[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
-----------------------------------------------------------------------
Federal Aviation Administration
-----------------------------------------------------------------------
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]]
-----------------------------------------------------------------------
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).
-----------------------------------------------------------------------
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)
[[Page 29337]]
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\
---------------------------------------------------------------------------
\1\ ``Flightcrew Member Training and Qualification Review and
Analysis Technical Report,'' April 5, 2010 (FAA Technical Report).
---------------------------------------------------------------------------
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;
[[Page 29338]]
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
----------------------------------------------------------------------------------------------------------------
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
----------------------------------------------------------------------------------------------------------------
[GRAPHIC] [TIFF OMITTED] TP20MY11.001
[[Page 29339]]
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.
---------------------------------------------------------------------------
\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''.
---------------------------------------------------------------------------
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\
---------------------------------------------------------------------------
\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.
---------------------------------------------------------------------------
[[Page 29340]]
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
[[Page 29442]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.007
[[Page 29443]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.008
[[Page 29444]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.009
[[Page 29445]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.010
[[Page 29446]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.011
[[Page 29447]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.012
[[Page 29448]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.013
[[Page 29449]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.014
[[Page 29450]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.015
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
[[Page 29462]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.016
[[Page 29463]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.017
[[Page 29464]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.018
[[Page 29465]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.019
[[Page 29466]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.020
[[Page 29467]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.021
[[Page 29468]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.022
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
[[Page 29492]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.023
[[Page 29493]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.024
[[Page 29494]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.025
[[Page 29495]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.026
[[Page 29496]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.027
[[Page 29497]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.028
[[Page 29498]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.029
[[Page 29499]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.030
[[Page 29500]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.031
[[Page 29501]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.032
[[Page 29502]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.033
[[Page 29503]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.034
[[Page 29504]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.035
[[Page 29505]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.036
[[Page 29506]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.037
[[Page 29507]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.038
[[Page 29508]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.039
[[Page 29509]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.040
[[Page 29510]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.041
[[Page 29511]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.042
[[Page 29512]]
[GRAPHIC] [TIFF OMITTED] TP20MY11.043
[[Page 29513]]
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
(