding drug and alcohol testing programs
    (3) Hazardous material recognition and prohibitions
    (4) Admission to the flight deck
    (5) Manipulation of controls in the flight deck
    (6) Inoperable equipment
    (7) Carriage of cargo in passenger compartment
    (8) Exit seating
    (9) Carry on baggage
    (10) Passenger information requirements
    (11) Passenger briefings and demonstrations
    (12) Manual requirements
    (13) Training program requirements
    (14) Crewmember qualification requirements
    (15) Aviation Safety Inspector's credentials
    (16) Oxygen requirements
    (17) Restrictions regarding service of alcoholic beverages
    (18) Boarding restrictions regarding persons who appear to be 
intoxicated
    (19) Retention of items of mass in passenger and crew 
compartments
    (20) Stowage of passenger service equipment
    (21) Closing and locking flightcrew compartment door
    (22) Security Requirements
    (23) Sterile flight deck requirements
    (24) Required number of flight attendants
    (25) Crewmember requirements at stops where passengers remain on 
board
    (26) Emergency equipment requirements
    (27) Lavatory fire protection
    (28) Communication systems
    (29) Flotation equipment
    (30) Flightcrew compartment access
    (31) Taxi requirements
    (32) Carriage and briefing of passengers requiring special 
assistance
    (33) Fueling with passengers on board
    (34) Portable electronic devices
    (35) Flight attendant jumpseat requirements
    (36) Child restraint systems
    (37) Required placards and signs
    (38) Compliance with seat belt and smoking regulations
    (39) Use of medical oxygen and portable oxygen concentrators
    (40) Any other regulations relevant to flight attendant duties 
and responsibilities

8. Subject: General Contents, Control and Maintenance of Applicable 
Portions of the Certificate Holder's Manual

    (a) Task: Flight Attendant Operating Manual (FAOM)
    Subtasks: Understand the certificate holder's procedures for the 
following:
    (1) Currency requirements
    (2) Revision process
    (3) Bulletins or notices
    (4) List of effective pages
    (5) Accessibility during flight
    (6) Procedures to ensure manual is current
    (b) Task: Scheduling and Station Operations Policies and 
Procedures
    Subtasks: Understand the certificate holder's procedures for the 
following:
    (1) Scheduling policies and procedures
    (2) Station operations policies and procedures

9. Subject: Contents of the Certificate Holder's Operations 
Specifications

    (a) Task: General
    Subtask: Understand information contained in the certificate 
holder's operations specifications that is pertinent to the duties 
and responsibilities of flight attendants:
    (b) Task: Exit Seat Program and Procedures
    Subtasks: Understand the certificate holder's procedures for the 
following:
    (1) Information regarding the certificate holder's exit seat 
program
    (2) Selection criteria regarding the capabilities and conditions 
to be applied to determine the suitability of persons to occupy an 
exit seat
    (3) Performance functions which a person seated in an exit seat 
must be willing and able to perform in the event of an emergency
    (4) Seat selection, assessment, and verification process
    (5) Exit seat briefings
    (6) Certificate holder procedures that ensure the suitability of 
each person who occupies an exit seat
    (7) Assessment and verification of suitability by at least one 
required crewmember prior to movement on the surface
    (8) Re-seating procedures
    (9) Dispute resolutions
    (10) Required announcements
    (11) Definition of an exit seat, including excess flight 
attendant jumpseats and the location of all exit seats on each 
aircraft type
    (12) Assessment and verification of suitability prior to landing
    (c) Task: Carry On Baggage Program and Procedures
    Subtasks: Understand the certificate holder's procedures for the 
following:
    (1) The certificate holder's carry-on baggage program as 
described in the FAOM, including carry on baggage limitations, 
procedures for baggage scanning, and procedures for handling carry 
on baggage that does not meet these limitations or cannot be 
accommodated in the passenger cabin
    (2) Person(s) responsible and procedures for scanning for amount 
and size
    (3) Weight and balance procedures and coordination with flight 
crew
    (4) Safety implications of improperly stowed carry on baggage
    (5) Types of articles exempt from carry on baggage count
    (6) Procedures for handling and stowing carry on items exempt 
from the carry on baggage count
    (7) Definition of ``properly stowed,'' including that carry on 
baggage may not hinder access to emergency equipment
    (8) Methods of removing carry on baggage from aircraft when 
necessary
    (9) Procedures regarding proper stowage of carry on baggage in 
the passenger cabin, including underseat stowage
    (10) Procedures for handling unusual items in the cabin
    (11) Procedures for the handling of cargo and in-seat baggage in 
the passenger compartment, including the types of cargo that may be 
carried in the passenger cabin and the location of seats in which it 
may be stowed
    (12) Procedures to ensure crewmember verification that each 
piece of carry on baggage is stowed properly prior to the last 
passenger entry door being closed, including specific crewmember 
assignments and responsibilities

[[Page 29479]]

    (13) Certificate holder procedures regarding the handling of 
carry on baggage during an aircraft evacuation
    (d) Task: Minimum Equipment List (MEL)
    Subtasks: Understand the certificate holder's procedures for the 
following:
    (1) Description of the purpose and scope of the MEL as 
applicable to flight attendant duties
    (2) Crew coordination procedures for reporting inoperative 
equipment
    (3) Implications of MEL required procedures due to certain 
pieces of equipment being inoperative, and their effect on flight 
attendant duties
    (4) Any other information relevant to flight attendant duties 
and responsibilities

10. Subject: Crew Resource Management

    (a) Task: Authority of the Pilot in Command
    Subtasks:
    (1) The captain's authority, including responsibility for the 
safety of flight in routine and emergency conditions
    (2) Chain of command and importance of chain of command
    (3) Chain of command as applicable to specific airplane
    (b) Task: Communication Processes and Decisions
    Subtasks:
    (1) Briefing
    (2) Utilize effective questioning and challenging techniques
    (3) Self-critique
    (4) Communication with available personnel
    (5) Decisionmaking
    (6) Conflict resolution
    (7) Threat and Error Management:
    (i) Where threats are events that;
    (A) Occur outside the influence of the flight crew (i.e., not 
caused by the crew)
    (B) Increase the operational complexity of a flight; and/or
    (C) Require crew attention and management
    (ii) Where errors are occurrences that:
    (A) Lead to a deviation from crew or organizational intentions 
or expectations
    (B) Reduce safety margins; and
    (C) Increase the probability of adverse operational events on 
the ground or during flight
    (c) Task: Building and Maintenance of a Flight Team
    Subtasks:
    (1) Leading and following, including the importance of 
crewmembers functioning as a team
    (2) Use of interpersonal skills and leadership styles in a way 
that fosters crew effectiveness.
    (3) Significance of cultural differences
    (d) Task: Workload Management and Situational Awareness
    Subtasks:
    (1) Preparation and planning
    (2) Vigilance
    (3) Workload distribution
    (4) Distraction avoidance
    (e) Task: Communication and Coordination
    Subtasks: Flight attendant must know notification and 
communication procedures between the cabin and flight deck 
including:
    (1) Flight deck and cabin chimes and interphone signals for 
routine situations
    (2) Flight attendant notification to flight crew that aircraft 
is ready for movement on the surface
    (3) Flight crew notification to flight attendant to be seated 
prior to take-off
    (4) Flight attendant recognition of critical phases of flight
    (5) Crewmember coordination and notification regarding access to 
flight deck
    (6) Notification to flight attendants of turbulent air 
conditions
    (7) Notification between flight crew and flight attendants of 
emergency or unusual situations
    (8) Notification between flight crew and flight attendants of 
inoperative equipment that is pertinent to flight attendant duties 
and responsibilities
    (9) Normal and emergency communication procedures to be used in 
the event of inoperative communication equipment
    (f) Task: Crewmember Briefing
    Subtasks:
    (1) Crewmember responsibilities regarding briefings
    (2) Flight crew to flight attendant(s) briefings
    (3) Flight attendant to flight attendant(s) briefings (e.g., 
when PIC has not briefed the entire crew, or when a flight attendant 
joins a working crew)
    (4) Required information
    (5) Security procedures
    (6) Communication procedures
    (7) Emergency procedures
    (8) MELs affecting cabin safety equipment and procedures
    (9) Flight information
    (10) Content of crew briefing as applicable to specific aircraft
    (11) Responsibilities of flight attendants to brief new flight 
attendant crew during a crew change regarding any unserviceability 
of equipment, special passengers, and other safety matters pertinent 
to the flight
    (g) Task: Communication and Coordination During a Passenger 
Interference Situation
    Subtasks:
    (1) Certificate holder's written program regarding the handling 
of passenger interference, including crewmember communication and 
coordination
    (2) Importance of crewmembers and other employees working as a 
team
    (3) Role of management and crewmember in follow-up
    (h) Task: Communication and Coordination During an Emergency 
Situation
    Subtasks:
    (1) Actions for each emergency situation
    (2) Importance of notification and who must be notified
    (3) Alternate actions if unable to notify
    (4) Communication during preparation for a planned emergency 
evacuation such as time available, type of emergency, signal to 
brace, and special instructions

11. Subject: Theory of Flight

    (a) Task: Components of Aircraft
    Subtasks:
    (1) Wing-leading edge, trailing edge, wing tip, wing root, 
winglet
    (2) Tail-fixed vertical stabilizer, rudder, elevator
    (3) Miscellaneous-fuselage, spoilers, speed brakes, main gear, 
nose wheel
    (4) Flight control surfaces and their functions-ailerons, flaps, 
rudder, elevator
    (b) Task: Principles of Flight
    Subtasks:
    (1) Forces acting on an aircraft-lift, weight, thrust, drag
    (2) Three axes and movement around each-yaw, pitch and roll
    (3) Weight and balance-weight distribution and center of gravity 
and their effect on aircraft controllability and stability
    (c) Task: Critical Surfaces and Associated Hazards
    Subtasks:
    (1) Recognition of critical aircraft surfaces
    (2) Recognition of hazards to flight associated with 
contamination of those surfaces
    (3) Awareness of conditions most likely to produce such 
contamination (such as snow and ice, volcanic ash and dust)
    (4) Importance of timely communication of observed hazards to 
flight deck
    (5) Awareness of carrier procedures for decontamination of 
surfaces
    (d) Task: Aviation Terminology
    Subtasks:
    (1) Identify and define aviation terminology common to the 
certificate holder, including terms related to airports, ground 
operations and flight operations
    (2) Identify any specific voluntary safety programs used by 
certificate holder (such as ASRS, ASAP, FOQA) as they relate to 
flight attendants
    (3) Identify standard measurement units used in aviation (such 
as the 24 hour clock, Greenwich Mean Time, time zone changes)

B. Area of Instruction: Flight Attendant Duties and 
Responsibilities--Abnormal Situations (see Sec.  121.1369)

1. Subject: Handling Passengers Whose Conduct May Jeopardize Safety

    (a) Task: General
    Subtasks:
    (1) The flight attendant must know the certificate holder's 
procedures for handling passengers who could threaten the safety of 
the flight or the passengers, including how to do the following:
    (i) Identify and manage potential problem passengers who could 
threaten safety of the flight, passengers, or crew and monitor 
passenger conduct
    (ii) Monitor and identify potential problem passengers during 
boarding
    (iii) Identify baggage that may be considered suspect on board 
an aircraft
    (iv) Recognize hazardous materials labels
    (v) Report hazardous materials to the flight crew
    (vi) Monitor lavatories periodically throughout the flight
    (vii) Perform cabin checks periodically throughout the flight
    (2) The flight attendant must know specific certificate holder 
procedures for maintaining flight deck security
    (b) Task: Passenger Interference
    Subtasks:
    (1) The flight attendant must know the following requirements, 
procedures, and all information for handling passengers who

[[Page 29480]]

might interfere with crewmembers in the performance of their duties 
and who could threaten the safety of the flight or the passengers:
    (i) Title 14 CFR 121.580, Prohibition on interference with 
crewmembers
    (ii) Title 49 U.S.C. 46318, Interference with cabin or flight 
crew
    (iii) Certificate holder's program regarding the handling of 
disruptive passengers
    (iv) Categories of disturbance and crewmember actions
    (v) How to diffuse the situation with difficult passengers
    (vi) Recommended crew coordination procedures
    (2) The flight attendant must be trained to manage the 
following:
    (i) Address incidents of non-compliance immediately
    (ii) Inform passenger of regulatory requirements and certificate 
holder policies
    (iii) Manage disruptive or problem passengers by using a team 
approach or specific certificate holder techniques designed to 
defuse such situations
    (iv) Maintain crewmember's personal security
    (v) Communicate with flight crew immediately to report non-
compliant passengers and maintain communications throughout the 
event
    (vi) Coordinate with other flight attendants regarding team 
concept problem management
    (vii) Comply with certificate holder procedures regarding 
involvement of law enforcement officials
    (viii) Obtain assistance from other crewmembers or passengers
    (ix) Restrain violent passengers as indicated in certificate 
holder procedures
    (x) Appropriate use of equipment provided by the certificate 
holder
    (xi) Complete all required certificate holder forms
    (xii) Be able to use techniques to recognize and diffuse 
passenger panic situations
    (c) Task: Smoking Ban Violations
    Subtasks: The flight attendant must know the following for 
handling of passengers who smoke onboard the aircraft:
    (1) Procedures for passengers who smoke while seated
    (2) Procedures for passengers who smoke in the lavatory
    (3) Procedures for passengers who tamper with a smoke detector
    (4) Required crew coordination and communication
    (5) Procedures to address a possible fire hazard from the 
discarded cigarette
    (6) Reporting procedures
    (d) Task: Intoxication
    Subtasks:
    (1) The flight attendant must know the following for handling of 
passengers who appear to be intoxicated:
    (i) Required crew coordination, communication, and notification 
procedures
    (ii) Prohibition against boarding passengers who appear to be 
intoxicated
    (iii) Certificate holder procedures regarding the removal of a 
passenger who has boarded the aircraft and appears to be intoxicated
    (iv) Certificate holder procedures regarding the determination 
that a passenger has reached his or her 21st birthday
    (v) Prohibition against serving alcohol to passengers who appear 
to be intoxicated
    (vi) Prohibition against serving alcohol to persons who are 
escorting a prisoner or who are being escorted
    (vii) Prohibition regarding passengers consuming alcohol not 
served by the certificate holder and associated certificate holder 
procedures
    (viii) Prohibition against serving alcohol to any person 
carrying a dangerous weapon
    (ix) Regulatory requirement to report any alcohol related 
disturbance onboard an aircraft to the FAA within 5 days
    (x) Reporting procedures
    (2) The flight attendant must be trained to manage the 
following:
    (i) Passengers appearing to be intoxicated during boarding
    (ii) Passengers appearing to be intoxicated during flight
    (iii) Reseat passengers from exit seats if they appear to become 
intoxicated in flight
    (iv) Inform passenger of regulatory requirements and certificate 
holder policies as needed
    (v) Communicate with flight crew immediately to report non-
compliant passengers
    (vi) Follow certificate holder procedures when serving alcohol
    (e) Task: Passenger Misconduct
    Subtasks:
    The flight attendant must know how to diffuse the situation with 
difficult passengers and recommended crew coordination procedures
    (f) Task: Security Procedures
    Subtasks:
    The certificate holder must develop a security program that 
meets the standards of the TSA's security training program for 
flight attendants. The certificate holder must document that the TSA 
has approved the security training program for flight attendants and 
the certificate holder must provide security training to each flight 
attendant in accordance with a security program approved by the TSA.

2. [Reserved]

C. Flight Attendant Duties and Responsibilities--Emergency (see 
Sec.  121.1373)

1. Subject: Emergency Equipment

    The flight attendant must know the preflight (if applicable), 
location, function, operation, and limitations of the following 
equipment in Tasks (a) through (e) of this section:
    (a) Task: General Emergency Equipment
    Subtasks:
    (1) Flight attendant jumpseat and restraint system
    (2) Portable oxygen equipment
    (3) Megaphones
    (4) Protective breathing equipment
    (5) Communication systems (public address system, chimes, 
interphone, visual indicators)
    (6) Lavatory smoke detector, flapper doors, and placards
    (7) Crash ax
    (8) Flashlights
    (9) Any additional portable emergency equipment or systems 
pertinent to cabin safety
    (b) Task: Equipment Used in Land and Water Evacuation
    Subtasks:
    (1) Evacuation alarms
    (2) Emergency lighting systems
    (3) Evacuation slides, slide rafts and rafts
    (4) Escape ropes and escape tapes
    (5) ELTs
    (6) Survival kits
    (7) Signaling equipment
    (8) Flotation equipment
    (9) Adult and child life preservers
    (10) Infant flotation equipment
    (11) Any specialized survival equipment specific to an aircraft 
type or operation
    (c) Task: Emergency Medical Equipment
    Subtasks:
    (1) EMKs
    (2) First aid kits
    (3) Portable first aid and medical oxygen and oxygen systems
    (4) CPR equipment
    (5) AED
    (6) Universal precautions and associated equipment
    (7) Biohazard kit contents, use, and proper disposal procedures
    (8) Needle disposal kits
    (9) Any additional cabin safety equipment used during in-flight 
medical events
    (d) Task: Portable Fire Extinguishers
    Subtasks:
    (1) Installed fire extinguishers
    (2) Range and duration of each extinguisher
    (3) Classes of fires with emphasis on proper extinguisher for 
each class of fire
    (e) Task: Emergency Exit Doors, Plugs and Hatches, Including 
Doors, Window Exits, Floor Level Exits, Tailcone Exits, Ventral 
Stairs, Flight Deck Exits, and Any Other Exit Designed for Passenger 
or Crewmember Emergency Egress from the Aircraft
    Subtasks:
    (1) Each different emergency exit in the normal and emergency 
modes, including the actions and forces required in the deployment 
of the emergency slides or slide rafts
    (2) Signal and conditions under which door can be opened or 
closed and locked or unlocked
    (3) Procedures to verify door status (open or closed and locked 
or unlocked
    (4) Slide pressure gauge and door pressure gauge
    (5) Cabin pressurization indications and warnings, to include 
that the air conditioning cart can pressurize the aircraft on the 
ground if all doors are closed and the importance of awareness of 
pressurization warnings and indicators while on the ground
    (6) Exterior and interior obstacles or hazards to persons or the 
exit during the opening or closing (e.g., jetway, stairs, mobile 
passenger lounge, barrier straps)
    (7) Signal for arming or disarming
    (8) Procedures to properly arm and disarm the exit
    (9) Procedures to verify girt bar placement for armed and 
disarmed
    (10) Procedures to verify door is in the correct mode
    (11) Proper procedures and use of operating mechanism to open 
exit and secure in locked position

[[Page 29481]]

    (12) Proper procedures, operation, and use of stair operating 
mechanism for normal and emergency use
    (13) Proper use of safety straps
    (14) Proper use of barrier straps
    (15) Proper use of locking mechanisms
    (16) Proper use of escape ropes and escape tapes at overwing 
exits
    (17) Proper use of control handles to close exits and secure in 
locked position
    (18) Proper use of door locking override systems
    (19) Proper use of slide override systems
    (20) Understanding of door hazards
    (21) Correct body position for door opening
    (22) Protective positions during an evacuation
    (23) Manual operations if pneumatic operations fail
    (24) Functions of door levers, door opening devices, windows, 
and manual slide inflation systems
    (25) Operation of exits on the flight deck
    (26) Use of slide, raft, or slide raft as application for other 
survival needs
    (27) Use of following exits in normal and emergency modes:
    (i) Exits with slides or slide rafts
    (ii) Exits without slides
    (iii) Window exits
    (iv) Tailcone exits
    (v) Ventral stairs
    (vi) Flight deck exits

