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b. The Airborne System. The training and qualification program should address the characteristics, capabilities, limitations, and proper use of each appropriate airborne system element applicable to AWO takeoff or landing, including the following:
(1) Flight Guidance. The crew should be aware of automatic or manual input requiring parameters, such as inbound course or automatic/manually tuned navigation frequencies, the importance of checking that proper selections have been made to ensure appropriate system performance, and the sequence and management of any mode changes.
(2) Speed Management. The automatic throttle, flight management computer, or other speed management system, if applicable.
(3) Instruments. Situation information displays, as applicable.
(4) Supporting Systems. Other associated instrumentation and displays including any head-up display, guidance system, vision system, monitoring displays, status displays, mode annunciation displays, failure or warning annunciations, and associated system status displays that may be relevant. When such airborne systems are used as the basis for category(s) of minima (e.g. HUD or SVGS for Special Authorization (SA) CAT I; AP, F/D, or HUD for CAT I Landing Minima with Reduced Lighting (RVR 1800)), training should address the relationships between the various system components and the minima for which they are required.
(5) Other Flight Deck Systems. Other flight deck systems related to AWO operations
(e.g., autobrakes or autospoilers), and any associated limitations, characteristics, or constraints
(e.g., touchdown pitch up or pitch down tendency of certain autospoiler or autobrake settings or non-normal conditions, time delays, or auto-deactivation features with go-around).
(6) Go-Around. Proper airborne system use for go-around, including consideration of height loss during transition to a go-around, performance assurance for obstacle clearance, management of any necessary mode changes, and assurance of appropriate vertical and lateral flightpath tracking.
(7) Aircraft Characteristics. Any aircraft characteristics relevant to AWO operations, such as flight deck visibility cutoff angles and the effect on flight deck visibility of proper eye height, seat position or instrument lighting intensities related to transition through areas of varying brightness levels. Pilots should be aware of the effects on flight visibility related to use of different flap settings, approach speeds, use of various landing or taxi lights, and proper procedures for use of windshield wipers and rain repellent. If windshield defog, anti-ice, or de-icing systems affect forward visibility, pilots should be aware of those effects and be familiar with proper settings for use of that equipment related to low-visibility landing.
Par 5-3 Page 44 NOTE: The operator may consult the responsible Flight Standards office to ensure that information presented by the operator about any training or qualification items or issues referenced above, or any additional issues pertinent to the type aircraft or system used, are consistent with the pertinent FAA Flight Standardization Board (FSB) Report for the applicable aircraft type. FSB reports may be accessed at http://fsims.faa.gov/PICResults.aspx?mode=Publication&doctype=FSB%20 Reports.
c. Flight Procedures and Associated Information.
(1) Operations Specifications (OpSpecs). Pilots, operators, and aircraft dispatchers should be familiar with, and able to properly apply, OpSpecs applicable to AWO takeoff or landing.
(2) Normal and Non-Normal Procedures. Pilots should be familiar with appropriate normal and non-normal procedures including crew duties, monitoring assignments, transfer of control during normal operations, appropriate automatic or crew-initiated call-outs, proper use of standard or special IAPs, applicable minima for normal configurations or for alternate or failure configurations, and reversion to higher minima in the event of failures.
(3) Weather and RVR. Pilots and aircraft dispatchers should be familiar with weather associated with AWO operations and proper application of controlling and/or advisory RVR, appropriate runway light settings, and proper determination of RVR values reported at foreign facilities.
(4) Use of Minimum Descent Altitude (MDA), Decision Altitude (DA)/Decision Height (DH), or Alert Height (AH). Pilots should be familiar with the proper application of MDA, DA/DH, or AH, including proper use and setting of altimeter bugs, use of the inner marker (IM) where authorized or required due to irregular underlying terrain, and appropriate altimeter setting procedures for the barometric altimeter consistent with the operator’s practice of using either altimeter setting referenced to airport ambient local pressure (QNH) or altimeter aetting referenced to airport field elevation (QFE).
(5) Use of Visual Reference. Pilots should be familiar with the availability and limitations of visual references encountered during taxi, takeoff, approach, and landing.