2. Subject: Emergency Situations

    (a) Task: Emergency Assignments and Procedures Including 
Coordination among Crewmembers
    Subtask: The flight attendant must know emergency procedures for 
each type of emergency, including unwarranted evacuations, and 
planned and unplanned land and water evacuations:
    (b) Task: Decompression and Physiological Effects of High 
Altitude (Required When Flight Operations are Authorized over 10,000 
Feet)
    Subtasks: The flight attendant must know:
    (1) Symptoms associated with hypoxia
    (2) Recognition of conditions in the cabin that a slow, rapid, 
or explosive decompression has occurred
    (3) Principles of respiration and Time of Useful Consciousness 
and why it is different for cabin and flightcrew members
    (4) Gas expansion and gas bubble formation and how it could 
affect the crewmember during a decompression
    (5) Incidents of decompression
    (6) Post decompression duties
    (7) Procedures for crew communication and coordination
    (8) Identification of information to be relayed to the flight 
crew via communication equipment
    (9) Procedures for a slow, rapid, or explosive decompression 
while the flight attendant is in the cabin, crew rest areas, 
galleys, lower lobe galleys or other areas
    (10) Procedures for a slow, rapid, or explosive decompression 
while the flight attendant is in the flight deck
    (11) Awareness of possible flight crew response (e.g., rapid 
descent) and its effect on the cabin and its occupants
    (12) Certificate holder's procedures, including the following 
actions:
    (i) Don the nearest oxygen mask
    (ii) Fasten seat belt or hold on to something solid
    (iii) Await notification from the flight deck before moving 
around the cabin
    (iv) Follow post decompression duties
    (v) Obtain and carry portable oxygen bottle
    (vi) Monitor condition of passengers
    (vii) Open passenger oxygen compartments that have not deployed 
if supplemental oxygen is needed
    (viii) Administer first aid and first aid oxygen, if necessary
    (ix) Communicate with fellow crewmembers
    (x) Complete required carrier forms
    (c) Task: Fire In-flight or on the Surface
    Subtasks:
    (1) Classes of fires
    (2) Types of extinguishers appropriate to each class of fire
    (3) Properties of halon extinguishers, including that the 
potential harmful effects on passengers and crew are negligible 
compared to the safety benefits achieved by fighting in-flight fires 
aggressively
    (4) Correct methods for fire fighting, including proper use of 
PBE
    (5) Methods of communication while wearing PBE and using 
aircraft communication systems
    (6) Proper techniques for PBE hood removal
    (7) Need for crewmembers to take immediate and aggressive action 
in response to signs of an in-flight fire
    (8) Requirement to notify the flight deck as soon as possible 
and maintain constant communication and coordination
    (9) Procedures to identify smoke in cabin, galleys and lower-
lobe galleys, or lavatory
    (10) Procedures for handling fire or smoke of undetermined 
origin
    (11) Procedures for smoke removal, including crew communication 
and coordination, as well as passenger management, including any 
precautions
    (12) Procedures for handling fire hidden behind interior panels 
or enclosed spaces, including removing or otherwise gaining access 
to the area behind interior panels (e.g., crash ax or other tools) 
to effectively apply extinguishing agents to the source of the fire
    (13) Procedures to respond to smoke detector activation in 
lavatory
    (14) Recognition of odor of fire (e.g., electrical fire or 
burning cloth)
    (15) Procedures to identify location and source of fire (e.g., 
in ovens; volatile fuel vapors; light ballast; cabin furnishings; 
stowage bins and hat racks; trash containers; clothing; APU; jetway; 
ramp fires)
    (16) Procedures to identify class of fire (if possible)
    (17) Procedures to assess the intensity of the fire (if 
possible)
    (18) Procedures to communicate with other crewmembers and 
passengers including:
    (i) Fight the fire and call flight crew to inform of fire
    (ii) Obtain assistance of other flight attendants
    (iii) Passenger handling
    (iv) Use of interphone and other communication devices
    (v) Use of passenger address system
    (vi) Assign a passenger to locate and inform another flight 
attendant or flightcrew member, obtain back-up equipment and provide 
support
    (19) Response to fire, including:
    (i) Locate and retrieve the nearest PBE
    (ii) Remove PBE from stowage, including container or pouch
    (iii) Don PBE and activate oxygen in proper sequence using 
proper procedures
    (iv) Locate and retrieve the nearest appropriate fire 
extinguisher
    (v) Remove extinguisher from securing device
    (vi) Prepare extinguisher for use (e.g., break tamper seal, pull 
pins, release safety latches, and pressurize bottle)
    (vii) Approach source of fire using protective techniques
    (viii) Maintain safe distance from fire with PBE activated
    (ix) Operate extinguisher discharge mechanism properly
    (x) Discharge extinguisher at base of fire using proper 
discharge pattern, bottle position and flight attendant body 
position
    (xi) Use aircraft communication system with PBE on (as 
necessary)
    (xii) Maintain and ensure ongoing communication with flight crew
    (xiii) Direct passengers to relocate away from fire location, as 
appropriate
    (xiv) Instruct passengers to breathe through clothing
    (xv) Distribute wet towels, if possible
    (xvi) Relocate nearby portable oxygen bottles and canisters
    (xvii) Use additional fire extinguishers and other firefighting 
equipment
    (xviii) Coordinate ongoing fire control activity with other 
flight attendants and flightcrew members
    (xix) Accept replacement by another flight attendant with PBE 
and extinguisher (as necessary) to perform continuous firefighting 
duties
    (xx) Use follow-up procedures once fire appears extinguished
    (xxi) Monitor indications that PBE is reaching time limits of 
operation
    (xxii) Remove PBE as usefulness expires or need is eliminated
    (xxiii) Position used PBE and extinguishers according to 
certificate holder procedure
    (xxiv) Check conditions of passengers in immediate area
    (xxv) Report condition of fire and cabin to the flight crew
    (xxvi) Complete required reports
    (20) Training must also include:
    (i) Fire Prevention: flight attendant readiness; cabin checks 
(including stowage of articles that could contribute to fire); 
articles that may block air vents in the galley; lavatory checks 
(including importance of material and condition of trash container, 
spring-loaded flapper door, smoke detection systems, and fire 
extinguishers); galley checks (including improper stowage of 
articles in the oven, safe oven operations, cooking and heating 
limitations, proper stowage of flammable materials around ovens and 
heating elements or lights and the importance of keeping areas 
around vents clear); enforcement of smoking regulations; and proper 
use of electrical equipment

[[Page 29482]]

(including use of circuit breakers). Crewmembers must also be alert 
to fires that can occur on board the aircraft while the aircraft is 
on the ground (e.g., during boarding).
    (ii) Characteristics of an aircraft fire: Flash-over and 
criticality of time management; toxic fumes and chemical irritants; 
review of function, use, and limitations of fire fighting equipment; 
fire fighting techniques; special factors (including cabin material 
flammability and toxicity); location of highly combustible and 
flammable items and equipment; confined space; evacuation of 
personnel from lower lobe galleys and cabin ventilation.
    (iii) Electrical Equipment and Circuit Breakers: Procedures for 
circuit breaker use associated with galleys, service centers, lifts, 
lavatories, movie screens and other electrical equipment must be 
emphasized as well as location of accessible (in the passenger 
cabin) circuit breakers for each system.
    (iv) External Fires on Ground: Crew coordination; role of flight 
attendants for exterior aircraft fires; APU, jetway, ramp fires; 
notification of appropriate airport personnel if necessary.
    (d) Task: Land and Water Evacuation
    Subtasks:
    (1) Recognition of the need for evacuation
    (2) Crew communication and coordination
    (3) Recognition of the importance of maintaining situational 
awareness and ability to anticipate and adapt as emergency 
progresses
    (4) When airplane is stopped away from the gate after a 
significant event, ensure exits are armed and actively monitor exit 
availability in case an emergency evacuation is necessary
    (5) Use of evacuation signals
    (6) Brace for impact position for self and passengers
    (7) Importance of selection and briefing of able bodied 
passengers
    (8) How to assess conditions
    (9) Initiation of evacuation
    (10) Decision not to evacuate
    (11) Use of commands
    (12) Use of protective position
    (13) Passenger behavior which may hinder an evacuation (e.g., 
passive, aggressive, negative and positive panic, hysteria)
    (14) Passenger flow control management
    (15) Evacuation of passengers or crewmembers who need the 
assistance of others
    (16) Toxic smoke and flashover time criticality
    (17) Care of passengers following evacuation
    (18) Evacuation procedures for each type of evacuation, 
including passenger preparedness, cabin preparation, and crew 
coordination procedures in accordance with the certificate holder's 
procedures
    (19) Crew duties and responsibilities for each crew position on 
each aircraft type on which the flight attendant will serve
    (20) Primary and secondary exit responsibilities
    (21) Raft responsibilities, including the importance of 
effective raft management
    (22) Launching and boarding of assigned raft
    (23) Passenger briefings for each assigned exit and duty 
position
    (e) Task: Illness, Injury or Other Abnormal Situations
    Subtasks:
    (1) The flight attendant must know the following:
    (i) Procedures regarding the proper use of emergency medical 
equipment
    (ii) Unique aircraft cabin conditions that make giving first aid 
difficult
    (iii) Incapacitated crewmember procedures, including maintaining 
coverage of minimum crew positions and responsibilities, reseating, 
and briefing passengers who may be used for exit responsibilities
    (2) The flight attendant must be trained to do the following:
    (i) Respond to request for assistance or identify ill or injured 
individual in need of first aid
    (ii) Communicate and coordinate information with other 
crewmembers
    (iii) Use interphone to communicate with flightcrew members
    (iv) Use interphone, public announcement system, or a passenger 
to locate and inform other flight attendants or other passengers 
needed to assist
    (v) Request assistance from onboard medical personnel
    (vi) Use proper techniques to move person to specified place on 
that configuration of airplane, if needed
    (vii) Request assistance, if needed, from other flight 
attendants, passengers, or flight crew
    (viii) Retrieve universal precaution equipment, as needed
    (ix) Comply with procedures for taking universal precautions 
against blood borne pathogens
    (x) Use gloves, mask, eye shield and other protective gear as 
needed
    (xi) Properly dispose of biohazard
    (xii) Report possible exposure to blood borne pathogens
    (xiii) Retrieve and use contents of first aid kit, EMK, and 
other emergency medical equipment, according to certificate holder 
procedures
    (xiv) Retrieve portable oxygen bottle, if needed
    (xv) Request help from ground (airline contact with medical 
professionals on the ground)
    (xvi) Assess condition of person who is ill or injured, 
including conducting an interview to obtain medical history
    (xvii) Follow certificate holder's first response medical event 
procedures
    (xviii) Use CPR equipment
    (xix) Perform CPR
    (xx) Follow procedures for performing CPR during landing
    (xxi) Use of AED
    (xxii) Ensure someone is monitoring passenger who requires 
oxygen
    (xxiii) Follow procedures for passenger who requires oxygen 
during landing
    (xxiv) Properly stow, reposition and report the use of portable 
oxygen bottle(s) and other emergency medical equipment
    (xxv) Coordinate with Emergency Medical Personnel once on the 
ground
    (xxvi) Follow procedures to handle other passengers onboard 
while medical personnel board and care for ill or injured passenger
    (xxvii) Inform flightcrew member of equipment used
    (xxviii) Complete required reports
    (3) The flight attendant must be trained to recognize and 
respond to the following:
    (i) Bleeding
    (ii) Chest pain
    (iii) Burns
    (iv) Injuries to the extremities
    (v) Shock
    (vi) Unconsciousness
    (vii) Allergic reaction
    (viii) Hyperventilation
    (ix) Stroke
    (x) Seizures
    (xi) Diabetic emergencies
    (xii) Childbirth
    (xiii) Abdominal distress
    (xiv) Airsickness
    (xv) Injuries to the skull, spine, neck and chest
    (xvi) Eye injury
    (xvii) Ear distress
    (xviii) The effects of alcohol or drug impairment
    (xix) Infectious diseases and conditions
    (f) Task: Turbulence
    Subtasks:
    (1) Awareness of turbulence hazards, aircraft behavior in 
turbulence and the need to maintain personal safety
    (2) Predeparture briefing regarding forecast turbulence related 
weather conditions
    (3) Announcement requirements
    (4) Two way communication and coordination procedures between 
flightcrew members and flight attendants during all phases of 
flight, including the use of the Fasten Seat Belt sign
    (5) Standardized phraseology and communications regarding 
anticipated time, intensity and duration of turbulence encounters
    (6) Procedures promoting voluntary passenger seat belt use and 
compliance with the Fasten Seat Belt sign
    (7) Review of certificate holder history regarding significant 
turbulence encounters and injuries, as appropriate
    (8) Location and use of emergency handholds available in the 
cabin, galley and lavatories (such as, handles, grab bars, or 
interior wall cutouts) by flight attendants and passengers who are 
not seated and restrained during turbulence
    (9) Procedures regarding anticipated and unanticipated 
turbulence encounters, including:
    (i) Flight attendant notification by the flight deck
    (ii) Assessing the severity of the turbulence and initiating 
standard operating procedures based on that assessment
    (iii) Prioritization of flight attendant duties
    (iv) Securing galley and passenger cabin
    (v) Flight attendant's personal safety
    (vi) Handling flight attendants who may become incapacitated 
during a turbulence encounter
    (10) Handling passengers who may become injured during a 
turbulence encounter
    (g) Task: Hijacking or Other Unusual Situations

[[Page 29483]]

    Subtask:
    The certificate holder must develop a security program that 
meets the standards of the TSA security training program for flight 
attendants. The certificate holder must document that the TSA has 
approved the security training program for flight attendants and the 
certificate holder must provide security training to each flight 
attendant in accordance with a security program approved by the TSA.
    (h) Task: Aircraft Occurrences, Accidents, and Incidents
    Subtasks:
    (1) Importance of crewmember actions
    (2) How crewmember actions affect the outcome of accidents and 
incidents
    (3) Review and discuss previous aircraft accidents and incidents
    (i) Task: Survival Skills
    Subtasks:
    (1) Effective survival skills to use in conditions relevant to 
the certificate holder's route structure (e.g., extreme remote 
geographical areas)
    (2) Appropriate use of specialized survival equipment on the 
aircraft

III. Aircraft Specific Task Requirements (see Sec.  121.1369)

A. For Each Aircraft Type

1. Subject: A General Description of the Aircraft

    Description, location, function, and operation of the following:
    (a) Task: Aircraft Characteristics and Description
    Subtasks:
    (1) Design
    (2) Major aircraft components and control surfaces
    (3) Principle dimensions
    (4) Interior configuration
    (5) Powerplant
    (6) Range
    (7) Speed
    (8) Altitude
    (9) Passenger seating capacity
    (b) Task: Cabin Configuration
    Subtasks:
    (1) Flight attendant panels
    (2) Flight attendant jumpseats and restraint systems
    (3) Passenger seating zones
    (4) Passenger seats
    (5) Galley
    (6) Lavatories
    (7) Stowage areas
    (8) Emergency exits
    (9) Oxygen mask compartments
    (10) Passenger service units
    (11) Passenger convenience panels
    (12) Passenger information signs
    (13) Required placards
    (14) Passenger-cargo configurations
    (15) Escape path lighting
    (c) Task: Passenger Seats
    Subtasks:
    (1) Seat belts
    (2) Shoulder harnesses
    (3) Armrests, footrests and seat recline controls
    (4) Tray tables
    (5) Passenger service units
    (6) Passenger convenience panels on armrests
    (7) Passenger information signs
    (8) Placards
    (9) Passenger entertainment systems
    (10) Passenger flotation equipment
    (11) Any other passenger seating equipment or systems relevant 
to flight attendant duties and responsibilities
    (d) Task: Air Conditioning, Ventilation, and Pressurization 
Systems
    Subtasks:
    (1) Cabin pressurization indicators and systems
    (2) Aircraft environmental control systems
    (3) Any other air conditioning and pressurization equipment or 
systems relevant to flight attendant duties and responsibilities
    (e) Task: Flight Attendant Jumpseats
    Subtasks:
    (1) Preflight
    (2) Automatic seat retraction
    (3) Jumpseat headrest
    (4) Restraint system integrity
    (5) Function and operation of the restraint system
    (6) Securing restraint system when not in use
    (7) Flotation equipment
    (8) Any other flight attendant station equipment or systems 
relevant to flight attendant duties and responsibilities
    (f) Task: Flight Attendant Panels
    Subtasks:
    (1) Identification and function of controls, switches and 
indicators on flight attendant panels
    (2) Preflight and use of controls and switches
    (3) Any other flight attendant panel equipment or systems 
relevant to flight attendant duties and responsibilities
    (g) Task: Carry On Baggage Stowage
    Subtasks:
    (1) Overhead compartments
    (2) Open overhead racks
    (3) Closets
    (4) Stowage compartments
    (5) Underseat stowage restraint requirements
    (6) Weight restrictions
    (7) Restraint or latching requirements
    (8) Required placards
    (9) Location requirements for oversized items in the passenger 
cabin
    (10) Designated areas for the carriage of pet containers in the 
passenger cabin
    (11) Designated areas for the stowage of passenger assistance 
aids, such as wheelchairs, canes and crutches
    (12) Any other carry on baggage stowage equipment or systems 
relevant to flight attendant duties and responsibilities
    (h) Task: Communication Systems
    Subtasks:
    (1) Call system, including:
    (i) Call light switches
    (ii) Chime and light indicators when a call is initiated
    (iii) Routine and emergency call light identification
    (iv) Resetting procedures for call light indicators
    (2) Interphone system, including:
    (i) Location of handset controls and indicators
    (ii) Function and operation of routine and emergency controls 
and indicators
    (iii) Interphone system inoperative procedures
    (3) Passenger address system, including:
    (i) Location of handset and microphone controls and indicators
    (ii) Passenger address system inoperative procedures
    (iii) Any other communication equipment or systems relevant to 
flight attendant duties and responsibilities
    (i) Task: Entertainment and Convenience Systems
    Subtasks:
    (1) Description of aircraft entertainment and convenience 
systems
    (2) Location and operation of controls and switches including 
system indicators
    (3) Problem identification, including probable causes and 
corrective action procedures
    (4) Location of accessible circuit breakers for each system
    (5) Any other entertainment and convenience equipment of systems 
relevant to flight attendant duties and responsibilities
    (j) Task: Flight Deck Configuration
    Subtasks:
    (1) Flightcrew member and observer stations
    (2) Portable emergency equipment
    (3) Use of oxygen systems
    (4) Use of flight deck door securing devices and locking systems
    (5) Operation of observer's jumpseat, including function and 
operation of the restraint system
    (6) Operation of flight deck door including emergency opening 
procedures
    (7) Emergency exits and means of egress
    (8) Any other flight deck equipment or systems relevant to 
flight attendant duties and responsibilities
    (k) Task: Galleys
    Subtasks:
    (1) Ovens
    (2) Refrigeration units
    (3) Stowage compartments and latching devices
    (4) Carts and braking mechanisms and restraining devices
    (5) Electrical control panels and circuit breakers
    (6) Water system and water shutoff valves
    (7) Oxygen mask compartments
    (8) Lower lobe galleys including operation of escape exits and 
lifts
    (9) Weight restrictions
    (10) Any other galley equipment or systems relevant to flight 
attendant duties and responsibilities
    (l) Task: Lavatories
    Subtasks:
    (1) Washbasins
    (2) Supply compartments and latching devices
    (3) Oxygen mask compartments
    (4) Passenger information signs
    (5) Required placards
    (6) Automatic fire extinguishers
    (7) Fire detection systems
    (8) Water shut off valves
    (9) Water heater switches and indicators
    (10) Interior door locking mechanism and signs
    (11) Special lavatory components (e.g., doors that may be 
removed to facilitate

[[Page 29484]]

access to an incapacitated passenger, lavatory walls which retract 
to allow for stretcher removal around corners and out of certain 
exits)
    (12) Any other lavatory equipment or systems relevant to flight 
attendant duties and responsibilities
    (m) Task: Required Signs and Placards
    Subtasks:
    (1) Passenger information signs, including:
    (i) No Smoking signs
    (ii) Fasten Seat Belt signs
    (iii) Lavatory Occupied signs
    (iv) Return To Seat signs in the lavatory
    (v) Exit signs
    (2) Aircraft markings, including:
    (i) Interior emergency exit markings indicating location of each 
passenger emergency exit
    (ii) Emergency exit handle markings indicating location of 
operating handle and instructions for opening exit
    (iii) Emergency equipment markings to identify equipment 
location
    (3) Aircraft placards, including:
    (i) Placards on each forward bulkhead and passenger seat stating 
Fasten Seat Belt While Seated
    (ii) Placards in each lavatory stating Federal law provides for 
a penalty for tampering with the smoke detector installed in this 
lavatory
    (iii) Weight limit placards
    (n) Task: Lighting and Electrical Systems
    Subtasks:
    (1) Interior and exterior lighting
    (2) Cabin lighting systems, including:
    (i) Controls
    (ii) Switches
    (iii) Testing procedures, in accordance with certificate holder 
procedures
    (3) Cabin circuit breakers, including:
    (i) Means of access
    (ii) Switches
    (iii) Indicators
    (o) Task: Oxygen Equipment and Systems
    Subtasks:
    (1) Flightcrew and observer oxygen system, including:
    (i) Location of oxygen regulators and quick-donning oxygen masks
    (ii) Emergency operation of oxygen regulator switches and 
indicators
    (iii) Distinction between ``on demand'' and ``under pressure'' 
oxygen flow
    (iv) Proper use of oxygen masks
    (2) Passenger oxygen systems, including:
    (i) Description and location of each type of oxygen mask and 
compartment
    (ii) Location of extra masks
    (iii) Description and location of oxygen mask compartment door 
latching indicators
    (iv) Method to manually open each type of oxygen mask 
compartment
    (v) Restrictions for repacking oxygen mask compartments
    (vi) Automatic and manual means of system activation
    (vii) Indicators of oxygen system activation
    (viii) Procedure for initiating oxygen flow to the mask(s)
    (ix) Procedure for properly donning oxygen mask and testing for 
oxygen flow
    (x) Procedure for resetting oxygen system in the event oxygen 
system is not designed to shut off automatically
    (xi) Procedure for activating aircraft system for first aid 
oxygen, if available
    (xii) Any other fixed oxygen equipment or systems relevant to 
flight attendant duties and responsibilities
    (p) Task: Notification of Inoperative Equipment
    Subtasks:
    (1) MEL, including specific cabin equipment and systems 
pertinent to flight attendant duties that may be inoperative, 
including the importance of requesting this information during the 
preflight briefing
    (2) Impact of inoperative cabin equipment and systems on flight 
attendant duties and procedures as briefed by PIC
    (q) Task: Emergency Equipment Location. Location of emergency 
equipment, if not included in emergency equipment training (see 
paragraph II.C.1 (a) through (d) of this attachment)
    (r) Task: Emergency Exit Doors, Plugs and Hatches, Including 
Doors, Window Exits, Floor Level Exits, Tailcone Exits, Ventral 
Stairs, Flight Deck Exits, and Any Other Exit Designed for Passenger 
or Crewmember Egress From the Aircraft
    Subtasks:
    (1) Location, function, normal and emergency operation and 
limitations of each emergency exit if this information is not 
included in Emergency Equipment Training (see paragraph II.C.1.(e) 
of this attachment)
    (2) Any other exit designed for passenger or crewmember egress 
from the aircraft
    (i) Procedures for using each exit in the normal mode (if 
applicable)
    (ii) Procedures for using each exit in the emergency mode
    (s) Task: Crewmember Rest Facilities
    Subtasks:
    (1) Operation of emergency systems
    (2) Operation of escape exits
    (3) Operation of escape lifts
    (4) Oxygen systems
    (5) Communication systems
    (6) Restraint systems
    (7) Any additional equipment or systems in the crewmember rest 
facilities on the aircraft on which the flight attendant serves

2. [Reserved]

B. [Reserved]

IV. Emergency Training Drill Requirements (see Sec.  121.1373)

    A. Each flight attendant must operate each exit of each aircraft 
type on which the flight attendant is to serve in both the normal 
and emergency modes, including the actions and forces required in 
the deployment of emergency evacuation slides.
    B. Each flight attendant must complete the following emergency 
training drills during the specified training periods, using those 
items of installed emergency equipment for each type of aircraft 
operated by that part 119 certificate holder in which the flight 
attendant is to serve.
    C. Each piece of emergency equipment and training device must be 
secured using the same bracket or securing device that is used on 
the aircraft, prior to being operated by each flight attendant 
during each drill (if the flight attendant does not complete the 
equipment mountings drill for that piece of equipment) or prior to 
being operated for each flight attendant during an observation 
drill.
    D. Flight attendants must complete each drill without manual 
reference or coaching.
    E. Successful individual evaluation of each flight attendant's 
performance by a person authorized to administer proficiency tests 
is required. Flight attendants who cannot demonstrate the required 
level of proficiency during testing must be retrained in accordance 
with the certificate holder's procedures prior to retesting.
    F. The operation of the equipment must replicate that installed 
in the certificate holder's aircraft on which the flight attendant 
is to be qualified with respect to weight, dimensions, appearance 
(e.g., color, placards and markings), features, charge (if 
applicable), controls, types, and operation.

V. Emergency Training Drills--General (see Sec.  121.1373)

A. Subject: Job Performance Drills

1. Task: Operation of Each Type of Installed Hand Fire Extinguisher 
(Job Performance)

    (a) Environment: The extinguisher must be charged; however, it 
may be charged with an environmentally friendly agent and meet the 
requirements of IV.F of this attachment.
    (b) Task: This drill is not required for the type of fire 
extinguisher used in the protective breathing equipment and 
firefighting drill (Task 8). Flight attendants must fight an actual 
or simulated fire. The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Remove fire extinguisher from the brackets (if not completed 
during the equipment mountings drill)
    (2) Prepare extinguisher for use (e.g., rotate handle to 
pressurize, perform actions to break tamper seals, pull pin, release 
safety latch)
    (3) Operate extinguisher discharge mechanism properly
    (4) Aim and discharge extinguisher at the base of the fire 
(actual or simulated ``open flame'') or as close to the source as 
possible (``hidden fire'') using proper discharge pattern, bottle 
position and flight attendant body position.
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate.

2. Task: Operation of Each Type of Portable Oxygen Equipment (Job 
Performance)

    (a) Environment: The drill does not need to be repeated using 
each type of portable oxygen bottle installed in the aircraft 
provided the procedures, oxygen mask tubing, fittings, and the means 
to activate the oxygen flow are the same from one bottle to the 
other, regardless of the size of the portable oxygen bottle. Where 
types differ, the drills must be repeated with the appropriate 
equipment and meet the requirements of IV.F of this attachment.
    (b) Task: The flight attendant must complete the following 
during the drill, and

[[Page 29485]]

be evaluated and debriefed on the proper use of equipment and 
procedures:
    (1) Remove the bottle or canister from the bracket or stowage 
(if not completed during the equipment mountings drill)
    (2) Retrieve oxygen mask and hose, attach coupling to outlet as 
per air carrier's procedures
    (3) Use the carrying strap
    (4) Prepare the ``passenger'' for receiving oxygen 
administration (e.g., no smoking, possibly relocating passenger)
    (5) Activate the oxygen and test for flow, position and secure 
the mask to the passenger's face
    (6) Secure the oxygen bottle or canister and position it to 
monitor the supply
    (7) Demonstrate proper handling techniques if using portable 
solid state units
    (8) Demonstrate proper placement of hot generators, as per 
certificate holder procedures, if using solid state units
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also recognize indications regarding duration of 
oxygen supply.

3. Task: Operation of Each Type of Fixed Oxygen System in the Cabin 
(Job Performance)

    (a) Environment: The drill does not need to be repeated using 
each type of fixed oxygen system installed in the aircraft provided 
the procedures and the means to activate the oxygen flow, and the 
method to manually open the compartment, are the same from one 
system to another. Where types differ, the drills must be repeated 
with the appropriate equipment and meet the requirements of IV.F of 
this attachment.
    (b) Task: The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Each flight attendant must manually drop oxygen mask and 
follow the crewmember coordination procedures
    (2) The flight attendant must demonstrate the ability to ``turn 
on'' the oxygen system, if necessary
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate.

4. Task: Operation of Each Type of Protective Breathing Equipment (Job 
Performance)

    (a) Environment: PBE consisting of a portable oxygen bottle and 
full-face mask must be fully operational and charged. Self contained 
PBE may be substituted with a training smoke hood that is not 
operational. In addition the equipment must meet the requirements of 
IV.F. of this attachment.
    (b) Task: This drill is not required for the type of PBE used in 
the protective breathing equipment and firefighting drill (Task 8). 
The flight attendant must complete the following during the drill, 
and be evaluated and debriefed on the proper use of equipment and 
procedures:
    (1) Remove PBE from stowage including stowage container (if not 
accomplished during the equipment mountings drill) and pouch, if 
applicable
    (2) Don PBE and activate oxygen in proper sequence and using 
proper techniques
    (3) Verify proper seal
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also be trained to recognize indications regarding 
duration of oxygen supply.

5. Task: Operation of Each Type of Installed Life Preserver and Each 
Type of Individual Flotation Means (Job Performance)

    (a) Environment: See paragraph IV.F of this attachment.
    (b) Task: The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Remove life preserver from the sealed or closed (actual or 
simulated) pouch
    (2) Don and secure life preserver and inflate using automatic 
inflation of at least one chamber
    (3) Partially inflate or simulate inflation of second chamber of 
life preserver orally
    (4) Practice deflation technique
    (5) Locate and review light activation
    (6) Demonstrate the procedures to use a life preserver for a 
child (and infant, if applicable)
    (7) Demonstrate proper arm placement and use of seat cushion
    (8) Demonstrate use of seat cushion by infant and small child 
utilizing air carrier's procedures
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also:
    (1) Recognize removal procedures for seat cushions, and also 
recognize any equipment or furnishings that may complement or may 
hinder the removal of the seat cushion or life preserver
    (2) Recognize the hazards that can be associated with inflating 
life preservers in the aircraft

6. Task: Operation of Each Type of Automated External Defibrillator 
(AED) (Job Performance)

    (a) Environment: See paragraph IV.F of this attachment
    (b) Task: The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Remove the AED from the bracket or stowage (if not completed 
during the equipment mountings drill)
    (2) Prepare the AED for use
    (3) Prepare the scene and ``passenger'' for use of an AED
    (4) Follow AED prompts for proper use, including the 
administration of shocks, rescue breathing and the administration of 
cardiopulmonary resuscitation (CPR) if so prompted, to include the 
use of the CPR mask
    (5) Detach leads, if required by certificate holder procedures
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also recognize the need for defibrillation. The 
flight attendant must recognize precautions regarding placement and 
use of AED for adults, children or infants, if applicable.

7. Task: Cardiopulmonary Resuscitation (CPR)--Adult, Child, and Infant 
(Job Performance)

    (a) Environment: This drill must be performed using training 
equipment that meets the requirements of IV. F of this attachment 
and creates an effective environment for the accomplishment of the 
performance drill.
    (b) Task: This CPR drill is not required if the flight attendant 
performs CPR during the operation of each type of installed 
automated external defibrillator. The flight attendant must complete 
the following during the drill, and be evaluated and debriefed on 
the proper use of equipment and procedures:
    (1) Administer CPR, to include the use of the CPR mask, for 
adult, child or infant CPR. Each must be done within a three year 
cycle
    (2) [Reserved]
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also recognize the need for CPR.

8. Task: Protective Breathing Equipment and Firefighting Drill (Job 
Performance)

    (a) Environment: This drill must be performed using training 
equipment that creates an effective environment for the 
accomplishment of performance drills using at least one type of hand 
fire extinguisher that replicates the features and operating 
mechanisms of the installed fire extinguishers, with the exception 
of the extinguishing agent, and is appropriate for the type of 
actual fire being fought while using the type of installed PBE 
required by Sec.  121.337 or an approved PBE simulation device. A 
self-contained PBE may be substituted with a training smoke hood 
which is not operational.
    (b) Task: The flight attendant must complete at least one 
approved protective breathing equipment and firefighting drill in 
which the flight attendant combats an actual fire, during basic 
qualification training.
    (1) For recurrent training, the flight attendant must combat an 
actual or simulated fire using at least one type of installed hand 
fire extinguisher or approved training device that is appropriate 
for the type of actual fire or simulated fire to be fought while 
using the type of installed PBE required by Sec.  121.337 or an 
approved PBE simulation device
    (2) Each 36 months, the flight attendant must combat at least 
one ``hidden fire'' that is actual or simulated (e.g., behind a 
panel, in a lavatory or with an undisclosed source of origin)
    (3) The flight attendant must complete the following during the 
drill, and be evaluated and debriefed on the proper use of equipment 
and procedures:
    (i) Locate source of fire and smoke
    (ii) Remove PBE from stowage container and pouch

[[Page 29486]]

    (iii) Don PBE and activate oxygen in proper sequence (activation 
of oxygen may be simulated)
    (iv) Verify neck seal
    (v) Simulate the use of aircraft communication systems
    (vi) Select appropriate fire extinguisher
    (vii) Remove the fire extinguisher from brackets/secured 
position (if not accomplished during the equipment mountings drill)
    (viii) Prepare extinguisher for use (e.g., rotate handle to 
pressurize, perform action to break tamper seals, pull pin, release 
safety latch)
    (ix) Approach fire or smoke
    (x) Fight fire using proper techniques
    (xi) Operate extinguisher discharge mechanism properly
    (xii) Demonstrate proper passenger handling/protection 
techniques
    (xiii) Ensure fire is extinguished
    (xiv) Use proper techniques for PBE removal
    (xv) Properly secure equipment as per certificate holder's 
procedures
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also recognize the problem, be aware of PBE duration, 
and be aware of signals that PBE is no longer generating oxygen to 
wearer.

9. Task: Cabin Preparation (Land and Water Evacuation) Drill (Job 
Performance)

    (a) Environment: This drill must be performed using training 
equipment that creates an effective environment for the completion 
of the performance drill.
    (b) Task: Each flight attendant must participate as either a 
flight attendant or a passenger in a full, complete, and 
uninterrupted cabin preparation as outlined in the ``Cabin 
Preparation for a Planned Land Evacuation'' drill. In addition, if 
the flight attendant is to be qualified in extended overwater 
operations, that flight attendant must participate as either a 
flight attendant or a passenger in a full, complete and 
uninterrupted cabin preparation as outlined in the ``Cabin 
Preparation for a Planned Water Landing (Ditching)'' drill.
    (c) For the purposes of recurrent training, flight attendants 
may complete a ``Cabin Preparation for a Planned Land Evacuation'' 
drill and a ``Cabin Preparation for a Planned Water Landing 
(Ditching)'' drill during alternate recurrent training cycles. If 
the flight attendant has not participated as a flight attendant in 
one of the cabin preparation drills, then the flight attendant must 
participate as a flight attendant in at least a portion of another 
evacuation drill.
    (d) The flight attendant must participate as a crewmember or a 
passenger in at least one of the following approved cabin 
preparation drills to include crew coordination procedures, cabin 
preparation and passenger preparation that is applicable to the 
certificate holder's operations. The flight attendant must also 
apply tasks and procedures following the prescribed sequence, as 
priorities allow.
    (e) During the initiation phase of the cabin preparation for the 
planned land evacuation and the planned water landing (ditching), 
the flight attendant must:
    (1) Receive notification from the flight deck, including:
    (i) Use of emergency notification signal
    (ii) Confirmation from the flight deck that an emergency landing 
and evacuation are anticipated
    (2) Communicate with PIC to obtain the following essential 
information:
    (i) Find out the amount of time remaining until landing
    (ii) Find out what type of landing is anticipated (e.g., 
aircraft configuration, environmental conditions, which exits can be 
used)
    (iii) Establish and confirm signal to assume brace for impact 
position
    (iv) Confirm signal to evacuate
    (v) Coordinate with other flight attendants
    (3) Prepare the cabin as follows:
    (i) Secure galley ensuring all galley components and supplies 
are properly restrained
    (ii) Adjust cabin lights to full bright
    (iii) Deliver emergency announcement or demonstration
    (f) The flight attendant must complete the following during the 
drills, and be evaluated and debriefed on the proper use of 
equipment and procedures:
    (1) Conduct a Cabin Preparation for a Planned Land Evacuation
    (i) Conduct initiation phase of the cabin preparation for the 
Planned Land Evacuation in accordance with paragraph V.A.9.(e) of 
this attachment
    (ii) Instruct passengers to secure seatbelts low and tight and 
review how to release seat belts
    (iii) Instruct passengers on brace for impact position(s) 
beginning with the position to be assumed by the majority of 
passengers
    (iv) Conduct passenger review of passenger safety information 
card
    (v) Instruct passengers on location of exits (primary and 
alternate)
    (vi) Direct passenger attention to the location of escape path 
lighting
    (vii) Instruct passengers on how to exit down slides or out 
windows
    (viii) Instruct passengers on use of escape ropes or escape 
tapes at overwing exits
    (ix) Direct passengers to leave everything behind
    (x) Direct passengers to stay low in a smoke filled cabin
    (xi) Reseat passengers as necessary
    (xii) Brief able bodied passengers on tasks:
    (A) Exit operation
    (B) Signals or commands regarding starting the evacuation
    (C) Slide operation
    (xiii) Conduct compliance check
    (xiv) Prepare for landing
    (xv) Provide last minute instructions to passengers
    (xvi) Check exits to ensure they are ready for evacuation
    (xvii) Adjust cabin lighting to dim or off setting, in 
accordance with air carrier procedures
    (xviii) Secure barrier strap
    (xix) Use proper techniques to fasten flight attendant restraint 
system
    (xx) Inform PIC of cabin readiness
    (xxi) Perform silent review
    (xxii) Assume flight attendant protective brace position
    (xxiii) Command passengers to assume protective brace position 
and continue brace commands until the aircraft has come to a 
complete stop
    (2) Conduct a Cabin Preparation for a Planned Water Landing 
(Ditching)
    (i) Conduct initiation phase of the cabin preparation for the 
Planned Water Landing (Ditching) in accordance with paragraph 
V.A.9.(e) of this attachment
    (A) Direct passengers to don life vests and instruct them on use
    (B) Don crew life vest
    (C) Instruct passengers to secure seatbelts low and tight and 
review how to release seat belts
    (D) Instruct passengers on brace for impact position(s) 
beginning with the position to be assumed by the majority of 
passengers
    (E) Conduct passenger review of passenger safety information 
card
    (F) Instruct passengers on location of exits (primary and 
alternate)
    (G) Direct passenger attention to the location of emergency 
floor level lighting
    (H) Instruct passengers on how to exit down slides or out 
windows
    (I) Direct passengers to leave everything behind
    (J) Direct passengers to stay low in a smoke filled cabin
    (K) Reseat passengers as necessary
    (ii) Brief able bodied passengers on tasks:
    (A) Exit operation
    (B) Signals or commands regarding starting the evacuation
    (C) Positioning raft according to carrier procedures
    (D) Use of slide raft as raft
    (E) Launching raft or slide raft
    (iii) Continue with cabin preparation:
    (A) Complete compliance check
    (B) Prepare for landing
    (C) Provide last minute instructions to passengers
    (D) Check exits to ensure they are ready for evacuation
    (E) Adjust cabin lighting to dim or off setting
    (F) Secure barrier strap
    (G) Use proper techniques to fasten flight attendant restraint 
system
    (H) Inform PIC of cabin readiness
    (I) Perform silent review
    (J) Assume flight attendant protective brace position
    (K) Command passengers to assume protective brace position and 
continue to shout brace commands until the aircraft has come to a 
complete stop
    (g) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or actions) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also:
    (1) Demonstrate awareness of his or her duties as a crewmember 
and duties of other crewmembers during an evacuation
    (2) Review procedures for evacuation of passengers or 
crewmembers needing assistance

[[Page 29487]]

10. Task: Evacuation Drills (Job Performance)

    (a) Environment: This drill must be performed using training 
equipment that creates an effective environment for the 
accomplishment of performance drills.
    (b) The flight attendant must complete the following during the 
drill, and be evaluated and debriefed on the proper use of equipment 
and procedures.
    (c) During the initiation phase for evacuation drills, the 
flight attendant must:
    (1) Issue brace for impact commands when directed by PIC or at 
the first sign a problem exists that could lead to impact and an 
evacuation
    (2) Remain seated until the aircraft comes to a complete stop
    (3) Open or release seat belts
    (4) Assess conditions
    (5) Activate emergency lights
    (6) Aggressively initiate evacuation procedures using 
communication protocols or manage passenger behavior if decision is 
made not to evacuate
    (7) Activate evacuation signal
    (8) Shout evacuation commands to passengers
    (9) Conduct evacuation at floor level exits
    (10) Assess conditions at exit
    (11) Apply forces necessary to open door in emergency mode and 
under possible adverse conditions
    (12) Take appropriate precautions for door hazard conditions
    (13) Hold onto assist handle
    (14) Open the exit in the armed mode
    (15) Use manual operation if pneumatic operations fail
    (16) Block and redirect if necessary
    (17) Secure the exit in the fully open position
    (18) Hold passengers back until exit is open and ready for 
evacuation
    (d) Task: Conduct a planned or unplanned land evacuation drill
    (1) Conduct initiation phase for evacuation (See paragraph 
V.A.10(c) of this attachment.)
    (2) During the land evacuation drill the flight attendant must 
perform assigned duties following emergency landing or aborted take-
off
    (3) Pull the manual inflation handle and verify deployment, 
inflation (e.g., ramp, slide); in the case of stairs, ensure they 
are positioned for evacuation
    (4) Maintain appropriate protective body and hand positions
    (5) Shout evacuation commands to passengers
    (6) Use passenger flow management control
    (7) Open exits and manage flow control at more than one exit if 
procedures require responsibility for opening more than one exit
    (8) Direct passengers to any usable exit
    (9) Give commands to able bodied passengers
    (10) Conduct evacuation at over wing exits.
    (i) Go to exit (if part of assigned duties)
    (ii) Assess conditions at exit
    (iii) Remove hatch
    (iv) Dispose of hatch
    (v) Maintain appropriate protective body and hand positions
    (vi) Give commands to passengers at over wing exit
    (vii) Control passenger flow at over wing area
    (viii) Use escape ropes or escape tapes
    (11) Ensure evacuation of passengers needing assistance
    (12) Evacuate crewmember through most appropriate exit, if 
crewmember is incapacitated
    (13) Shout commands to helper passengers at the bottom of the 
slides, stairs or exit
    (14) Remove emergency equipment
    (15) Check flight deck
    (e) Task: Conduct a planned or unplanned water (ditching) 
evacuation drill
    (1) Conduct initiation phase of the unplanned land evacuation 
(See paragraph V.A.10(c) of this attachment)
    (2) During the planned water (ditching) evacuation drill the 
flight attendant must perform assigned duties following impact
    (3) Pull the manual inflation handle(s) and verify deployment, 
inflation, if applicable
    (4) Review deployment procedures for inflated slide and launch 
rafts if aircraft equipped with life rafts
    (5) Evacuate passengers into raft, slide raft, or water
    (6) Maintain appropriate protective body and hand positions
    (7) Shout door commands to passengers
    (8) Use passenger flow management control
    (9) Direct passengers to most useable doors
    (10) Give commands to able bodied passengers
    (11) Ensure evacuation of passengers needing assistance
    (12) Inflate crew life vest
    (13) Conduct evacuation at over wing exit
    (i) Go to exit (if part of assigned duties)
    (ii) Remove hatch
    (iii) Dispose of hatch as per certificate holder procedures
    (iv) Review procedures to launch rafts at over wing exit
    (v) Use escape ropes or tapes at overwing area
    (vi) Give commands to passengers at over wing exit
    (vii) Control passenger flow at over wing area
    (viii) Ensure evacuation of passengers needing assistance
    (f) Task: Control An Unwarranted (Unneeded) Evacuation
    The flight attendant must perform the following:
    (1) Take protective position if at door
    (2) Coordinate with crew
    (3) Stop evacuation; use strong commands
    (g) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also review procedures for evacuation of passengers 
needing assistance

11. Task: Equipment Mountings Drill (Job Performance)

    (a) Environment: Each piece of emergency equipment and training 
device must be secured using the same bracket or securing device 
that is used on the aircraft, prior to being operated by each flight 
attendant during each drill or prior to being operated by each 
flight attendant during the equipment mountings drill.
    (b) Task: The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Completely remove each piece of portable emergency equipment 
from its bracket or securing system
    (2) Resecure each piece of portable emergency equipment in its 
bracket or securing system or properly stow according to certificate 
holder procedures
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate. The flight 
attendant must also recognize the importance of removing equipment 
as quickly as possible.