(a) Visual reference information should address aircraft geometry limitations on visual references, actions to take with loss or partial loss of visual references, risks of inappropriate use of visual references, and necessary visual references for continuation after MDA or DA/DH. Issues discussed in Chapter 4, Procedures, for continuation or discontinuation of an approach should be comprehensively addressed.
(b) The operator should provide some means of demonstrating the expected minimum visual references that occur on approach when the weather is at acceptable minimum conditions as well as the expected sequence of visual cues during an approach in which the visibility is at or above the specified landing minima. Training on this topic should include identifying required visual references over a range of actual or simulated low-visibility
Par 5-3 Page 45 conditions. Flight training scenarios should provide an opportunity for pilots to experience what the “sight picture” of relevant visual references should be.
(c) While there are no specific requirements when an AH is used, pilots should be familiar with the expected visual references sequence likely to be encountered during an approach and/or rollout.
(d) Specific information on visual references may need to be provided on a site-specific basis to assure that misidentification of runways, taxiways, or other adjacent runways does not occur.
(e) For takeoff, procedures should address the transition from visual flight to instrument flight for both the pilot flying (PF) and pilot monitoring (PM), to include the use and limitations of any flight guidance or visual systems in use. Pilots should be aware of the operator’s policy for responding to loss of suitable visual reference during takeoff, in the low and high speed regimes, both before and after V1 (refer to AC 120-62 for additional information and recommendations for training).
(6) Procedures should address the transition from electronic monitoring displays to external visual references for both PF and PM for systems that include such displays.
(7) Acceptable Flightpath Deviations. Pilots should be familiar with the recognition of the limits of acceptable aircraft position and flightpath tracking during approach, flare and rollout. This should be addressed using appropriate displays or annunciations for either automatic or manual landing systems.
(8) Wind Limitations. Environmental effects should be addressed and include appropriate constraints for head winds, tail winds, crosswinds, and the effect of vertical and horizontal wind shear on automatic systems, flight directors (F/D), or other system (e.g., HUD, SVGS, etc.) performance. For systems such as HUDs that have a limited field of view (FOV), or synthetic reference systems, pilots should be familiar with the display limitations of these systems and expected pilot actions in the event that the aircraft reaches or exceeds a display limit capability.
(9) Contaminated Runways. Pilots and dispatchers should be familiar with the operator’s policies and procedures concerning constraints applicable to AWO takeoffs and landings on contaminated or cluttered runways. Limits should be noted for use of wet or icy runways as far as directional control or stopping performance is concerned, and flightcrews should be familiar with appropriate constraints related to braking reports and the obscuration of appropriate lighting or markings. Refer to AC 91-79 for detailed information on runway contaminants and condition reporting.
(10) Airborne System Failures. Pilots should be familiar with the recognition and proper reaction to significant airborne system failures experienced prior to and after reaching the final approach fix (FAF), MDA, DA/DH, or AH. Expected pilot response to failure after touchdown should be addressed as well. Engine inoperative provisions are addressed further in Appendix 2.
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(11) Ground or Navigation System Faults. Pilots are expected to appropriately recognize and react to ground or navigation system faults, failures or abnormalities at any point during the approach and landing.
(12) Reporting Anomalies. Pilots should be familiar with the need to report navigation system anomalies or discrepancies, failures of any lighting system (e.g., approach lights, runway lights, touchdown zone (TDZ) lights, centerline lights), or any other discrepancies that could be pertinent to operations.
(13) International Procedures. Pilots, and dispatchers, if applicable, should be familiar with any international procedures including application of Obstacle Clearance Altitude (OCA), Obstacle Clearance Height (OCH), appropriate State Aeronautical Information Publication (AIP) or regional supplements (if not otherwise addressed by the operator in the Flightcrew Operating Manual (FCOM) or equivalent) and pertinent excerpts from International Civil Aviation Organization (ICAO) references (e.g., ICAO Doc 9365-AN/910, Manual of All Weather Operations). Regulatory requirements and responsibilities at non-U.S. international airports should be understood.