12. Task: Ditching Survival Drill (Dry Training Environment) (Job 
Performance)

    (a) Environment: The certificate holder may substitute a raft, 
provided there are no substantive differences with respect to 
weight, dimensions, appearance, features, and operations and the 
certificate holder provides differences training approved by the 
FAA. However, when flight attendants are trained and qualified on 
multiple aircraft types that are extended overwater equipped, the 
flight attendant must complete ``hands on'' drill training on each 
different raft and slide raft on a training schedule acceptable to 
the FAA, not to exceed a 5 year recurrent training cycle.
    (b) Task: The flight attendant must participate in the following 
approved dry ditching drill as applicable to the certificate 
holder's procedures and approved extended overwater operations. The 
flight attendant may complete this drill in conjunction with the one 
time wet ditching drill to initially qualify to serve on an aircraft 
that is used for extended overwater operations. In addition, the 
flight attendant must perform this drill during recurrent or 
requalification training, as applicable.
    (c) The flight attendant must complete the following during the 
drill, and be evaluated and debriefed on the proper use of equipment 
and procedures:
    (1) Identify boarding station and board raft
    (2) Review the need to crawl and stay low
    (3) Discuss the importance of distributing the load
    (4) Review the need to stay attached to the aircraft as long as 
possible, and operation of the quick disconnect
    (5) Review the need to get clear of fuel-covered water and 
debris
    (6) Locate and deploy the sea anchor
    (7) Discuss the importance of upwind and downwind
    (8) Retrieve the survival kit and review contents
    (9) Identify inflation valve and review operation of inflation 
pump and raft repair kit
    (10) Identify items such as bailing bucket and sponge for 
bailing raft dry
    (11) Erect the canopy and discuss methods for collecting rain 
water and water purification techniques
    (12) Demonstrate how canopy can be used in both hot and cold 
climates
    (13) Review signaling devices located in survival kits or 
brought to the raft
    (14) Discuss the cautions associated with flares and sea dye 
marker and proper use

[[Page 29488]]

    (15) Point out raft lights
    (16) Review alternate signaling devices (e.g. mirrors)
    (17) Locate and demonstrate use of heaving line. Review 
techniques to retrieve survivors
    (18) Discuss raft management including distribution of duties to 
passengers and ongoing physiological effects of the situation
    (19) Discuss long term water survival techniques or strategies
    (20) Discuss static line breaking strain
    (21) Discuss transporting incapacitated persons from the 
aircraft into the rafts
    (d) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate.

13. Jumpseat Drill (Job Performance)

    (a) Environment: Each flight attendant must complete a flight 
attendant jumpseat drill by using at least one type of installed 
flight attendant jumpseat from an aircraft on which the flight 
attendant will be qualified to serve.
    (b) Task: This is an emergency drill requirement that the flight 
attendant must complete for the certificate holder for which the 
flight attendant is employed. This drill is not required if the 
flight attendant has completed any drill using at least one type of 
installed flight attendant jumpseat from an aircraft on which the 
flight attendant will be qualified to serve during an exit device 
operation drill or evacuation drill. During the completion of 
proficiency drills, the flight attendant must operate at least one 
exit starting from a seated position on at least one type of 
installed flight attendant jumpseat from an aircraft on which the 
flight attendant will be qualified to serve during an exit device 
operation drill, evacuation drill or flight attendant jumpseat 
drill.
    (c) The flight attendant must complete the following during the 
drill, and be evaluated and debriefed on the proper use of equipment 
and procedures:
    (1) Preflight check of the flight attendant jumpseat
    (2) Properly secure restraint system
    (3) Demonstrate brace position appropriate for flight attendant 
jumpseat location on aircraft, as per certificate holder procedures
    (4) Proper methods of releasing restraint device, in accordance 
with per certificate holder procedures
    (5) Proper method of stowing flight attendant jumpseat and 
restraint system, in accordance with certificate holder procedures
    (d) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate.

B. Subject: One Time Job Performance Drills

1. Ditching Survival Drill (Wet Training Environment) (Job Performance)

    (a) Environment: The certificate holder may substitute a raft, 
provided there are no substantive differences with respect to 
weight, dimension, appearance, features, and operations, and the 
certificate holder provides differences training approved by the 
Administrator.
    (b) Task: This is a one-time emergency drill requirement that 
the flight attendant must accomplish for the certificate holder for 
which the flight attendant is employed. This one time drill must be 
given in basic qualification or transition training, whichever 
training initially qualifies the flight attendant to serve on an 
airplane that is used for extended overwater operations.
    (c) Activities prior to raft boarding may be done in classroom, 
airplane, or airplane mockup. Raft boarding and subsequent 
activities must be done in water.
    (d) Task: The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Don and use life vest as a means of flotation
    (2) Use flotation seat cushion for adult and child or infant
    (3) Board the raft
    (4) Demonstrate effective raft management (e.g., distribute 
passengers and deploy sea anchor)
    (5) Use heaving lines and life lines
    (6) Erect the raft canopy
    (7) Manage passengers, including distribution of duties to 
passengers
    (e) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate.

2. Emergency Evacuation Egress Slide Drill (Job Performance)

    (a) Environment: Each flight attendant must complete an 
emergency evacuation slide drill by egressing the aircraft or 
approved training device using at least one type of installed 
emergency evacuation slide from an aircraft on which the flight 
attendant will be qualified to serve.
    (b) Task: This drill is required when the flight attendant is 
qualifying on an aircraft that is equipped with emergency evacuation 
slides. This drill is not required if the flight attendant egresses 
the aircraft or approved training device using at least one type of 
installed emergency evacuation slide from an aircraft on which the 
flight attendant will be qualified to serve during the evacuation 
drill. (See paragraph V.A.10 of this attachment.)
    (c) This is a one-time emergency drill requirement that the 
flight attendant must complete for the certificate holder for which 
the flight attendant is employed. This one time drill must be given 
in basic qualification, transition training, or recurrent training, 
whichever training initially qualifies the flight attendant to serve 
on an aircraft with evacuation slides.
    (d) The flight attendant must complete the following during the 
drill, and be evaluated and debriefed on the proper use of equipment 
and procedures:
    (1) Observe the airplane exits being opened in the emergency 
mode and the associated exit slide or slide raft pack being deployed 
and inflated or perform the tasks resulting in the completion of 
these actions (if not completed during the emergency evacuation 
including the use of a slide observation drill)
    (2) Use the correct method to egress the aircraft and descend 
the slide
    (e) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate.

3. Emergency Evacuation Egress Drill (Job Performance)

    (a) Environment: Each flight attendant must complete an 
emergency evacuation drill by egressing the aircraft or approved 
training device using at least one type of installed emergency exit, 
from an aircraft on which the flight attendant will be qualified to 
serve.
    (b) Task: This is a one-time emergency drill requirement that 
the flight attendant must complete for the certificate holder for 
which the flight attendant is employed. This one time drill must be 
given in basic qualification or transition, whichever training 
initially qualifies the flight attendant to serve on an aircraft 
that is not equipped with evacuation slides. An emergency exit that 
has stairs may not be used.
    (c) The flight attendant must complete the following during the 
drill, and be evaluated and debriefed on the proper use of equipment 
and procedures:
    (1) Observe the aircraft exits being opened in the emergency 
mode or perform the tasks resulting in the completion of these 
actions
    (2) Use the correct method to egress the aircraft, or training 
device that is representative of the aircraft in relation to sill 
height from the ground or window exit to the wing
    (d) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate.

C. Subject: Observation Drills

1. Task: Removal From the Aircraft or Training Device and Inflation of 
Each Type of Installed Life Raft (Observation Drill)

    (a) Environment: See paragraph IV.F. of this attachment.
    (b) Task: The flight attendant must complete the following 
during the observation drill, and be evaluated and debriefed on the 
proper use of equipment and procedures:
    (1) Specific attachment points in the aircraft
    (2) How and where to attach life raft to aircraft
    (3) Safe inflation techniques
    (4) Launching points
    (5) Righting overturned rafts, if applicable

2. Task: Deployment, Inflation and Detachment From the Aircraft of Each 
Type of Installed Slide or Slide Raft Pack (Observation Drill)

    (a) Environment: See paragraph IV.F. of this attachment.
    (b) Task: The flight attendant must complete the following 
during the observation drill, and be evaluated and debriefed on the 
proper use of equipment and procedures:
    (1) Proper use of the exit operating handle
    (2) Location and color of the inflation handle
    (3) Demonstration of forces and actions required to inflate 
slide or slide raft

[[Page 29489]]

    (4) Sound of inflating slide or slide raft
    (5) Proper inflation and position of the slide or slide raft
    (6) Location of the ditching handle or laces
    (7) Demonstration of the forces and actions required to use the 
ditching handle including secondary actions
    (8) Lanyard and the removal or cutting of lanyard using the 
certificate holder's procedures
    (9) Righting overturned rafts, if applicable

3. Task: Emergency Evacuation Including the Use of a Slide (Observation 
Drill)

    (a) Environment: See paragraph IV.F. of this attachment.
    (b) Task: The flight attendant must complete the following 
during the observation drill, and be evaluated and debriefed on the 
proper use of equipment and procedures:
    (1) Correct methods of evacuation
    (2) Correct methods of entering the slide
    (3) Necessity for helpers at the bottom of slide

4. Task: Non-Floor Level Exits in the Flight Deck Through Which a 
Crewmember May Egress the Aircraft (Observation Drill)

    (a) Environment: See paragraph IV.F. of this attachment.
    (b) Task: Each flight attendant must observe the operation of 
any additional exits in the flight deck that crewmembers may use to 
egress the aircraft type for which the flight attendant is 
qualifying. The flight attendant may receive AOE credit for 
observing the exit operation on the aircraft or in an approved 
training device. The flight attendant must complete the following 
during the observation drill, and be evaluated and debriefed on the 
proper use of equipment and procedures:
    (1) Assesses conditions outside the exit to determine exit 
usability
    (2) Correct use of the exit operating mechanism including hand 
and body position
    (3) Use of proper terms and procedures
    (4) Correct positioning of the escape device
    (5) Method to secure exit in fully opened position or ensuring 
correct stowage position
    (6) Knows appropriate protective hand and body positions
    (7) Access to escape tapes, escape ropes or inertial reels

5. Task: Flight Deck Fixed Oxygen System (Observation Drill)

    (a) Environment: See paragraph IV.F. of this attachment.
    (b) Task: The flight attendant must complete the following 
during the observation drill, and be evaluated and debriefed on the 
proper use of equipment and procedures:
    (1) Access oxygen mask and remove from stowage
    (2) Use of proper procedures to don oxygen mask and activate 
oxygen in proper sequence for an emergency
    (3) Re-securing of equipment
    (4) Observe the locations of the flight deck fixed oxygen system 
during AOE flight

VI. Emergency Training Drills--Aircraft Specific (see Sec.  121.1373)

A. Subject: Exit Device Operation (see Sec.  121.1373)

1. Task: Floor Level Door Exit Device Operation (Normal Mode) (Job 
Performance)

    (a) Environment: See paragraph IV.F. of this attachment. 
Equipment may be substituted provided there is no substantive 
difference with respect to weight, dimensions and appearance and the 
flight attendant has been provided with training on differences 
between training equipment and the actual aircraft exit. Equipment 
may not be substituted if the forces and actions necessary to 
operate the equipment are different or if the operating mechanism is 
different.
    (b) Task: The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Identify signal and conditions under which each door can be 
opened and closed
    (2) Assess the exterior and interior conditions for obstacles or 
hazards to persons or the exit during the opening and closing (e.g., 
jetway, stairs, barrier straps)
    (3) Follow procedure to ensure flight attendant awareness at 
armed boarding door prior to aircraft pushback
    (4) Identify signal for arming and disarming
    (5) Coordinate and communicate
    (6) Properly arm and disarm the exit
    (7) Verify girt bar placement for armed and disarmed
    (8) Verify door is in the correct mode
    (9) Use proper techniques for the operating mechanism (such as 
door handles to open exit and secure in locked position)
    (10) Secure safety strap then unsecure safety strap; release 
locking mechanism
    (11) Properly use control handles to close exit and secure in 
locked position
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate.

2. Task: Floor Level Door Exit Device Operation (Emergency Mode) (Job 
Performance)

    (a) Environment: See paragraph IV.F. of this attachment. 
Equipment may be substituted provided there is no substantive 
difference with respect to weight, dimensions and appearance and the 
flight attendant has been provided with training on differences 
between training equipment and the actual aircraft exit. Equipment 
may not be substituted if the forces and actions necessary to 
operate the equipment are different or if the operating mechanism is 
different.
    (b) Task: The drill and door operations must be performed in a 
manner that resembles an actual evacuation. The flight attendant's 
voice commands and actions during the drill must be aggressive and 
easily understood. The flight attendant must complete the following 
during the drill, and be evaluated and debriefed on the proper use 
of equipment and procedures:
    (1) Position escape device
    (2) Verify the exit is in the correct mode
    (3) Recognize the signal for or the conditions under which the 
exit is to be opened in the emergency mode
    (4) Use proper voice commands to passengers
    (5) Assess conditions outside the exit to determine the exit 
usability (e.g., clear of obstruction, fire, aircraft attitude)
    (6) Open the exit in the armed mode and secure the exit in the 
fully open position
    (7) Hold onto assist handle
    (8) Pull the manual inflation handle(s) and verify deployment, 
inflation (e.g., ramp, slide)
    (9) Maintain appropriate protective body and hand positions
    (10) Follow crew coordination procedures
    (11) Access release handle(s) (e.g., Slide disconnect, jettison 
tailcone, ventral stairs)
    (12) Recognition of when it is appropriate to exit the aircraft
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate. In addition, the 
flight attendant must:
    (1) Be aware of passenger flow and traffic to all exits during 
the evacuation
    (2) Be aware of additional exit responsibilities

3. Task: Cabin Window Exit Device and Plug or Hatch Exit Device 
Operation (Job Performance)

    (a) Environment: See paragraph IV.F. of this attachment. 
Equipment may be substituted provided there is no substantive 
difference with respect to weight, dimensions and appearance and the 
flight attendant has been provided with training on differences 
between training equipment and the actual aircraft exit. Equipment 
may not be substituted if the forces and actions necessary to 
operate the equipment are different or if the operating mechanism is 
different.
    (b) Task: The drill and door operations must be performed in a 
manner that resembles an actual evacuation. Commands must be 
aggressive and easily understood. Each flight attendant must operate 
each cabin window exit device and plug or hatch exit device, which 
has a different operating mechanism. The flight attendant must 
complete the following during the drill, and be evaluated and 
debriefed on the proper use of equipment and procedures:
    (1) Recognize the signal for or the conditions under which the 
exit is to be opened
    (2) Assess conditions outside the exit to determine exit 
usability (e.g., clear of obstruction, fire, aircraft attitude)
    (3) Open and correctly stow the exit (if applicable)
    (4) Give commands to passengers for exiting exit
    (5) Verbally describe correct exit placement following removal 
(if applicable) if the training procedures differ from the 
operational procedures
    (6) Pull the manual inflation handle (if applicable) and verify 
deployment (e.g., slide ramp), if applicable

[[Page 29490]]

    (7) Assume and maintain appropriate protective body and hand 
positions
    (8) Access escape tapes or escape ropes
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate. In addition, the 
flight attendant must:
    (1) Be aware of passenger flow and traffic to all exits during 
the evacuation
    (2) Be aware of additional exit responsibilities

4. Task: Any Additional Emergency Exits Required for Type Certification 
(Job Performance)

    (a) Environment: See paragraph IV.F. of this attachment. 
Equipment may be substituted provided there is no substantive 
difference with respect to weight, dimensions and appearance and the 
flight attendant has been provided with training on differences 
between training equipment and the actual aircraft exit. Equipment 
may not be substituted if the forces and actions necessary to 
operate the equipment are different or if the operating mechanism is 
different.
    (b) Task: The drill and door operations must be performed in a 
manner that resembles an actual evacuation. Commands must be 
aggressive and easily understood. Each flight attendant must operate 
any additional emergency exit devices required for type 
certification through which crewmembers or passengers may egress the 
aircraft. In the case of some aircraft, an exit required for type 
certification may be located on the flight deck. In this case, the 
flight attendant must complete performance drills on that exit. The 
flight attendant must complete the following during the drill, and 
be evaluated and debriefed on the proper use of equipment and 
procedures:
    (1) Recognize the signal for or the conditions under which the 
exit is to be opened
    (2) Assess conditions outside the exit to determine exit 
usability (e.g., clear of obstruction, fire, aircraft attitude)
    (3) Open and correctly stow the exit (if applicable)
    (4) Give commands to passengers for exiting exit
    (5) Verbally describe correct exit placement following removal 
(if applicable) if the training procedures differ from the 
operational procedures
    (6) Pull the manual inflation handle (if applicable) and verify 
deployment (e.g., slide ramp), if applicable
    (7) Assume and maintain appropriate protective body and hand 
positions
    (8) Access escape tapes or escape ropes and access release 
handle(s) (e.g., slide disconnect)
    (c) Situational Awareness (CRM Markers): The flight attendant 
must communicate and coordinate (through discussion or action) with 
other crewmembers during the drill, as appropriate. In addition, the 
flight attendant must:
    (1) Be aware of passenger flow and traffic to all exits during 
the evacuation
    (2) Be aware of additional exit responsibilities

B. [Reserved]

Attachment 3 of Appendix S to Part 121

Training and Evaluation Requirements for Flight Attendant Training 
Curriculums (Basic Qualification), Curriculum Categories (New Hire, 
Initial, Transition, Emergency, Recurrent, and Requalification), and 
Aircraft Operating Experience

Training and Evaluation Requirements (see Sec. Sec.  121.1301, 
121.1331, 121.1341, 121.1343, 121.1361)

    1. How must the task requirements required for instruction and 
evaluation in each curriculum category be determined?
    (a) To determine the tasks in which each flight attendant must 
be trained and evaluated, the certificate holder must use the task 
listings provided in Table 3B and Table 3C of this attachment. The 
tasks must be specific to the aircraft types (as appropriate), and 
must be adjusted for and kept current with the certificate holder's 
operation as reflected in the FAA approved operations specifications 
and FAOM, as amended.
    (b) If the certificate holder adds tasks to those listed in 
Table 3B and Table 3C, of this attachment it must further develop 
the tasks to include the requirement and frequency for training and 
evaluation in each specific curriculum category. These changes must 
be submitted to the POI for approval.
    (c) The recurrent curriculum category requirements in Table 3C 
of this attachment also include the frequency during which each 
flight attendant must be trained and evaluated in each task. The 
table indicates which tasks must be completed by each flight 
attendant every 12 months. The table also indicates which tasks must 
be completed by each flight attendant once every 36 months.
    2. Individuals authorized to administer flight attendant 
training, evaluation, and aircraft operating experience.