(14) Performance and Obstacle Clearance. Pilots and dispatchers should be familiar with aircraft performance or weight limit information to ensure safe obstacle clearance for “all engine” or “engine inoperative” missed approaches or rejected landings. Performance information should consider, as appropriate, flap settings, go-around procedures, acceleration segments or transition following an engine failure between the specified “all-engine lateral flightpath” (or radar vectors) and any specified “engine-inoperative lateral flightpath,” using flap retraction, and cleanup height procedures. Refer to AC 120-91 for further information.
(15) Vision Systems. When a vision system (e.g., Enhanced Vision Systems (EVS), Synthetic Vision System (SVS), CVS, EFVS, or SVGS) is used, pilots should be familiar with the interpretation of the display to ensure proper identification of the runway and positioning of the aircraft relative to continuation of the approach to landing. Pilots should understand the limitations of these systems, operational credits available, and authorization required for use. For more information on EFVS, refer to AC 90-106.
5-4. FLIGHT TRAINING FOR AWO (AIRCRAFT OR FFS).
a. Types of Procedures and Conditions to be Addressed. Maneuvers and procedures trained should be tailored to the types of instrument procedures used by the operator, the environment in which they are flown, the airborne and ground equipment required for each type of operation, and any special considerations that may apply. Operating policies, procedures, and documentation applicable to the operator should be used. Training and evaluation should ensure that procedures can be safely flown considering the following factors:
(1) Types of instrument procedures used (standard and special, lowest straight-in, or circling minima, if applicable);
(2) The operator’s manuals, charts, and checklists;
(3) Aircraft type(s) model and/or series flown;
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(4) Flight guidance and/or visual system(s) and their corresponding category(s) of minima for each authorized system;
(5) NAVAID(s) and visual aids used (LVO/SMGCS lighting if applicable);
(6) Flightcrew procedures used (e.g., PF/PM duties, monitored approach, or call-outs);
(7) Airport and runway characteristics typically experienced;
(8) Nearby critical terrain or obstruction environment;
(9) Relevant normal, non-normal, and environmental conditions. Training and evaluation need only be conducted using relevant and representative procedures and conditions
(e.g., a representative mix of day, night, dusk, variable/patchy conditions, representative temperatures, landing runway altitudes, precipitation conditions, turbulence, and icing conditions); and
(10) When multiple types of equipment, flight guidance, and/or systems are used
(e.g., FD, SVGS, HUD, autoland, RA), training programs should address each combination of equipment and category of minima. For example, if the operator is authorized to conduct SA CAT I approaches using HUD and CAT II approaches using autoland, training should address each authorized combination separately.
b. Combining Multiple Requirements. Combining multiple requirements for maneuvers may be approved at the discretion of responsible principal operations inspector (POI). During each maneuver or procedure, crewmembers are expected to perform their respective duties. In situations where crewmembers are being qualified other than as part of the complete flightcrew
(e.g. two PICs), it is necessary that each candidate complete the required maneuvers or procedures. When level C or D FFS is used, successful crew performance should be assessed using a sample of procedural types, environmental conditions, and other factors listed above under both normal and non-normal conditions.
c. Maneuvers.
(1) Flight training for approach and landing should address at least the following maneuvers:
(a) Normal landings at the lowest applicable minima for each authorized flight guidance and/or visual system.
(b) A missed approach from the MDA, DA/DH, or AH.
(c) A missed approach from a low altitude that could result in a touchdown during go-around (balked or rejected landing).
(d) Appropriate aircraft and ground system failures.
(e) Engine failure prior to, or during an approach.
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(f) Except for aircraft using an automatic fail operational (FO) rollout system, manual rollout in low visibility at applicable minima.
(g) Landings at the limiting environmental conditions authorized for that operator with respect to wind, crosswind components, and runway surface friction characteristics.
(h) Representative non-normal configuration approaches and landings in instrument conditions should be demonstrated. For these approaches, the simulated weather minima may be above, or well above, the lowest minima authorized. Minima should be at levels that might typically be experienced in line operations for a landing with the non-normal condition used.
During these approaches, representative autoflight, instrument, and aircraft system configurations or combinations of configurations should be demonstrated (e.g., F/D, autopilot, HUD, vision systems, autothrottles, raw data, and inoperative electrical or hydraulic components).