  Table 3A--Persons Authorized To Administer Flight Attendant Training and Evaluation Activities Under Subpart BB--See Sec.   121.1323 of This Part for
                                               Special Limited Authorizations for Initial Cadre Personnel
                                                [See Sec.  Sec.   121.1291,121.1321, 121.1323, 121.1387]
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                       Employer and position
                                         ---------------------------------------------------------------------------------------------------------------
                                                 Other contractor           Part 142 or other part 119       The part 119 certificate           FAA
Flight attendant training and evaluation --------------------------------       certificate holder                    holder             ---------------
    activities under  Subpart BB (by                                     ----------------------------------------------------------------    Aviation
             aircraft type)                   Flight          Subject         Flight                          Flight                          safety
                                             attendant    matter  expert     attendant     Check flight      attendant     Check flight      inspector
                                          instructor \4\        \3\       instructor \4\   attendant \1\  instructor \4\   attendant \1\  (cabin safety)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Academic and Job Performance Training...              X               X               X               X               X               X
Academic Evaluation.....................              X               X               X               X               X               X
Proficiency Test \2\....................                                                                              X               X               X
Proficiency Check.......................                                                                                              X               X
Supervision of Aircraft Operating                                                                                                     X   ..............
 Experience (Sec.   121.1305(a))........
Supervision of Experience (Sec.                                                                                                       X   ..............
 121.1305(b))...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ Requires authorization by the Administrator for specific duties to be performed.
\2\ Persons qualified to administer proficiency tests, with the exception of FAA Aviation Safety Inspectors (Cabin Safety), must meet the requirements
  of Sec.   121.1387 of this part.
\3\ Subject Matter Experts, who meet the requirements of Sec.   121.1291(b) of this part and this QPS, may conduct specific flight attendant training.
\4\ Persons qualified to administer flight attendant training must meet the requirements of Sec.   121.1291(a) of this part.


[[Page 29491]]

3. The Use of Subject Matter Experts

    (a) Under Sec.  121.1291, a subject matter expert, with specific 
technical knowledge on a subject, may be used to conduct training on 
specific tasks, in accordance with the following:
    (1) Except as provided in paragraph A.3.(a)(2) of this 
attachment, when flight attendant training is provided by a subject 
matter expert, a qualified flight attendant instructor must be 
present
    (2) Subject matter experts in certain subject areas may provide 
flight attendant training on the following specific tasks without a 
qualified flight attendant instructor present:
    (i) Firefighting and firefighting equipment
    (ii) Emergency medical events and emergency medical equipment
    (iii) Hazardous materials recognition
    (b) [Reserved]
BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C
    46. Add appendix T to part 121 to read as follows:

Appendix T--Aircraft Dispatcher Qualification Performance Standards

    This appendix supplements the requirements in subpart CC of this 
part (Sec. Sec.  121.1401-121.1499).

Table of Contents

    A. Continuous Analysis Process.
    B. Dispatch Resource Management (DRM) Training and Evaluation.
    C. Special Training and Evaluation.

Table 1, Baseline Programmed Hours for Aircraft Dispatchers: Training 
Program and Qualification Requirements

Table 2, Minimum Programmed Hours for Aircraft Dispatchers: Training 
Program and Qualification Requirements

Table 3, Requalification Programmed Hours for Aircraft Dispatchers: 
Training Program and Qualification Requirements

Table 4, Curriculum Category Evaluation Requirements for Aircraft 
Dispatchers

Table 5, Personnel Authorized To Administer Aircraft Dispatcher 
Training and Evaluation, and To Conduct Observation Activities Under 
Subpart CC

ATTACHMENT 1. General Knowledge and Skills--Academic Training and 
Evaluation Requirements For Initial, Combined Certification and 
Initial, Recurrent, and Requalification Curriculum Categories (see 
Sec. Sec.  121.1411; 121.1413; 121.1415; 121.1417; 121.1419; 121.1431; 
121.1433; 121.1435; 121.1437; 121.1439; 121.1441; 121.1451; 121.1453; 
121.1455; and 121.1471)

ATTACHMENT 2. Basic Aircraft and Specific Aircraft Type--Academic 
Training and Evaluation Requirements For Initial, Combined 
Certification and Initial, Transition, Recurrent, Requalification, 
Differences, and Special Curriculum Categories (see Sec. Sec.  
121.1411; 121.1413; 121.1415; 121.1417; 121.1431; 121.1433; 121.1435; 
121.1437; 121.1439; 121.1441; 121.1451; 121.1453; 121.1455, and 
121.1471)

ATTACHMENT 3. Generic Training and Evaluation Requirements For 
Certification Under the Combined Certification and Initial Curriculum 
Category (see Sec. Sec.  121.1411; 121.1413; 121.1415; 121.1417; 
121.1419; 121.1421; 121.1423; 121.1425; 121.1431; 121.1433; 121.1435; 
121.1437; 121.1439; 121.1441; 121.1451; 121.1453; and 121.1471)

ATTACHMENT 4. Requirements and Performance Standards For Proficiency 
Tests and Proficiency Checks For Initial, Combined Certification and 
Initial, Transition, Recurrent, and Requalification Curriculum 
Categories (see Sec. Sec.  121.1411; 121.1413; 121.1415; 121.1417; 
121.1419; 121.1421; 121.1423; 121.1425; 121.1431; 121.1433; 121.1435; 
121.1437; 121.1439; 121.1441; 121.1451; 121.1453; and 121.1471)

    A. Continuous Analysis Process.
    A continuous analysis process is incorporated in this QPS 
through integration with the qualification and training program. The 
certificate holder is responsible for designating responsibility for 
the process. The certificate holder must ensure appropriate and 
adequate assessment tools (testing, checking, critique, inspection, 
observation, documenting, evaluation, and analysis) are utilized to 
enable the certificate holder to validate the effectiveness of the 
qualification and training program or the need to change that 
program. The certificate holder must describe the attributes of the 
continuous analysis process in the certificate holder's FAA approved 
training program.
    B. Dispatch Resource Management (DRM) Training and Evaluation.
    1. Training. DRM training is a component of the initial, 
combined certification and initial, recurrent, and requalification 
curriculum categories. DRM training must consist of the subjects 
listed in Attachment 1, B.1.(k).
    2. Evaluation. Evaluation of an aircraft dispatcher's practical 
application of DRM skills must occur as follows:
    (a) During the proficiency test (for initial, combined 
certification and initial, or transition) and during the proficiency 
check (for recurrent or requalification).
    (b) During the supervised operating experience delivered after 
initial, combined certification and initial, or requalification.
    C. Special Training and Evaluation.
    The programmed hours established for special training and 
evaluation are in addition to the previously approved programmed 
hours for the approved training program. For special training and 
evaluation (Sec.  121.1437(c)), the certificate holder integrates 
the training into the existing categories in Tables 1 and 2 of this 
appendix. There are no programmed hours in Tables 1 and 2 for 
special training.

  Table 1--Baseline Programmed Hours for Aircraft Dispatchers: Training Program and Qualification Requirements
                                              [See Sec.   121.1435]
----------------------------------------------------------------------------------------------------------------
                                                                Training categories
                                 -------------------------------------------------------------------------------
            Activity                  Initial for                                                  Combined
                                     certificated          Recurrent          Transition       certification and
                                      dispatchers                                                   initial
----------------------------------------------------------------------------------------------------------------
Generic Training and Evaluation   N/A...............  N/A...............  N/A...............  136
 (see attachment 3).
General Knowledge and Skills      48................  16................  N/A...............  32
 Training and Evaluation (see
 attachment 1).

[[Page 29514]]

 
Basic Aircraft Training and       32................  N/A...............  N/A...............  32
 Evaluation (see attachment 2).
Practical Test..................  N/A...............  N/A...............  N/A...............  Required.
Specific Training and Evaluation  8.................  3.................  8.................  8
 per Aircraft Type (see
 attachment 2).
General Knowledge Training and    8 *...............  N/A...............  N/A...............  8 *
 Evaluation for Flag Operations.
(see attachment 1)..............
General Knowledge Training and    2 *...............  1 *...............  N/A...............  2 *
 Evaluation per Flag Area of
 Operation (see attachment 1).
Supervised Operating Experience,  8.................  N/A...............  N/A...............  8
 Domestic.
Supervised Operating Experience,  8 *...............  N/A...............  N/A...............  8 *
 per Flag Area of Operation.
Operating Familiarization.......  Required..........  Required..........  N/A...............  Required.
Proficiency Test................  Required..........  N/A...............  Required..........  Required.
Proficiency Check...............  N/A...............  Required..........  N/A...............  N/A.
----------------------------------------------------------------------------------------------------------------
* The Administrator may require additional programmed hours contingent on the level of the training program,
  operational complexity, and responsibilities of the dispatcher.


   Table 2--Minimum Programmed Hours for Aircraft Dispatchers: Training Program and Qualification Requirements
                                              [See Sec.   121.1435]
----------------------------------------------------------------------------------------------------------------
                                                                Training categories
                                 -------------------------------------------------------------------------------
            Activity                  Initial for                                                  Combined
                                     certificated          Recurrent          Transition       certification and
                                      dispatchers                                                   initial
----------------------------------------------------------------------------------------------------------------
Generic Training and Evaluation   N/A...............  N/A...............  N/A...............  136
 (see attachment 3).
General Knowledge and Skills      48................  8.................  N/A...............  32
 Training and Evaluation (see
 attachment 1).
Basic Aircraft Training and       24................  N/A...............  N/A...............  32
 Evaluation (see attachment 2).
Practical Test..................  N/A...............  N/A...............  N/A...............  Required.
Specific Training and Evaluation  4.................  2.................  4.................  4
 per Aircraft Type (see
 attachment 2).
General Knowledge Training and    8.................  N/A...............  N/A...............  8
 Evaluation for Flag Operations
 (see attachment 1).
General Knowledge Training and    2.................  2.................  N/A...............  2
 Evaluation per Flag Area of
 Operation (see attachment 1).
Supervised Operating Experience,  8.................  N/A...............  N/A...............  8
 Domestic.
Supervised Operating Experience,  8.................  N/A...............  N/A...............  8
 per Flag Area of Operation.
Operating Familiarization.......  Required..........  Required..........  N/A...............  Required.
Proficiency Test................  Required..........  N/A...............  Required..........  Required.

[[Page 29515]]

 
Proficiency Check...............  N/A...............  Required..........  N/A...............  N/A.
----------------------------------------------------------------------------------------------------------------


     Table 3--Requalification Programmed Hours for Aircraft Dispatchers--Training Program and Qualification
                                                  Requirements
                                              [See Sec.   121.1419]
----------------------------------------------------------------------------------------------------------------
                                                                Months lapse in currency
                                      --------------------------------------------------------------------------
               Activity                                         Phase II *  at least 12
                                       Phase I *  less than 12   months, but less than   Phase III  24 months or
                                                months                 24 months                   more
----------------------------------------------------------------------------------------------------------------
Missed Recurrent Training and          Required...............  Required...............  N/A.
 Evaluation (see attachments 1 and 2).
General Knowledge and Skills Training  2......................  4......................  Initial.
 and Evaluation (see attachment 1).
Specific Training and Evaluation per   1......................  2......................  Initial.
 Aircraft Type (see attachment 2).
General Knowledge Training and         2......................  2......................  Initial.
 Evaluation per Flag Area of
 Operation (see attachment 1).
Supervised Operating Experience,       4......................  8......................  Initial.
 Domestic.
Supervised Operating Experience, per   2......................  2......................  Initial.
 Flag Area of Operation.
Operating Familiarization............  Required if not          Required...............  Required.
                                        completed in previous
                                        12 months.
Proficiency Tests or Checks (see       Proficiency Check        Proficiency Check        Proficiency Test
 Table 4 and attachment 4).             Required if not          Required.                Required.
                                        completed in previous
                                        12 months.
----------------------------------------------------------------------------------------------------------------
* The certificate holder may choose to requalify an aircraft dispatcher by completing the requirements of Sec.
  121.1419(b)(1).


                  Table 4--Curriculum Category Evaluation Requirements for Aircraft Dispatchers
                                               [See Attachment 4]
----------------------------------------------------------------------------------------------------------------
                                                       Proficiency test                        Proficiency check
                                 -------------------------------------------------------------------------------
    Area of evaluation  Tasks                                                  Combined
                                        Initial           Transition       certification and     Recurrent and
                                                                               initial *        requalification
----------------------------------------------------------------------------------------------------------------
I. Area of Evaluation: General:
    A. Equipment Knowledge......                  X                   X                   X                   X
    B. Aircraft Performance and                   X                   X                   X                   X
     Limitations Knowledge......
    C. Operating Requirements...                  X                 N/A                   X                   X
    D. National Weather System..                  X                 N/A                   X                   X
    E. National NOTAM System....                  X                 N/A                   X                   X
II. Area of Evaluation: Duty
 Period Orientation:
    A. Operations Orientation...                  X                 N/A                   X                   X
    B. Dispatcher Shift Turnover                  X                 N/A                   X                   X
    C. Shift Self Briefing......                  X                 N/A                   X                   X
    D. Certificate Holder                         X                   X                   X                   X
     Manuals, Procedures, and
     Operating Information......
III. Area of Evaluation:
 Planning and Executing a
 Dispatch Release:
    A. Obtain Required                            X                 N/A                   X                   X
     Information................
    B. Flight Planning..........                  X                   X                   X                   X
    C. Create and Issue Dispatch                  X                 N/A                   X                   X
     Release....................
    D. Briefing Flight Crews....                  X                 N/A                   X                   X
IV. Area of Evaluation: Flight
 Monitoring:
    A. Updating and Gathering                     X                 N/A                   X                   X
     Information................

[[Page 29516]]

 
    B. Operational Control                        X                 N/A                   X                   X
     Decision-Making............
    C. Amend Dispatch Release...                  X                 N/A                   X                   X
V. Area of Evaluation: Situation
 Management:
    A. Dispatch and Aircraft                      X                   X                   X                   X
     Abnormality or Emergency...
    B. Collection and                             X                 N/A                   X                   X
     Dissemination of
     Information on Overdue or
     Missing Aircraft...........
VI. Area of Evaluation: Dispatch
 Resource Management:
    A. Demonstrate and apply DRM                  X                 N/A                   X                   X
     concepts...................
----------------------------------------------------------------------------------------------------------------
* In addition to the Proficiency Test a Practical Test is required as prescribed in Attachment 3.


                         Table 5--Personnel Authorized To Administer Aircraft Dispatcher Training and Evaluation, and To Conduct Observation Activities Under Subpart CC
                                                                            [See Sec.  Sec.   121.1421 and 121.1439]
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                        Employer and position
                                                                   -----------------------------------------------------------------------------------------------------------------------------
                                                                      Other than Employees of the part 119                       The part 119 certificate holder                         FAA
                                                                               certificate h older           -----------------------------------------------------------------------------------
    Aircraft  Dispatcher Training, Evaluation, and  Observation    ------------------------------------------
                   Activities Under  Subpart CC                                       Non-                    Certificated      Non-                                    Dispatch      Aviation
                                                                    Certificated  certificated  Certificated   dispatcher   certificated  Certificated      Check        program       safety
                                                                     dispatcher     dispatcher      check      instructor     dispatcher   dispatcher    dispatcher     designee      inspector
                                                                     instructor    instructor    dispatcher                  instructor                                              operations
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                     Training And Evaluation
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Generic Training, General Knowledge and Skills, and Basic Aircraft        X \a\         X \a\         X \c\             X         X \a\                           X             X   ............
DRM, Certificate Holder Computer Systems, Computer Flight                                             X \c\             X                 ............            X             X   ............
 Planning, Contingency Operations, Practical Dispatch Applications
Specific Aircraft Type............................................        X \a\         X \a\         X \c\             X         X \a\   ............            X             X   ............
Flag and Flag Area of Operations..................................        X \a\                       X \c\             X                 ............            X             X   ............
Supervised Operating Experience...................................                                    X \c\         X \b\                       X \b\             X             X   ............

[[Page 29517]]

 
Proficiency Test (Initial, Transition)............................                                    X \c\                                                       X             X             X
Proficiency Check (Recurrent, Requalification)....................                                    X \c\                                                       X             X             X
Practical Test for Certificate....................................                                                                                                              X             X
Proficiency Test (Combined Certification and Initial).............                                                                                                              X             X
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                     Observation Activities
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Observation of Dispatch Program Designee (DPD)....................                                                                                                                            X
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
\a\ Must be acceptable to the Administrator.
\b\ May be conducted by a check dispatcher or a person who meets the experience requirements of Sec.   121.1417.
\c\ Applicable to certificate holders that have been issued deviation authority under 14 CFR 121.1411(b).

Attachment 1 of Appendix T to Part 121

General Knowledge and Skills--Academic Training and Evaluation 
Requirements for Initial, Combined Certification and Initial, 
Recurrent, and Requalification Curriculum Categories

    A. General. (see Sec. Sec.  121.1411; 121.1413; 121.1415; 
121.1417; 121.1431; 121.1433; 121.1435; 121.1437; 121.1439; 
121.1441; 121.1451; 121.1453; 121.1455; and 121.1471)
    1. The FAA Aircraft Dispatcher Knowledge Test is a requirement 
for certification and the practical test. The certificate holder's 
academic evaluations under this attachment are not a substitute for 
the FAA Aircraft Dispatcher Knowledge Test.
    2. Training and academic evaluation are required for all areas 
of instruction and subjects listed in this attachment that pertain 
to the certificate holder's operations for persons in initial, 
combined certification and initial, recurrent, and requalification.
    3. The certificate holder must develop a written, oral, or 
electronic test of the knowledge obtained during academic training 
that is approved by the Administrator as part of the approved 
training program. The training program must include development and 
maintenance of the academic evaluation, methods to establish the 
validity of the academic evaluation, required student remediation, 
and adjustment of instruction when required.
    The QPS provides job tasks and related areas of required 
instruction. Each area of instruction contains subjects that must be 
trained and evaluated if pertinent to the certificate holder's 
operations. An academic evaluation must include the minimum number 
of questions indicated in this attachment for each area of 
instruction. Students must achieve a performance of 80% in each area 
of instruction. Student performance of at least 80% in an area of 
instruction must be corrected to 100%. Student performance below 80% 
in an area of instruction must be corrected to 100% and the student 
must be reevaluated in that area of instruction.
    A test question repository must be developed to include a 
minimum number of questions for each subject.
    4. The academic evaluations for each curriculum category must 
meet the following requirements:
    (a) For initial and combined certification and initial, an 
academic evaluation must be comprised of the minimum number of 
questions required for each area of instruction.
    (b) For recurrent, an academic evaluation must be comprised of 
at least 20 questions selected from the applicable areas of 
instruction.
    (c) For requalification that requires missed recurrent training, 
each recurrent academic evaluation must be comprised of at least 20 
questions per missed recurrent training cycle, selected from the 
applicable areas of instruction. The academic evaluation must

[[Page 29518]]

also include five questions from the additional academic training 
and evaluation activities listed in Table 3 (General Knowledge and 
Skills and General Knowledge per Flag Area of Operation).
    5. The FAA may allow distance learning for subjects in each area 
of instruction unless otherwise indicated. Initially, distance 
learning will be limited to 50% of the academic training provided. 
However, based on the established effectiveness of a certificate 
holder's approved distance learning methods, the FAA may approve 
distance learning in excess of 50%.
    B. General Knowledge and Skills for Initial or Combined 
Certification and Initial. (See Sec. Sec.  121.1413; 121.1431; 
121.1433; 121.1435; 121.1439; 121.1451; 121.1453; and 121.1471)
    1. General Knowledge required--Areas of Instruction--With 
Subjects:
    (a) Area of Instruction: Introduction and Orientation. (5 
questions required)
    Subjects:
    (1) Course contents, schedules, and materials
    (2) Key personnel
    (3) Recordkeeping requirements
    (4) Drug testing and alcohol testing
    (5) Identification badges
    (6) Certificate holder publications
    (7) Schedule
    (8) Dispatcher's duties and responsibilities
    (9) Joint dispatcher and pilot in command responsibilities
    (b) Area of Instruction: Applicable Federal Regulations. (10 
questions required)
    Subjects:
    (1) 14 CFR part 1
    (2) 14 CFR part 65
    (3) 14 CFR part 91
    (4) 14 CFR part 119
    (5) 14 CFR part 120
    (6) 14 CFR part 121
    (7) 14 CFR part 139
    (8) 49 CFR part 175 (HMR)
    (9) 49 CFR part 830 (NTSB)
    (10) Special Federal Aviation Regulations (SFARs)
    (11) 49 CFR Chapter 12 (TSR)
    (c) Area of Instruction: Manual overview. (10 questions 
required) Subjects:
    (1) The certificate holder's operations specifications
    (2) Manuals containing the following:
    (i) Procedures established by FAA authorized exemptions to 
certain Federal Aviation Regulations (if applicable)
    (ii) Procedures established by FAA authorized deviations to 
certain Federal Aviation Regulations (if applicable)
    (iii) Minimum Equipment List (MEL)
    (iv) Configuration Deviation List (CDL)
    (v) Dispatch Deviation Guide (DDG) procedures
    (vi) Maintenance flight logs procedures
    (vii) Procedures for maintenance, test, training, and ferry 
flights
    (viii) Deicing and anti-icing procedures
    (ix) The process for gathering safety related information such 
as NOTAMs and weather
    (x) The certificate holder's approved training program
    (xi) Certificate holder security procedures and directives
    (xii) Certificate holder communications and procedures
    (xiii) Emergency procedures
    (xiv) Procedures for determining whether hazardous materials are 
on board an aircraft and notification procedures in an emergency
    (xv) Dispatch procedures
    (xvi) Weight and balance procedures
    (xvii) Contents of the Airplane Flight Manual
    (xviii) Certificate holder operations (e.g., GOM, FOM)
    (xix) Station operations procedures
    (xx) Crew operating procedures
    (d) Area of Instruction: Meteorology. (15 questions required) 
Subjects:
    (1) Upper air meteorology
    (2) METAR
    (3) TAF
    (4) SIGMET-AIRMET
    (5) Area forecast
    (6) Winds aloft (high and low altitude)
    (7) Surface meteorology
    (8) Thunderstorms
    (9) Tornadoes
    (10) Tropical weather (if applicable)
    (i) Typhoons
    (ii) Tropical storms
    (iii) Hurricanes
    (11) Atmospheric hazards to aviation:
    (i) Low level windshear
    (ii) Microburst
    (iii) Mountain waves (if applicable)
    (iv) Turbulence (all types)
    (v) Icing
    (vi) Reduced visibility (e.g., fog, ice fog, smog)
    (vii) Volcanic ash
    (12) FAA approved weather service providers and approved sources
    (13) Interpretation and use of weather charts
    (14) Enhanced Weather Information System (EWINS), (if 
applicable)
    (e) Area of Instruction: Approach plates and charts. (5 
questions required)

    Subjects:
    (1) SIDS and DP
    (2) STARS
    (f) Area of Instruction: Navigation Aids and Publications. (10 
questions required)

    Subjects:
    (1) ILS/Localizer
    (2) ILS PRM (if applicable)
    (3) VOR and VOR/DME
    (4) VOR Classification
    (5) NDB
    (6) RNAV (e.g., GPS, Inertial)
    (7) Class I, Class II, or Performance Based Navigation (as 
applicable)
    (8) Terminal and en route charts and publications
    (9) Inoperative navigation aids
    (10) RADAR
    (g) Area of Instruction: Airport characteristics. (5 questions 
required)

    Subjects:
    (1) Airports (emphasizing special or unique characteristics)
    (2) Runway configurations (e.g., parallel runways, orientation)
    (3) Runway surfaces (e.g., grooved, porous friction, runway 
weight bearing capacity)
    (4) Obstacles
    (5) Slope
    (6) Elevation
    (7) Terrain features
    (8) Methods of receiving information about airport operations 
and conditions
    (9) Airport lighting and marking
    (h) Area of Instruction: Air Traffic Control. (15 questions 
required)

    Subjects:
    (1) Air Traffic Control communication and coordination
    (2) Instrument approach procedures
    (3) Terminal departure procedures
    (4) Terminal arrival procedures
    (5) En route procedures (e.g., strategic and tactical planning 
tools such as Coded Departure Routes (CDR), National Route Program 
(NRP), Severe Weather Avoidance Procedures (SWAP))
    (6) Flow Control, ARTCC, approach, departure, tower, ground, FSS
    (7) National Airspace System
    (8) High Altitude Redesign (HAR)
    (9) Airspace (Class A-G)
    (10) Controlled and uncontrolled airspace and airports
    (11) Approved instrument approach procedures (operations 
specifications)
    (12) Information required on ATC Flight Plans (e.g., RNP, RVSM)
    (13) Collaborative Decision Making (CDM) (as applicable)
    (14) Certificate holder policy on reroutes and deviations and 
impact on operational control
    (i) Area of Instruction: NOTAMS (as applicable) (10 questions 
required)

    Subjects:
    (1) Distant (D)
    (2) FDC
    (3) Chart NOTAMs
    (4) Chart supplements
    (5) FIR boundary NOTAMs
    (6) Oceanic NOTAMs
    (7) ATC NOTAMs
    (8) Military NOTAMs
    (9) TFRs and prohibited airspace
    (10) Airport Facility Directory (AFD)
    (11) Certificate holder
    (12) Field conditions
    (13) SFARs
    (14) Method for gathering and disseminating NOTAMs
    (15) Other NOTAM sources
    (j) Area of Instruction: Crewmember requirement, if applicable 
per certificate holder procedures. (5 questions required)

    Subjects:
    (1) Duty time requirements
    (2) Qualification
    (i) Aircraft
    (ii) Airports
    (iii) Areas
    (iv) Takeoff and landing minimums
    (k) Area of Instruction: Dispatch Resource Management (DRM) 
Training. Distance learning not allowed. (5 questions required)

    Subjects:
    (1) Briefings
    (2) Assertiveness
    (3) Inquiry
    (4) Conflict resolution
    (5) Interdepartmental coordination process
    (6) Interpersonal relationships
    (7) Situational awareness
    (8) Preparation, planning, and vigilance
    (9) Time management (prioritizing)
    (10) Tactical and strategic use of resources

[[Page 29519]]

    (11) Stress management
    (12) Decisionmaking process
    (13) Multi-tasking
    (14) Risk management
    (15) Leadership
    (16) Communication
    (l) Area of Instruction: Ground de-ice and anti-ice program (5 
questions required).

    Subjects:
    (1) Types, purpose, characteristics, and effectiveness of de-ice 
and anti-ice fluids
    (2) De-ice and anti-ice handling and performance implications
    (3) Aircraft surface contamination and critical area 
identification
    (4) Use of holdover times
    (5) Aircraft de-ice and anti-ice procedures and checks to detect 
contaminated surfaces
    (m) Area of Instruction: Computer System, as applicable. (10 
questions required)

    Subjects:
    (1) Weather
    (2) Flight planning
    (3) Dispatch release
    (4) Irregular operations
    (5) Takeoff, en route, and landing gross weight calculations
    (6) Weight and balance
    (7) Flight monitoring, times, and schedule
    (8) Airborne and ground based aircraft situation displays (e.g., 
ASD)
    (9) NOTAMs
    (10) Computer applications and technology required to perform 
aircraft dispatcher duties
    (n) Area of Instruction: Contingency operations for maintaining 
operational control in the event of single or multiple system 
failures (e.g., power, communication). Distance learning not 
allowed. (5 questions required).
    (o) Area of Instruction: Other required training. The hours for 
other required training are in addition to approved programmed hours 
of instruction stated in Table 1 of this appendix.

    Subjects:
    (1) Awareness training for hazardous materials (part 121, 
subpart Z)
    (2) Drug testing program and alcohol misuse prevention program 
(part 120)
    (3) Security training (49 CFR part 1544)
    2. Training and evaluation for a specific type of operation, 
Domestic or Flag.
    (a) Area of Instruction: General knowledge training and 
evaluation for Domestic operations: (15 questions required)

    Subjects:
    (1) Definition of a domestic operation and what constitutes a 
domestic operation.
    (2) The certificate holder's approved operations specifications 
related to Domestic operations. Examples:
    (i) Special use airspace (e.g., Domestic RVSM)
    (ii) Fuel reserves for domestic operations
    (iii) Operations specification A012 (Operations to certain 
foreign airports).
    (iv) Exemptions or deviations (if applicable)
    (v) Operations specification C070 (Authorized airports)
    (3) En route operations over routes and diversions, if 
applicable, that may expose passengers and crew to extreme 
environmental conditions. Examples:
    (i) Western U.S. terrain clearance and driftdown
    (ii) Ozone and hazardous weather
    (4) Unique domestic instrument approach and departure 
procedures. Examples:
    (i) Missed approach procedures
    (ii) Unique local procedures
    (iii) Special instrument approach and departure procedures
    (iv) Specific SFAR requirements (if applicable)
    (v) Engine out departure procedures
    (5) Required Navigation Performance (RNP) or Performance Based 
Navigation
    (6) Domestic communications system; air to ground, radio relay
    (7) Procedures for determining alternate airport requirements. 
Examples:
    (i) Alternate airport selection
    (ii) Changes to alternates
    (8) Crewmember requirement, if applicable per certificate holder 
procedures
    (i) Duty time requirement
    (ii) Qualification
    (A) Aircraft
    (B) Airports
    (C) Areas
    (D) Takeoff and landing minimums
    (9) Dispatch release and its validity time for an intermediate 
airport
    (10) Other issues surrounding operational control of domestic 
operations.
    Examples:
    (i) Holding fuel requirements
    (ii) Dispatching into congested airspace
    (iii) Reanalysis of airborne flights
    (iv) Uncontrolled airspace authorizations, en route and terminal
    (b) Area of Instruction: General knowledge training and 
evaluation for Flag Operations: (10 questions required)

    Subjects:
    (1) Definition of a flag operation and what constitutes a flag 
operation
    (2) Flag regulations
    (3) Class II navigation (e.g., Inertial, GPS)
    (4) Equal Time Point (ETP), if applicable
    (5) Extended overwater
    (6) Fuel requirements
    (7) The practical application of the term ``Re-dispatch'' and 
information required to be exchanged between the aircraft dispatcher 
and the pilot in command, if applicable
    (8) International weather. Accessing international weather 
information (unique problems associated with obtaining international 
weather information)
    (9) ICAO NOTAMS, as applicable
    (i) Chart NOTAMS
    (ii) Chart supplements
    (iii) The certificate holder's procedures for obtaining NOTAM 
information
    (iv) Track messages
    (v) International ATC environments. Examples:
    (A) Uncontrolled airspace
    (B) Airspace restrictions and procedures
    (C) Language barriers
    (vi) Operations over high terrain. Example: Driftdown 
considerations (terrain clearance, oxygen, and alternate 
requirements)
    (vii) Procedures for determining alternate airport requirements. 
Examples:
    (A) Alternate airport selection
    (B) Changes to alternates
    (viii) Crewmember requirement, if applicable per certificate 
holder procedures
    (A) Duty time requirements
    (B) Qualification
    (1) Aircraft
    (2) Airports
    (3) Areas
    (4) Takeoff and landing minimums
    (ix) Compliance with foreign regulations and requirements that 
may be more restrictive than U.S. regulations and requirements
    (x) Dispatch release and its validity time for an intermediate 
airport
    (c) Area of Instruction: General Knowledge training and 
evaluation per Flag Area of Operation. The following subjects must 
be used to build the training and evaluation for each flag area of 
operation. For training programs that include multiple flag areas of 
operation, duplicate subjects (e.g., ETOPS, Flag Regulations) need 
only be trained once. (10 questions required)
    (1) Each Flag Area of Operation must contain the minimum number 
of programmed hours as outlined in Tables 1, 2, or 3, as applicable.
    (2) Flag Areas of Operation:
    (i) Africa. Includes: Continental Africa, Cape Verde, 
Madagascar, Mauritius, Reunion, Seychelles
    (ii) Asia-Eastern. Includes: Mainland China, Mongolia, Siberia
    (iii) Commonwealth of Independent States. Includes: Armenia, 
Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Moldova, 
Russian Federation, Tajikistan, Turkmenistan, Ukraine, Uzbekistan
    (iv) Europe-Central. Includes: Austria, Belgium, Denmark, 
Estonia, Faroe Islands, Finland, France, Germany, Gibraltar, Greece, 
Ireland, Italy, Latvia, Luxembourg, Madeira Islands, Malta, 
Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, United 
Kingdom
    (v) Europe-Eastern. Includes: Albania, Boznia-Herzegovinia, 
Bulgaria, Czech Republic, Hungary, Macedonia, Poland, Romania, 
Slovakia, Slovenia, Yugoslavia
    (vi) Latin America. Includes: Mexico, Central America, Caribbean 
Islands and Cuba
    (vii) Middle East-South Asia. Includes: Afghanistan, Bahrain, 
Bangladesh, Bhutan, Chagos Archipelago, Cyprus, India, Iran, Iraq, 
Israel, Jordan, Maldives, Myanmar, Nepal, Oman, Pakistan, Qatar, 
Saudi Arabia, Sri Lanka, Syria, Thailand, Turkey, Indian Ocean
    (viii) North America. Includes: Alaska, Bermuda, Canada, 
Contiguous United States
    (ix) Atlantic Basin. Includes: Special Contingency Routes, MNPS, 
Greenland, Iceland, South Atlantic Ocean
    (x) Pacific Basin. Includes: Australia, New Zealand, New Guinea, 
Aleutian Islands, Hawaiian Islands, Japan, Korea, Southeast Asia, 
Indonesia, Malaysia, Philippines, Hong Kong, Taiwan, Pacific Islands
    (xi) Polar Routes, Antarctica, Area of Magnetic Unreliability, 
and any applicable alternates
    (xii) South America. Includes: All Continental Countries
    (3) The certificate holder's approved operations specifications 
related to flag operations
    (4) Long range navigation and associated special requirements.

    Examples:

[[Page 29520]]

    (i) Number of Long Range Navigation Systems (LRNS) required for 
a specific airspace
    (ii) Contingency procedures
    (5) Long range communication and associated special 
requirements.

    Examples:
    (i) Number of Long Range Communication Systems (LRCS) required 
for a specific airspace
    (ii) Types required for specific airspace (e.g., VHF, HF, 
Satellite, data link)
    (iii) Contingency procedures
    (6) Extended Operations (ETOPS), as applicable. Examples of 
variables that must be considered:
    (i) Fuel
    (ii) Weather
    (iii) Alternate airport requirements
    (iv) Adequate or suitable airports
    (v) Required equipment
    (vi) Maintenance status
    (vii) Entry and exit points
    (7) En route operations over routes and diversions, as 
applicable that may expose passengers and crew to extreme 
environmental conditions.

    Examples:
    (i) Greenland
    (ii) Himalayas
    (iii) Polar
    (iv) Russian airspace
    (8) Special use airspace (e.g., Reduced Vertical Separation 
Minimums (RVSM))
    (9) Required Navigation Performance (RNP) or Performance Based 
Navigation
    (10) Unique international instrument approach and departure 
procedures.

    Examples:
    (i) Limited navigational aids
    (ii) Limited ATC facilities
    (iii) Missed approach procedures
    (iv) Unique local procedures
    (v) Special instrument approach procedures
    (vi) Specific SFAR requirements, as applicable
    (vii) Engine out departure procedures
    (11) Approved airports and landing rights
    (12) Over-fly permission
    (13) Unique characteristics and special conditions in 
international airspace and at international airports.

    Examples:
    (i) Performance limitations
    (ii) Mountainous terrain
    (iii) Navigation aids
    (14) Issues unique to flag area of operations into which the 
certificate holder operates.

    Examples:
    (i) Air traffic control
    (ii) Organized tracks
    (iii) Polar operations
    (iv) Uncontrolled airspace

C. General Knowledge and Skills for Recurrent and Requalification (See 
Sec. Sec.  121.1419; 121.1431; 121.1433; 121.1435; 121.1437; 121.1439; 
121.1441; 121.1455; and 121.1471)

    1. Training is required for dispatchers in recurrent or 
requalification programs for a certificate holder. Training must 
address operational and procedural review of topics deemed necessary 
by the certificate holder and approved by the Administrator. 
Curriculums must contain (but are not limited to) selected portions 
of the following areas of instruction. The academic evaluation that 
is required for recurrent must contain 20 questions. For 
requalification, the number of questions required for academic 
evaluation is based on the number of missed recurrent training 
cycles. See paragraph A.4.(c) of this attachment for specific 
requirements for academic evaluations during requalification.
    2. General Knowledge training and evaluation required--
    Areas of Instruction:
    (a) Operations Specifications
    (b) General Operating Manual
    (c) Air Traffic Control and Instrument Approach Procedures
    (d) Reduced Vertical Separation Minimum (RVSM)
    (e) Certificate holder communications systems and procedures
    (f) Meteorology
    (g) NOTAMS
    (h) Maintenance procedures
    (i) Emergency procedures
    (j) Joint dispatcher and pilot in command responsibilities
    (k) Characteristics of appropriate airports
    (l) Prevailing weather phenomena
    (m) Approach plates and charts
    (n) Navigational aids and publications
    (o) Certificate holder computer systems (distance learning not 
allowed)
    (p) Computer flight planning (distance learning not allowed)
    (q) Dispatch Resource Management (DRM) (distance learning not 
allowed)
    (r) Ground de-ice and anti-ice procedures and policies (must be 
covered each year)
    (s) Flag Areas of Operation--Selected subjects from paragraphs 
B.2.(b) and (c) of this attachment
    3. Area of Instruction: Other required training--
    The hours for other required training are in addition to 
approved programmed hours of instruction stated in Table 1 of this 
appendix.