(2) Flight training for operators authorized for lower-than-standard takeoff minima should address the following maneuvers and procedures:
(a) Normal takeoff at lowest applicable minima;
(b) Rejected takeoff from a point prior to V1 (including an engine failure);
(c) Takeoff continued following failures including engine failure after V1, and any critical failures for the aircraft type that could lead to lateral asymmetry during the takeoff;
(d) Limiting crosswinds, winds, gusts, and runway surface friction should be demonstrated to levels authorized. Training should be done at weights or on runways that represent a critical field length; and
(e) For low-visibility takeoff minima where a flight guidance and/or vision system is required, the following additional maneuvers and procedures should be demonstrated:
1. Rejected takeoff requiring transfer of control (if applicable); and
2. A takeoff and rejected takeoff with failure of the flight guidance device or ground-based guidance system, at a critical point of the takeoff, unless these systems have failure characteristics that are extremely improbable.
(3) Low visibility taxi and ground operations should be trained to the extent practical and beneficial. Such training should address operations at typical airports or alternately, at airports frequently experiencing low-visibility conditions, complex airports on the operator’s route system, airports with particular low visibility ground movement difficulties, or rarely used but significant contingency airports, as determined appropriate by the operator.
(4) Crewmembers should be able to perform either PF or PM duties, unless otherwise limited by the operator’s policies or aircraft characteristics (e.g., single HUD).
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d. Addressing Applicable Regulations. Maneuver or procedure training should generally address applicable FSB guidance, part 121 Appendix E or F provisions, an approved Advanced Qualification Program (AQP), approach and landing events specified in part 61, relevant FAA airman certification takeoff and landing provisions, competency or instrument checks, and/or FAA Airman Certification Standards (ACS).
5-5. INITIAL QUALIFICATION. The operator’s training and qualification program should provide appropriate AWO ground and flight training for each pilot, flightcrew member, and dispatcher expected to have knowledge of or perform duties related to AWO takeoff and landing operations. Training should address airborne equipment required for AWO operations and/or used as the basis for any category of minima being trained.
a. Ground Training. PIC and SIC pilots are expected to have a comprehensive level of knowledge with respect to each of the ground training subjects and assigned duties for AWO takeoff and landing.
b. Flight Training. Flight training should be conducted using an appropriately qualified and approved FFS capable of performing the maneuvers specified and representing the appropriate limited visual conditions. Where an FFS is not available, an aircraft with a suitable view limiting device may be used if authorized by the assigned POI. The operator is expected to provide sufficient training to ensure that crewmembers can perform each of the maneuvers or procedures specified in paragraph 5-4 to an acceptable degree of proficiency. When minima are based on manual operations using systems like HUD with F/D, a number of repetitions of the maneuvers specified by FSB may be necessary to ensure each of the required maneuvers can be properly and reliably performed. Guidance for acceptable programs can be found in FSB reports for specific aircraft types. Operators should adhere to FSB guidelines when published.
5-6. RECURRENT QUALIFICATION. Recurrent training should emphasize unusual or critical procedures used by that operator which are not flown routinely or may not have been flown recently by a flightcrew member. Emphasis may be placed on any critical non-normal procedures, and any special emphasis procedures or items found to require attention due to in-service feedback by the operator. Procedures should be sampled at or near limiting weather conditions. Repetition of maneuvers frequently accomplished successfully in line operations
(e.g., normal ILS or normal autoland) may be de-emphasized by limited sampling and assessments of those conditions and procedures.
a. Recurrent Ground Training. Recurrent ground training should provide any necessary review of topics specified in paragraphs 5-1 and 5-3 to ensure continued familiarity with those topics. Emphasis should be placed on any program modifications, changes to aircraft equipment or procedures, and review of any pertinent occurrences or incidents. Additionally, emphasis may be placed on topics such as mode annunciations for failure conditions or other information pilots may not routinely see during normal line operations. Topics to be addressed are those necessary for the performance of the assigned duties for each respective flightcrew member or aircraft dispatcher.
b. Recurrent Flight Training. Recurrent flight training should be conducted using an appropriately qualified (e.g., level C or D) and approved FFS. When an FFS is not available,
Par 5-6 Page 50 recurrent flight training may be accomplished in the aircraft using suitable view-limiting devices if approved by the POI. Recurrent flight training should include a sample of the procedures authorized for the operator, at least one approach to a landing using the lowest authorized weather minima (unless the pilot has recently performed this maneuver), and one approach requiring a go-around from an altitude below AH or DA/DH prior to touchdown using the lowest authorized weather minima.