    Subjects:
    (a) Awareness training for hazardous materials (part 121, 
subpart Z)
    (b) Drug testing program and alcohol misuse prevention program 
(part 120)
    (c) Security training (49 CFR part 1544)

Attachment 2 of Appendix T to Part 121

Basic Aircraft and Specific Aircraft Type--Academic Training and 
Evaluation Requirements for Initial, Combined Certification and 
Initial, Transition, Recurrent, Requalification, Differences, and 
Special Curriculum Categories

    A. General. (see Sec. Sec.  121.1411; 121.1413; 121.1415; 
121.1417; 121.1431; 121.1433; 121.1435; 121.1437; 121.1439; 
121.1441; 121.1451; 121.1453; 121.1455, and 121.1471)
    1. The FAA Aircraft Dispatcher Knowledge Test is a requirement 
for certification and the practical test. The certificate holder's 
academic evaluations under this attachment are not a substitute for 
the FAA Aircraft Dispatcher Knowledge Test.
    2. Training and academic evaluation are required for all areas 
of instruction and subjects listed in this attachment that pertain 
to the certificate holder's operations for persons in initial, 
combined certification and initial, recurrent, and requalification.
    3. The certificate holder must develop a written, oral, or 
electronic test of the knowledge obtained during academic training 
that is approved by the Administrator as part of the approved 
training program. The training program must include development and 
maintenance of the academic evaluation, methods to establish the 
validity of the academic evaluation, required student remediation, 
and adjustment of instruction when required.
    The QPS provides job tasks and related areas of required 
instruction. Each area of instruction contains subjects that must be 
trained and evaluated if pertinent to the certificate holder's 
operations. An academic evaluation must include the minimum number 
of questions indicated in this attachment for each area of 
instruction. Students must achieve a performance of 80% in each area 
of instruction. Student performance of at least 80% in an area of 
instruction must be corrected to 100%. Student performance below 80% 
in an area of instruction must be corrected to 100% and the student 
must be reevaluated in that area of instruction.
    A test question repository must be developed to include a 
minimum number of questions for each subject.
    4. The academic evaluation for each curriculum category must 
meet the following requirements:
    (a) For initial and combined certification and initial, an 
academic evaluation must be comprised of the minimum number of 
questions required for each area of instruction.
    (b) For recurrent, an academic evaluation must be comprised of 
at least 20 questions selected from the applicable areas of 
instruction. For certificate holders with more than one aircraft 
type, aircraft systems for each specific aircraft type may be 
covered over a 3-year cycle as approved by the Administrator.
    (c) For requalification that requires missed recurrent training, 
each recurrent academic evaluation must be comprised of at least 20 
questions per missed recurrent training, selected from the 
applicable areas of instruction. The academic evaluation must also 
include five questions from the additional academic training and 
evaluation activity listed in Table 3 (Specific Training and 
Evaluation per Aircraft Type).
    (d) For differences training at least 5 questions. Training and 
evaluation is required in specific subject areas specified when 
differences are required.
    5. The FAA may allow distance learning for subjects in each area 
of instruction unless otherwise indicated. Initially, distance 
learning will be limited to 50% of the academic training provided. 
However, based on the established effectiveness of a certificate 
holder's approved distance learning methods, the FAA may approve 
distance learning in excess of 50%.
    B. Basic Aircraft Training and Evaluation Requirements for 
Initial or Combined Certification and Initial. (see Sec. Sec.  
121.1431; 121.1433; 121.1435; 121.1437; 121.1439;

[[Page 29521]]

121.1441; 121.1451; 121.1453; 121.1455, and 121.1471)
    Areas of Instruction--With Subjects:
    1. Area of Instruction: Basic Aircraft Systems Theory and 
Performance. (10 questions required)

    Subjects:
    (a) Air conditioning
    (b) Pressurization
    (c) Auto flight
    (d) Communications
    (e) Electrical
    (f) Equipment and furnishings
    (g) Fire protection
    (h) Flight controls
    (i) Fuel
    (j) Hydraulics
    (k) Ice and rain protection
    (l) Instrumentation
    (m) Landing gear
    (n) Lights
    (o) Oxygen
    (p) Water and waste
    (q) Auxiliary power
    (r) Doors
    (s) Propellers
    (t) Engines
    (u) Weight and balance theory
    (v) Flight planning overview
    (w) Aircraft performance
    2. Area of Instruction: A general description of the aircraft 
performance characteristics emphasizing the following as applicable: 
(5 questions required)

    Subjects:
    (a) Aircraft limitations that may affect the aircraft 
performance
    (b) Navigation equipment and required navigation performance
    (c) Communication equipment and required communication 
performance
    (d) Other factors affecting operating and performance 
characteristics
    3. Area of Instruction: MEL and CDL specific applications and 
appropriate operating manual procedures applicable to dispatch for: 
(10 questions required)

    Subjects:
    (a) Air conditioning
    (b) Pressurization
    (c) Auto flight
    (d) Communications
    (e) Electrical
    (f) Equipment and furnishings
    (g) Fire protection
    (h) Flight controls
    (i) Fuel
    (j) Hydraulics
    (k) Ice and rain protection
    (l) Instrumentation
    (m) Landing gear
    (n) Lights
    (o) Oxygen
    (p) Water and waste
    (q) Auxiliary power
    (r) Doors
    (s) Propellers
    (t) Engines
    4. Area of Instruction: Additional training and evaluation in 
the following subjects must be included (as applicable): (10 
questions required)

    Subjects:
    (a) Instrument approach and communication equipment
    (b) Aircraft specific deicing procedures
    (c) Special considerations and authorizations for international 
operations
    (d) Reduced separation standards
    (e) Special maintenance procedures
    (f) Flight manual specific emergency procedures and equipment.
    (g) Weight and balance considerations
    (h) Basic aircraft performance dispatch requirements and 
procedures
    (i) Flight planning including route, track and altitude 
selection, en route performance, flight time analysis, weather 
considerations, and fuel analysis
    (j) Aircraft specific emergency procedures
    (k) Mission capable considerations (e.g., over-water equipped)
    C. Aircraft Type Specific Training and Evaluation Requirements 
for Initial, Combined Certification and Initial, Transition, 
Recurrent, and Requalification. (see Sec. Sec.  121.1431; 121.1433; 
121.1435; 121.1437; 121.1439; 121.1441; 121.1451; 121.1453; 
121.1455, and 121.1471)
    1. Aircraft Type Specific Training and Evaluation Requirements--
Areas of Instruction--With Subjects:
    (a) Area of Instruction: Systems Overview: (15 questions 
required)

    Subjects:
    (1) Air conditioning
    (2) Pressurization
    (3) Auto flight
    (4) Communications
    (5) Electrical
    (6) Equipment and furnishings
    (7) Fire protection
    (8) Flight controls
    (9) Fuel
    (10) Hydraulics
    (11) Ice and rain protection
    (12) Instrumentation
    (13) Landing gear
    (14) Lights
    (15) Oxygen
    (16) Water and waste
    (17) Auxiliary power
    (18) Doors
    (19) Propellers
    (20) Engines

    (b) Area of Instruction: Performance. (5 questions required)

    Subjects:
    (1) Take-off performance
    (2) En route performance
    (3) Landing performance
    (c) Area of Instruction: Other. (10 questions required)

    Subjects:
    (1) Aircraft manuals
    (2) Aircraft limitations
    (3) Weight and balance
    (4) Emergency and abnormal procedures
    2. Differences. (5 questions required)
    Each training program must provide differences training and 
evaluation if the Administrator finds that, due to differences 
between aircraft of the same type operated by the certificate 
holder, additional training and evaluation is necessary to ensure 
that each dispatcher is adequately trained to perform the assigned 
duties. The programmed hours established for differences training 
are in addition to the previously approved programmed hours for the 
approved training program. For differences training and evaluation 
(Sec.  121.1471), the hours remain in the differences curriculum 
category. There are no programmed hours in Tables 1 and 2 of this 
appendix for differences training and evaluation.

Attachment 3 of Appendix T to Part 121

Generic Training and Evaluation Requirements for Certification Under 
the Combined Certification and Initial Curriculum Category

    A. General (see Sec. Sec.  121.1411; 121.1413; 121.1415; 
121.1417; 121.1419; 121.1421; 121.1423; 121.1425; 121.1431; 
121.1433; 121.1435; 121.1437; 121.1439; 121.1441; 121.1451; 
121.1453; and 121.1471)
    1. The FAA Aircraft Dispatcher Knowledge Test is a requirement 
for certification and the practical test. The certificate holder's 
testing under this attachment is not a substitute for the FAA 
Aircraft Dispatcher Knowledge Test.
    2. Training and evaluation is required in all of the subjects 
listed in this attachment for combined certification and initial.
    3. The certificate holder must develop a written, oral, or 
electronic test of the knowledge obtained during academic training 
that is approved by the Administrator as part of the approved 
training program. The training program must include development and 
maintenance of the academic evaluation, methods to establish the 
validity of the academic evaluation, required student remediation, 
and adjustment of instruction when required.
    An academic evaluation must include the minimum number of 
questions indicated in the QPS for each subject. Students must 
achieve a performance of 80% in each area of instruction. Student 
performance of at least 80% in an area of instruction must be 
corrected to 100%. Student performance below 80% in an area of 
instruction must be corrected to 100% and the student must be 
reevaluated in that area of instruction.
    4. The FAA may allow distance learning for subjects in each area 
of instruction unless otherwise indicated. Initially, distance 
learning will be limited to 50% of the academic training provided. 
However, based on the established effectiveness of a certificate 
holder's approved distance learning methods, the FAA may approve 
distance learning in excess of 50%.
    B. General Training and Evaluation Requirements Areas of 
Instruction--With Subjects: (see Sec. Sec.  121.1411; 121.1413; 
121.1415; 121.1417; 121.1419; 121.1421; 121.1423; 121.1425; 
121.1431; 121.1433; 121.1435; 121.1437; 121.1439; 121.1441; 
121.1451; 121.1453; and 121.1471)

    1. Area of Instruction: Regulations (10 questions required)
    Subjects:

    (a) 14 CFR part 65, subparts A and C
    (b) 14 CFR parts 1, 25, 61, 71, 91, 121, 139, and 175
    (c) 49 CFR part 830 (NTSB)
    (d) General Operating Manual (GOM)

    2. Area of Instruction: Meteorology (15 questions required)
    Subjects:

    (a) Basic Weather Studies

[[Page 29522]]

    (1) The earth's motion and its effects on weather
    (2) Analysis of the following regional weather types, 
characteristics, and structures, or combinations thereof:

    (i) Maritime
    (ii) Continental
    (iii) Polar
    (iv) Tropical

    (3) Analysis of the following local weather types, 
characteristics, and structures or combinations thereof:
    (i) Coastal
    (ii) Mountainous
    (iii) Island
    (iv) Plains
    (4) The following characteristics of the atmosphere:
    (i) Layers
    (ii) Composition
    (iii) Global wind patterns
    (iv) Ozone
    (v) Tropopause
    (5) Pressure:
    (i) Units of measure
    (ii) Weather systems characteristics
    (iii) Temperature effects on pressure
    (iv) Altimeters
    (v) Pressure gradient force
    (vi) Pressure pattern flying weather
    (6) Wind:
    (i) Major wind systems and coriolis force
    (ii) Jetstreams and their characteristics
    (iii) Local wind and related terms
    (7) States of matter:
    (i) Solids, liquid, and gases
    (ii) Causes of change of state
    (8) Clouds:
    (i) Composition, formation, and dissipation
    (ii) Types and associated precipitation
    (iii) Use of cloud knowledge in forecasting
    (9) Fog:
    (i) Causes, formation, and dissipation
    (ii) Types
    (10) Ice:
    (i) Causes, formation, and dissipation
    (ii) Types
    (11) Stability and instability:
    (i) Temperature lapse rate, convection
    (ii) Adiabatic processes
    (iii) Lifting processes
    (iv) Divergence
    (v) Convergence
    (12) Turbulence:
    (i) Jetstream associated
    (ii) Pressure pattern recognition
    (iii) Low level windshear
    (iv) Mountain waves
    (v) Thunderstorms
    (vi) Clear air turbulence.
    (13) Airmasses:
    (i) Classification and characteristics
    (ii) Source regions
    (iii) Use of airmass knowledge in forecasting
    (14) Fronts:
    (i) Structure and characteristics, both vertical and horizontal
    (ii) Frontal types
    (iii) Frontal weather flying
    (15) Theory of storm systems:
    (i) Thunderstorms
    (ii) Tornadoes
    (iii) Hurricanes and typhoons
    (iv) Microbursts
    (v) Causes, formation, and dissipation
    (b) Weather, analysis, and forecasts
    (1) Observations:
    (i) Surface observations
    (A) Observations made by certified weather observer
    (B) Automated weather observations
    (ii) Terminal forecasts
    (iii) Significant en route reports and forecasts
    (A) Pilot reports
    (B) Area forecasts
    (C) Sigmets, airmets
    (D) Center weather advisories
    (iv) Weather imagery
    (A) Surface analysis
    (B) Weather depiction
    (C) Significant weather prognosis
    (D) Winds and temperature aloft
    (E) Composite moisture stability chart
    (F) Surface weather prognostic chart
    (G) Radar meteorology
    (H) Satellite meteorology
    (I) Other charts as applicable
    (v) Meteorological information data collection systems
    (2) Data collection, analysis, and forecast facilities
    (3) Service outlets providing aviation weather products.
    (c) Weather Related Hazards
    (1) Crosswinds and gusts
    (2) Contaminated runways
    (3) Restrictions to surface visibility
    (4) Turbulence and windshear
    (5) Icing
    (6) Thunderstorms and microburst
    (7) Volcanic ash
    3. Area of Instruction: Navigation (10 questions required)

    Subjects:
    (a) Study of the Earth
    (1) Time reference and location (0 Longitude, UTC)
    (2) Definitions
    (3) Projections
    (4) Charts.
    (b) Chart Reading, Application, and Use
    (c) National Airspace Plan
    (d) Navigation Systems
    (e) Airborne Navigation Instruments
    (f) Instrument Approach Procedures
    (1) Transition procedures
    (2) Precision approach procedures
    (3) Non-precision approach procedures
    (4) Minimums and the relationship to weather
    (g) Special Navigation and Operations
    (1) North Atlantic
    (2) Pacific
    (3) Global differences
    4. Area of Instruction: Communications (5 questions required)
    Subjects:
    (a) Regulatory requirements
    (b) Communication Protocol
    (c) Voice and Data Communications
    (d) Notice to Airmen (NOTAMS)
    (e) Aeronautical Publications
    (f) Abnormal Procedures
    5. Area of Instruction: Air Traffic Control (10 questions 
required)
    Subjects:
    (a) Responsibilities
    (b) Facilities and Equipment
    (c) Airspace classification and route structure
    (d) Flight Plans
    (1) Domestic
    (2) International
    (e) Separation Minimums
    (f) Priority Handling
    (g) Holding Procedures
    (h) Traffic Management
    6. Area of Instruction: Emergency and Abnormal Procedures. (5 
questions required)
    Subjects:
    (a) Security measures on the ground
    (b) Security measures in the air
    (c) FAA responsibility and services
    (d) Collection and dissemination of information on overdue or 
missing aircraft
    (e) Means of declaring an emergency
    (f) Responsibility for declaring an emergency
    7. Area of Instruction: Practical dispatch applications 
(distance learning not allowed)
    Subjects:
    (a) Human Factors
    (1) Decision-making:
    (i) Situation assessment
    (ii) Generation and evaluation of alternatives
    (A) Tradeoffs and prioritization
    (B) Contingency planning
    (iii) Support tools and technologies
    (2) Human error:
    (i) Causes
    (A) Individual and organizational factors
    (B) Technology-induced error
    (ii) Prevention
    (iii) Detection and recovery
    (3) Teamwork:
    (i) Communication and information exchange
    (ii) Cooperative and distributed problem-solving
    (iii) Resource management
    (A) Air Traffic Control (ATC) activities and workload
    (B) Flight crew activities and workload
    (C) Maintenance activities and workload
    (D) Operations control staff activities and workload
    (b) Applied Dispatching
    (1) Briefing techniques, Dispatcher, Pilot.
    (2) Preflight:
    (i) Safety
    (ii) Weather analysis
    (A) Satellite imagery
    (B) Upper and lower altitude charts
    (C) Significant en route reports and forecasts
    (D) Surface charts
    (E) Surface observations
    (iii) NOTAMS and airport conditions
    (iv) Crew
    (A) Qualifications.
    (B) Limitations
    (v) Flight planning
    (A) Route of flight
    (1) Standard Instrument Departures and Standard Terminal Arrival 
Routes
    (2) En route charts
    (3) Operational altitude
    (4) Departure and arrival charts
    (B) Minimum departure fuel
    (1) Climb
    (2) Cruise
    (3) Descent
    (vi) Decision to operate the flight
    (vii) ATC flight plan filing
    (viii) Flight documentation

[[Page 29523]]

    (A) Flight plan
    (B) [Reserved]
    (3) Authorize flight departure with concurrence of pilot in 
command
    (4) In-flight operational control:
    (i) Situational awareness
    (ii) Information exchange
    (iii) Amend original dispatch release as required
    (5) Post-flight:
    (i) Arrival verification
    (ii) Weather debrief
    (iii) Flight irregularity reports as required
    8. Area of Instruction: Weight and balance subject: (5 questions 
required)
    Subject:
    (a) Theory and application weight and balance
    (b) [Reserved]
    9. Area of Instruction: Performance for the type of aircraft (5 
questions required)

Attachment 4 of Appendix T to Part 121

Requirements and Performance Standards for Proficiency Tests and 
Proficiency Checks for Initial, Combined Certification and Initial, 
Transition, Recurrent, and Requalification Curriculum Categories

    A. Evaluation Requirements for Proficiency Tests and Checks. 
(see Sec. Sec.  121.1411; 121.1413; 121.1415; 121.1417; 121.1419; 
121.1421; 121.1423; 121.1425; 121.1431; 121.1433; 121.1435; 
121.1437; 121.1439; 121.1441; 121.1451; 121.1453; 121.1455; and 
121.1471)
    1. Evaluation is required for all tasks and situations listed in 
each duty area that pertain to the certificate holder's operations 
for persons in initial, combined certification and initial, 
transition, recurrent, and requalification curriculum categories. 
The aircraft dispatcher must understand and, where applicable, 
satisfactorily complete the tasks required for the areas of 
evaluation listed in Table 4 of this appendix.
    2. The certificate holder must use Table 4 to determine the 
tasks and situations on which each aircraft dispatcher must be 
evaluated for each curriculum category. If the certificate holder 
adds tasks or situations to those listed in Table 4, it must further 
develop the tasks or situations to include the requirement and 
frequency for training and evaluation in each specific curriculum 
category listed in the table. These changes must be approved by the 
POI.
    3. Evaluation Requirements for Initial, Combined Certification 
and Initial, and Transition Curriculum Categories.
    (a) Academic evaluation will be accomplished through all phases 
of the academic training as specified in attachments 1, 2, and 3.
    (b) The proficiency test for initial and combined certification 
and initial is a combination of knowledge evaluation and skills 
evaluation during which additional training or practice is not 
allowed. The proficiency test is administered after the completion 
of SOE in order to dispatch aircraft for the certificate holder in 
accordance with part 121.
    (c) The proficiency test for transition may be a knowledge 
evaluation, a skills evaluation, or a combination of knowledge 
evaluation and skills evaluation, during which additional training 
or practice is not allowed. This test is administered at the end of 
transition training.
    (d) The proficiency test must be administered in either an 
actual or simulated dispatch work environment and must cover the 
tasks in each area of instruction as depicted in Table 4. Each 
proficiency test must include a representative number of questions 
for each task which demonstrates the aircraft dispatcher's 
proficiency. Each area of evaluation must be satisfactorily 
demonstrated to the Check Dispatcher, Dispatch Program Designee, or 
FAA principal Operations Inspector, as applicable. Retraining is 
required for each task in each area of evaluation that is not 
satisfactorily completed. Retraining is followed by reevaluation of 
the student in each retrained area of instruction. The FAA must also 
approve the form and content of the reevaluation.
    4. Evaluation Requirements for Recurrent and Requalification 
Curriculum Categories.
    (a) Academic evaluation will be accomplished through all phases 
of the academic training as specified in attachments 1 and 2.
    (b) For recurrent and requalification, the proficiency check is 
a combination of knowledge evaluation and skills evaluation of tasks 
listed in Table 4 and described in this attachment. Additional 
training or practice is allowed during the proficiency check.
    (c) The proficiency check must be administered in either an 
actual or simulated dispatch work environment. Each proficiency 
check must include a representative number of questions for each 
task which demonstrates the aircraft dispatcher's proficiency. Each 
area of evaluation must be satisfactorily demonstrated to the Check 
Dispatcher, Dispatch Program Designee, or FAA Principal Operations 
Inspector, as applicable. Retraining is required for each task in 
each area of evaluation that is not satisfactorily completed. 
Retraining is followed by reevaluation of the student in each 
retrained area of instruction. The FAA must also approve the form 
and content of the reevaluation.
    5. Dispatch Resource Management (DRM) indicators must be 
evaluated throughout the entire proficiency test or check.
    6. The certificate holder must tailor the procedures in this 
attachment for each aircraft type and approved area of operation. 
The certificate holder must include these procedures in the 
manual(s) provided to the aircraft dispatcher.
    B. Tasks and Situations by Area of Evaluation (see Sec. Sec.  
121.1411; 121.1413; 121.1415; 121.1417; 121.1419; 121.1421; 
121.1423; 121.1425; 121.1431; 121.1433; 121.1435; 121.1437; 
121.1439; 121.1441; 121.1451; 121.1453; and 121.1471)

1. Area of Evaluation: General

    (a) Task: Equipment Knowledge.
    The dispatcher must have an understanding and a basic knowledge 
about the following subjects (systems and components) (as 
applicable):