(1) Recurrent flight training must include at least one rejected takeoff at the lowest authorized minima, with an engine failure just prior to V1. For AWO operations, sufficient training should be provided to ensure competency in each of the maneuvers or procedures listed in paragraph 5-4. When takeoff minima are based on more than one method (e.g. natural vision, HUD guidance, and vision systems), the training program should assure an appropriate level of proficiency using each authorized mode or system.
(2) Recurrent flight training maneuvers may be accomplished individually or may be integrated with other maneuvers required during proficiency training or during proficiency checking. If minima are authorized using several methods of flight control such as automatic landing, HUD, EFVS, and/or SVGS, then the training program should ensure an appropriate level of proficiency using each authorized mode or system. Where minima are based on manual control using flight guidance (e.g. HUD), appropriate emphasis should be placed on failure conditions a pilot does not normally experience in line operations.
(3) Numbers of maneuvers or procedures to be performed during recurrent training or checking should not be less than the following:
(a) An engine inoperative approach to a landing and a go-around.
(b) Appropriate aircraft or ground system NAVAID failures.
(c) Approaches and landing(s) with environmental conditions at a representative sample of limiting values authorized for that operator.
(d) Any special emphasis procedures or items identified by the operator or responsible Flight Standards office or POI.
(e) A low-visibility takeoff with critical performance or a suitable failure condition.
c. Qualification in Conjunction with AQP. Appropriate requalification or recurrent qualification programs may be adjusted as necessary when incorporated in AQP or other single visit training programs. However, each area of knowledge specified by paragraph 5-3 and each area of competency specified in paragraph 5-4 must be ensured.
5-7. REQUALIFICATION. Previous qualification in the same type, model or series, may be considered in determining an operator’s type of program, length of program, or required maneuvers to be completed for requalification. Any requalification program should ensure that the pilots have the necessary knowledge of the topics specified in paragraph 5-3 and are capable to perform their assigned duties for AWO, considering the maneuvers or procedures identified in paragraph 5-4 as well as the airborne equipment used for each authorized category of minima.
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5-8. TRANSITION QUALIFICATION. For an operator’s training program that considers previous AWO qualification in a different aircraft type, model or series, the transition program should ensure all differences that could lead to pilot misunderstanding of appropriate characteristics or procedures in the new type are addressed.
5-9. UPGRADE QUALIFICATION. Previous AWO qualification in a different crew position in the same type, model, or series may be considered in determining the type of program, length of program, and required maneuvers to be completed. Upgrade programs should ensure that the pilot has the necessary knowledge of the topics specified in paragraph 5-3 and is able to perform assigned duties for the new crew position for AWO operations considering the maneuvers or procedures identified in paragraph 5-4 as well as the airborne equipment used for each authorized category of minima. Refer to AC 120-53 for additional information.
5-10. FLIGHT DECK OR AIRCRAFT SYSTEM DIFFERENCES. For AWO programs using aircraft that have several models, training programs should ensure that pilots are aware of any differences that exist and understand the consequences of those differences. Guidelines for addressing differences can be found in AC 120-53 and FSB reports applicable to a particular type.