    (1) Landing gear, including: Extension and retraction systems, 
brakes, anti-skid, tires, nose-wheel steering, and shock absorbers.
    (2) Engine(s), including: Controls and indications, induction 
system, carburetor and fuel injection, turbo-charging, cooling, fire 
detection and protection, mounting points, turbine wheels, 
compressors, de-icing, anti-icing, and other related components.
    (3) Propellers, including: Type, controls, feathering and 
unfeathering, auto feather, negative torque sensing, synchronizing, 
and synchro-phasing.
    (4) Fuel system, including: Capacity, controls; indicators; 
cross-feeding; transferring; jettison; fuel grade, color and 
additives; fueling and de-fueling procedures; and allowable fuel 
substitutions, if applicable.
    (5) Oil system, including: Grade and indicators.
    (6) Hydraulic system, including: Capacity pumps, pressure, 
reservoirs, grade, and regulators.
    (7) Electrical system, including: Alternators, generators, 
battery, circuit breakers and protection devices, controls, 
indicators, and external and auxiliary power sources and ratings.
    (8) Environmental systems, including: Heating, cooling, 
ventilation, oxygen and pressurization, controls, indicators, and 
regulating devices.
    (9) Avionics and communications, including: Autopilot, flight 
director, and Electronic Flight Indicating Systems (EFIS); Flight 
Management System(s) (FMS); Long Range Navigation systems; Doppler 
Radar; Inertial Navigation Systems (INS); Global Positioning System 
(GPS, DGPS, WGPS); VOR, NDB, ILS, MLS, and RNAV systems and 
components; indicating devices; transponder; and emergency locator 
transmitter.
    (10) Ice protection (anti-ice and de-ice), including: Pitot-
static system, propeller (if appropriate), windshield, wing and tail 
surfaces.
    (11) Flight controls, including: Ailerons, elevator(s), 
rudder(s), control tabs, balance tabs, stabilizer, flaps, spoilers, 
leading edge flaps and slats, and trim systems.
    (b) Task: Aircraft Performance and Limitations Knowledge.
    (1) The dispatcher must understand and be proficient in the use 
of (as appropriate to the aircraft) performance charts, tables, 
graphs, or other data relating to the certificate holder's approved 
system for the following:
    (i) Accelerate--stop distance.
    (ii) Accelerate--go distance.
    (iii) Balanced field.
    (iv) Takeoff performance, all engines and with engine(s) 
inoperative, as appropriate.
    (v) Climb performance including segmented climb performance; 
with all engines operating; with one or more engine(s) inoperative, 
and with other engine malfunctions as may be appropriate.
    (vi) Service ceiling, all engines, with engine(s) inoperative, 
including Drift Down and Terrain Clearance, if appropriate.
    (vii) Cruise performance.
    (viii) Fuel consumption, range, and endurance.
    (ix) Descent performance.
    (xi) Go-around from rejected landings
    (xii) The effects of meteorological conditions upon performance 
characteristics

[[Page 29524]]

with correct application of these factors to a specific chart, 
table, graph or other performance data
    (xiii) How to determine longitudinal and lateral center-of-
gravity location for a specific load condition including how to add, 
remove, or shift weight to meet longitudinal (forward and aft), and 
lateral balance limits for takeoff, cruise, and landing
    (2) The aircraft dispatcher must know all of the limitations 
appropriate to each aircraft type and the kind of operation the 
dispatcher dispatches with respect to:
    (i) Systems and components
    (ii) Performance
    (iii) MEL issues and how they may be different for a flag 
operation or a domestic operation
    (c) Task: Operating Requirements
    The aircraft dispatcher must understand the certificate holder's 
operating requirements as provided in:
    (1) Operations Specifications
    (2) General Operating Manual
    (3) 14 CFR part 1
    (4) 14 CFR part 91
    (5) 14 CFR part 119
    (6) 14 CFR part 121
    (7) 14 CFR part 139
    (8) 49 CFR part 175 (HMR)
    (9) 49 CFR part 830 (NTSB)
    (10) Special Federal Aviation Regulations (SFARs)
    (11) 49 CFR Chapter 12 (TSR)
    (12) ATC System
    (13) Airport Facility Directory
    (d) Task: National Weather System
    The aircraft dispatcher must know the National weather system 
(international weather systems, if applicable) and be able to use 
the system to assess weather conditions at departure, intermediate, 
en route, destination, and alternate airports.
    (e) Task: National NOTAM System
    The aircraft dispatcher must know the National NOTAM system 
(international NOTAM systems, if applicable) and be able to 
determine the impact of these NOTAMs on en route flight planning and 
at departure, intermediate, en route, destination, and alternate 
airports.

2. Area of Evaluation: Duty Period Orientation

    (a) Task: Operations Orientation
    The dispatcher must know how to use available information to 
create an operations orientation that covers, as applicable:
    (1) The location of all flights for which the dispatcher is 
responsible
    (2) Planned flights and any special flights for the duty period
    (3) Knowledge of issues, such as anticipated ATC problems and 
delays
    (4) NOTAMS, weather, and field conditions for regular and 
alternate airports
    (5) Navigation facilities and any irregularities that may affect 
the safety of flight
    (b) Task: Dispatcher Shift Turnover
    The dispatcher must:
    (1) Determine that his or her duty schedule complies with part 
121 dispatcher duty regulations and certificate holder operating 
procedures
    (2) Become thoroughly briefed at the beginning of duty period by 
the dispatcher who is turning over operational control
    (3) Develop situational awareness and prioritize his or her 
workload
    (4) Provide thorough briefing at the end of the duty period to 
the relieving dispatcher
    (c) Task: Shift Self Briefing
    The aircraft dispatcher must use available information to 
anticipate and respond to events that may occur during the duty 
period, including:
    (1) The general weather patterns
    (2) Weather information system status
    (3) EWINS status (if applicable)
    (4) Radar imagery
    (5) Fuel status of current and planned flights
    (6) MEL status of current and planned flights
    (7) General airport conditions
    (d) Task: Certificate Holder Manuals, Procedures, and Operating 
Information
    The aircraft dispatcher must understand and verify the currency 
of the operational procedures contained in the following:
    (1) Certificate holder manual containing Flight Crew Operating 
Manual (FCOM) information
    (2) Airplane Flight Manual (AFM)
    (3) Manual containing certificate holder operations procedures
    (4) Manual containing the Aircraft Dispatcher Procedures Manual 
(ADPM)
    (5) Aeronautical Information Manual (AIM)
    (6) Certificate holder's operations specifications
    (7) Maintenance restrictions such as airworthiness directives
    (8) MEL
    (9) CDL
    3. Area of Evaluation: Planning and Executing a Dispatch Release
    (a) Task: Obtain, Evaluate, and Disseminate Required Information
    The aircraft dispatcher must do the following, as applicable:
    (1) Obtain, evaluate, and disseminate to the flight crew all 
pertinent weather information in the aircraft dispatcher's area of 
responsibility as follows:
    (i) Weather reports and forecasts
    (ii) Pilot and radar reports
    (iii) Surface analysis reports
    (iv) Radar summary charts
    (v) Significant weather prognostics
    (vi) Winds and temperature aloft
    (vii) Freezing level charts
    (viii) Turbulence reports and forecasts
    (ix) Icing reports and forecasts
    (x) Stability charts
    (xi) Severe weather outlook charts
    (xii) Constant pressure charts
    (xiii) Constant pressure prognostics
    (xiv) Tables and conversion graphs
    (xv) SIGMETS, convective SIGMETS, convective outlooks, weather 
warnings, and AIRMETS
    (xvi) ATIS report
    (xvii) Satellite imagery
    (xviii) NOTAMs
    (xix) Field condition reports
    (2) Obtain, evaluate, and disseminate to the flight crew other 
information in the aircraft dispatcher's area of responsibility, 
such as the following:
    (i) Aircraft status
    (A) Maintenance and MEL
    (B) Loading and fuel
    (C) Performance data
    (ii) ATC problems such as departure or arrival delays, flow 
control and en route or altitude problems
    (iii) ATC tower closures, curfews, or other information, such as 
noise abatement requirements at or near the arrival period
    (iv) Fuel and ground handling issues
    (v) Highlight restrictive MEL and CDL items
    (vi) Irregular operations plan of action (e.g., diversion)
    (3) Obtain, review, and disseminate to the flight crew the 
following:
    (i) The suitability of runways, including whether closed runways 
or runways with displaced thresholds are accounted for in the 
performance computations
    (ii) All NOTAMs
    (iii) Information about field conditions (contact the station, 
if the information is not readily available) at airports to 
determine the validity of the information and the impact on 
operations
    (iv) The fueling restrictions and any station equipment problems 
(contact the station, if the information is not readily available) 
for the airports to determine the impact on planned operations
    (4) Review the aircraft dispatcher ``read file'' for updated 
operational information
    (5) Review AIM
    (i) Navaids
    (ii) Airports and air navigation and lighting
    (iii) Airspace
    (iv) Air traffic control procedures including clearances
    (v) Airport operations
    (vi) Departure, en route, and arrival procedures
    (6) Review the Flight Crew Qualification for route to be flown
    (i) Special Airports
    (ii) Special use airspace
    (iii) High minimum captains and flight crew minimums
    (7) Review the aircraft status
    (i) Maintenance and MEL
    (ii) Loading and fuel
    (iii) Performance data
    (iv) Special areas of operation requirements
    (b) Task: Flight Planning.
    The aircraft dispatcher must do the following, as applicable:
    (1) Select an alternate airport
    (i) Use a flight movement forecast (FMF) under an approved EWINS 
program
    (ii) Determine whether an alternate airport is required for the 
destination airport in accordance with 14 CFR part 121, any existing 
exemptions, deviations, operations specification requirements, and 
procedures, for the certificate holder
    (iii) If weather conditions at the departure airport are below 
landing minimums in the certificate holder's operation 
specifications for that airport, specify a departure alternate in 
accordance with 14 CFR part 121, and the approved certificate holder 
procedures
    (iv) Ensure that each alternate airport selected (whether for 
departure or destination airports) meets the requirements of 14 CFR 
part 121, and the approved certificate holder procedures

[[Page 29525]]

    (v) Consider and plan for an unscheduled stop
    (vi) Determine the operational suitability of the planned 
alternate by determining the following:
    (A) Field conditions (e.g., wet runways, runway friction 
reports, braking action reports)
    (B) The MEL and CDL status of the aircraft and any potential 
weather related condition or restriction
    (C) Crosswind and tailwind components
    (D) Weather reporting service is available
    (E) Approach chart does not prohibit its use as an alternate
    (F) The appropriate navigational facilities are monitored and 
operational.
    (G) The airport has an instrument approach procedure authorized 
for use by the certificate holder
    (H) Tower closures and alternative procedures
    (2) Determine whether holding is anticipated at both the 
destination and the appropriate alternate(s) by considering the 
following:
    (i) En route conditions
    (ii) ATC constraints
    (iii) Possible re-routes
    (iv) Marginal weather conditions at the arrival airports
    (v) MEL and CDL considerations
    (3) Determine the MEL and CDL status of the aircraft and its 
impact on the flight plan
    (4) Plan the flight considering the following:
    (i) The ATC preferred routing (e.g., High Altitude Redesign, 
RVSM, RNP)
    (ii) The performance requirements of part 121, subpart I
    (iii) The MEL or CDL status of the aircraft and any potential 
weather related considerations of resultant restrictions
    (iv) The en route navigational facilities are monitored and 
operational
    (v) Maintenance, test, training, and ferry flights (as 
applicable)
    (5) Determine the fuel load requirements
    (i) Ensure that the flight is released with sufficient fuel on 
board to comply with the requirements of 14 CFR and the certificate 
holder's requirements for computing minimum fuel supply
    (ii) Consider the impact of underfueling or overfueling on the 
dispatch release
    (iii) Comply with the requirements of any deviations or 
exemptions used
    (6) Determine aircraft performance requirements. Ensure that the 
flight is released at a weight and configuration that complies with 
the requirements of 14 CFR part 121, subpart I and any additional 
certificate holder requirements.
    (c) Task: Create and Issue Dispatch Release.
    The aircraft dispatcher must do the following, as applicable:
    (1) Create and issue a dispatch release using the certificate 
holder's approved system for issuing dispatch releases
    (2) Create and issue a dispatch release using the certificate 
holder's approved back-up system for issuing dispatch releases
    (3) Ensure that the dispatch release meets the regulatory 
requirements and contains or has attached to it the available 
weather reports, weather forecasts (or a combination of these) for 
the destination airport, any intermediate stops, and any alternate 
airports
    (4) Ensure the dispatch release meets the approved certificate 
holder requirements
    (d) Task: Briefing Flight Crews
    The aircraft dispatcher must demonstrate the ability to brief 
the flight crew on the topics listed in paragraph B.3. of this 
attachment
    4. Area of Evaluation: Flight Monitoring
    (a) Task: Updating and Gathering Information.
    During the en route portion of the flight, the dispatcher must:
    (1) Track changing weather and operating conditions
    (2) Determine the actual time the aircraft departed, progress of 
flight, and its estimated time of arrival
    (3) Provide the PIC with necessary information for the safe 
conduct of the flight, such as changing meteorological conditions or 
irregularities of facilities and services. Provide this information 
using the certificate holder's approved communication system(s).
    (4) Advise the PIC of any changes in the operations environment 
as follows:
    (i) ATC constraints
    (ii) Updated NOTAMs that may affect the flight
    (iii) Change in operations and an alternate plan
    (iv) Field conditions and runway availability
    (b) Task: Operational Control Decisionmaking
    The aircraft dispatcher must do the following, as applicable:
    (1) Understand the operational function of and interaction with 
other departments, such as the following:
    (i) Maintenance
    (ii) Crew scheduling
    (iii) Training
    (iv) Customer service
    (v) Airport and station
    (2) Process the operational function of and interaction with 
these departments into an operational control decision in accordance 
with approved certificate holder procedures
    (c) Task: Amend Dispatch Release. The aircraft dispatcher must 
demonstrate the following:
    (1) Determine when an amendment to a dispatch release is 
required (e.g., mechanical problem, alternate or destination 
changes)
    (2) Amend the dispatch release in accordance with approved 
certificate holder procedures
    (3) Record that amendment in accordance with approved 
certificate holder procedures
    5. Area of Evaluation: Situation Management
    (a) Task: Dispatch and Aircraft Abnormality or Emergency
    The dispatcher must demonstrate the ability to do the following:
    (1) Manage the following abnormal and emergency situations 
generated from a source other that the flight crew:
    (i) A bomb threat is received
    (ii) In-flight medical emergency
    (iii) Engine failure in flight
    (iv) In-flight fire
    (v) Overweight landings
    (vi) Low fuel emergencies
    (vii) Aircraft diversions
    (viii) Hijacking
    (ix) Sabotage threats
    (x) An aircraft has been involved in a major accident
    (xi) An aircraft is overdue or missing
    (xii) Actions or alerts issued by military or other security 
agencies
    (xiii) Any other operational situation that affects the safety 
of flight
    (2) Establish communication with the Aircraft through the normal 
certificate holder air to ground communication system
    (3) Immediately notify the PIC of an emergency situation that 
arises during flight that requires an immediate decision and action 
by an aircraft dispatcher and record that decision
    (4) Determine whether the PIC has declared an emergency
    (5) Declare an emergency (if appropriate) in accordance with 14 
CFR in the event the aircraft dispatcher cannot communicate with the 
PIC
    (6) Maintain operational control of the flight experiencing the 
abnormal or emergency situation
    (7) Notify certificate holder management of the abnormal or 
emergency situation
    (8) Maintain operational control of all flights in the 
dispatcher's control
    (9) Contact maintenance for mechanical situations
    (10) Determine the extent of the situation and attempt to 
classify the type of situation in order to report it properly to the 
authorities
    (11) Use of the appropriate certificate holder manuals (e.g., 
QRH, emergency procedures manual)
    (b) Task: Collection and dissemination of information on overdue 
or missing aircraft
    The aircraft dispatcher must:
    (1) Know how to send a written report of any deviation (within 
10 days of the emergency) through the certificate holder's 
operations manager to the POI at the certificate holding district 
office in accordance with 14 CFR

    (2) Know how to notify the nearest National Transportation 
Safety Board (NTSB) office when an accident or any of the following 
occur:
    (i) Flight control system malfunction or failure
    (ii) Inability of any required flightcrew member to perform 
normal flight duties as a result of injury or illness
    (iii) Failure of structural components of a turbine engine 
excluding compressor and turbine blades and vanes
    (iv) In-flight fire
    (v) Aircraft collide in flight
    (vi) Damage to property, other than the aircraft, estimated to 
exceed $25,000 for repair (including materials and labor) or fair 
market value in the event of total loss, whichever is less
    (vii) For large multiengine aircraft (more than 12,500 pounds 
maximum certificated takeoff weight):

    (A) In-flight failure of electrical systems which requires the 
sustained use of an emergency bus powered by a back-up source such 
as a battery, auxiliary power unit, or air-

[[Page 29526]]

driven generator to retain flight control or essential instruments
    (B) In-flight failure of hydraulic systems that results in 
sustained reliance on the sole remaining hydraulic or mechanical 
system for movement of flight control surfaces
    (C) Sustained loss of the power or thrust produced by two or 
more engines and
    (D) An evacuation of an aircraft in which an emergency egress 
system is utilized
    (viii) An aircraft is overdue and is believed to have been 
involved in an accident
    6. Area of Evaluation: Dispatch Resource Management
    (a) Evaluation. Evaluation of an aircraft dispatcher's practical 
application of DRM skills must occur as follows:
    (1) After the aircraft dispatcher has completed initial, 
combined certification and initial, recurrent, and requalification 
training. This evaluation must be completed during the proficiency 
test (for initial and combined certification and initial training) 
and during the proficiency check (for recurrent or requalification 
training).
    (2) During the supervised operating experience delivered after 
initial, combined certification and initial, and requalification 
training.
    (b) Task: Demonstrate and apply DRM concepts. (Evaluation must 
be in the form of demonstration)
    The aircraft dispatcher must know and be able to apply the 
following DRM competencies:

    (1) Briefings
    (2) Assertiveness
    (3) Inquiry
    (4) Conflict resolution
    (5) Interdepartmental coordination process
    (6) Interpersonal relationships
    (7) Situational awareness
    (8) Preparation, planning, and vigilance
    (9) Time management (prioritizing)
    (10) Tactical and strategic use of resources
    (11) Stress management
    (12) Decisionmaking process
    (13) Multi-tasking
    (14) Risk management
    (15) Leadership
    (16) Communication

PART 135--OPERATING REQUIREMENTS: COMMUTER AND ON-DEMAND OPERATIONS

    35. The authority citation for part 135 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 44113, 44701-44702, 44705, 44709, 
44711-44713, 44715-44717, 44722.

    36. Revise Sec.  135.1(a)(4) to read as follows:


Sec.  135.1  Applicability.

    (a) * * *
    (4) Each person who applies for initial or provisional approval of 
an Advanced Qualification Program curriculum, curriculum segment, or 
portion of a curriculum segment under subpart Y of part 121 of this 
chapter and each person employed or used by a certificate holder to 
perform training, qualification, or evaluation functions under an 
Advanced Qualification Program under subpart Y of part 121 of this 
chapter.
* * * * *
    37. Amend Sec.  135.3 by revising paragraphs (b) and (c) and by 
adding paragraph (d) to read as follows:


Sec.  135.3  Rules applicable to operations under this part.

* * * * *
    (b) Each certificate holder that conducts commuter operations under 
this part with airplanes in which two pilots are required by the type 
certification rules of this chapter must comply with subpart BB of part 
121 of this chapter instead of the requirements of subparts E, G, and H 
of this part.
    (c) The rules in subpart BB of part 121 of this chapter are 
considered a subpart of part 135 of this chapter for certificate 
holders identified in paragraph (b) of this section.
    (d) If authorized by the Administrator upon application, each 
certificate holder that conducts operations under this part to which 
paragraph (b) of this section does not apply, may comply with the 
applicable sections of subpart BB of part 121 of this chapter instead 
of the requirements of subparts E, G, and H of this part, except that 
those authorized certificate holders may choose to comply with the 
operating experience requirements of Sec.  135.244, instead of the 
requirements of Sec.  121.1225 of this chapter.

PART 142--TRAINING CENTERS

    38. The authority citation for part 142 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 40119, 44101, 44701-44703, 
44705, 44707, 44709-44711, 45102-45103, 45301-45302.


Sec.  142.1  [Amended]

    39. Remove and reserve Sec.  142.1(b)(2).
    40. Revise Sec.  142.63(b) to read as follows:


Sec.  142.63  Privileges.

* * * * *
    (b) Approved under subpart Y, Advanced Qualification Program, of 
part 121 of this chapter, for meeting recency of experience 
requirements.

    Issued in Washington, DC on April 26, 2011.
 John M. Allen,
Director, Flight Standards Service.
[FR Doc. 2011-10554 Filed 5-11-11; 11:15 am]
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