5-11. RECENCY OF EXPERIENCE.
a. Requirements. Recency of experience requirements specified by §§ 121.439, 135.247,
61.21, 61.66, or in accordance with AC 120-53 normally provide an assurance of the necessary level of experience for AWO operations. In the event that special circumstances exist where crewmembers may not have exposure to the airborne system(s) upon which takeoff and landing minimum(s) are based (e.g. automatic landing system, HUD, EFVS, FD, or SVGS) for periods of time beyond that permitted by §§ 121.439, 135.247, 61.21, 61.66, or AC 120-53, the operator should ensure the recency of experience guidelines are complied with prior to pilots conducting AWO operations predicated upon those systems.
b. Re-Establishing Recency of Experience. In the event that the recency intervals above are allowed to lapse, an FFS refresher, recurrent training, checking event, line operational use in weather conditions better than basic visual flight rules (VFR) minima, flight with a check pilot, or other similar method acceptable to the POI must be used to re-establish recency of experience with that system.
5-12. SIMULTANEOUS TRAINING FOR AWO. Training and qualification may simultaneously address more than one category of minima (i.e., any combination of CAT I, SA CAT I, CAT II, SA CAT II, or CAT III) or may be completed individually, as appropriate.
When combined AWO training is completed, pilots must be aware of responsibilities for each category of minima used, including differences in methods for determination of minima, controlling visibility or RVR, use of correct procedures and call-outs for each category, requirements for airborne equipment for initiation of approach, and response to typical failure cases appropriate for each category of approach.
5-13. SIMULTANEOUS CHECKING FOR AWO. When qualification programs simultaneously address more than one category of minima (i.e., any combination of CAT I,
Par 5-13 Page 52 SA CAT I, CAT II, SA CAT II, or CAT III), testing events may be appropriately combined, and the FAA or operator need not repetitively test each type of approach at each landing category.
However, when different airborne equipment is used as the basis for different minima, the provisions of subparagraph 5-4a(10) still apply.
5-14. CHECKING FOR SA CAT I QUALIFICATION.
a. Additional SA CAT I Requirements. In addition to CAT I qualification completion, flightcrew members should demonstrate proper use of SA CAT I related aircraft systems for which credit is being sought (e.g., HUD, SVGS, RA) as well as approved operator procedures including any provisions specified by an applicable FSB report. Pilots should demonstrate proficiency in SA CAT I approaches. The following events may be accomplished individually or in any combination:
• A normal approach to a landing at SA CAT I minima;
• A normal approach to a go-around at SA CAT I minima;
• Approaches with related aircraft system, navigation system, or flight guidance;
failures;
• An engine-inoperative approach; or
• A go-around from an altitude below DA/DH.
b. Qualified CAT II Flightcrew Members. Qualified CAT II flightcrew members may be considered to be SA CAT I qualified, but may require additional checking unless the same on-board equipment is used for the SA CAT I operation (e.g., HUD is used for SA CAT I while autoland is used for CAT II or lower operations) and they are trained on the differences in accordance with Chapter 3.
5-15. CHECKING FOR CAT II QUALIFICATION. In addition to CAT I qualification completion, flightcrew members should demonstrate proper use of CAT II related aircraft systems for which credit is being sought and also demonstrate the approved operator procedures including any provisions otherwise specified by an applicable FSB report. Pilots should demonstrate proficiency in CAT II approaches. The following events may be accomplished individually, or in any combination:
• A normal approach to a landing at CAT II minima;
• A normal approach to a go-around at CAT II minima;
• Approaches with related aircraft system, navigation system, or flight guidance failures;
• Engine-inoperative approach (if authorized for engine-inoperative CAT II approaches); or
• At least one landing and one go-around from below DA/DH but before touchdown, recognition and proper response to a failure condition, and other relative non-normal conditions or adverse weather situations.
NOTE: SA CAT II aircrew qualification is identical to CAT II qualification;
however, SA CAT II authorization requires a CAT III equipped aircraft.
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5-16. CHECKING FOR CAT III QUALIFICATION. In addition to CAT II qualification completion, for both initial and recurrent qualification, crewmembers should demonstrate proper use of aircraft systems for which credit is being sought and correct procedures as follows, unless otherwise specified by an applicable FSB report:
a. Automatic Systems. At least one automatic landing to a complete stop and one go-around from at or below DH or AH should be demonstrated. If the crewmember has accomplished an automatic landing within a period for autoland currency for that operation and aircraft type, then the automatic landing to a full stop may be waived for recurrent qualification.
b. Manual Systems. Demonstrate at least one landing to a complete stop at the lowest applicable minima and one go-around from low altitude below DH and at least one response to a failure condition during the approach to a landing or a missed approach.
5-17. CHECKING FOR LOW-VISIBILITY TAKEOFF QUALIFICATION.
a. New/Reduced Minima. For new or reduced minimum takeoff authorizations, pilots should have successfully demonstrated in an FFS at least one takeoff at the lowest applicable minima with an engine failure at or after V1, and one rejected takeoff with an engine failure or other appropriate failure prior to V1.
b. No FFS Demonstration. If an acceptable FFS is not available, the demonstration may be conducted in the type of aircraft to be authorized. Representative failure speeds and conditions may be used that do not risk or adversely affect the aircraft or its systems (e.g., tires and brake energy). Use of a view-limiting device for the pilot being evaluated is not necessary.
5-18. EXPERIENCE WITH LINE LANDINGS. When a qualification program has been completed using only an FFS program, at a minimum, the following is recommended before initiating SA CAT I or CAT II/III operations, unless otherwise specified by an applicable FSB report:
a. Automatic Systems. Accomplish at least one-line landing using the auto flight system approved for CAT II/III minima in weather conditions at or better than CAT II, unless a pilot's qualification has been completed in level C or D qualified FFS found acceptable for that autoland system.
b. Manual Systems. For manual systems such as HUD FGSs or vision systems, the PIC must have completed at least ten line landings, using the approved system in the configuration specified for SA CAT I or CAT II/III and at suitable facilities (e.g., facilities having appropriate ground facilities for the lowest minima authorized, or equivalent).
5-19. CREW RECORDS. The operator should ensure records suitably identify the initial and continued eligibility of pilots for AWO. Records should note the appropriate completion of training for both ground and flight qualifications. Additionally, records should note completion of initial, upgrade, recurrent, transition, or requalification training.
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5-20. DUAL QUALIFICATION.
a. Appropriate Training. When qualified in multiple crew positions and/or multiple aircraft types, models, or series, appropriate training and qualification must be completed to ensure each crewmember can perform the assigned duties for each crew position and each aircraft type, model or series. Applicable seat-dependent training and qualification should be completed if a pilot is authorized to serve in either seat.
b. Program Approval. For programs involving dual qualification, the particular operator’s program approval will be based upon the degree of differences involved in the aircraft systems, the assigned duties for each crew position, and criteria such as AC 120-53 related to differences. If a pilot serving as SIC is not expressly restricted from performing PF duties during AWO takeoffs or landings, then that pilot must satisfactorily complete the requirements for a PF regarding maneuvers specified in paragraph 5-4.
5-21. INTERCHANGE. When aircraft interchange is involved between operators, flightcrew members and aircraft dispatchers must receive sufficient ground and flight training to ensure familiarity and competency with respect to the particular aircraft system or systems of the interchange aircraft. Guidelines for differences should be consistent with those specified in AC 120-53 and FSB reports.
5-22. AWO TRAINING FOR USE OF FOREIGN AIRPORTS. Operators authorized to conduct operations at foreign airports with procedures or limitations different than those required within the United States should ensure flightcrew members and aircraft dispatchers are familiar with any differences appropriate to operations at those foreign airports.
5-23. LINE CHECKS. Operators should include assessments of AWO procedures and practices as necessary during line checks when operations are conducted at facilities appropriate for AWO operations or at facilities appropriate for simulating AWO operations.
5-24. SPECIAL PROCEDURES AND/OR SPECIAL QUALIFICATION AIRPORTS.
Certain authorizations/operations may require additional training, qualification, and/or equipage such as Simultaneous Operations using Precision Radar Monitor (PRM) or Converging Approaches. Additionally, special qualification may be required for particular instrument procedures, types of procedures, or airports as determined appropriate by the operator or the responsible Flight Standards office.
5-25. PARTICULAR APPROACH SYSTEM/PROCEDURE QUALIFICATION.
a. Aircraft Equipment Dependent Approach System Qualification. The operator will consult the aircraft-specific FAA FSB Report to ensure that information presented by the approved training or qualification program addresses particular aircraft equipment and any additional issues pertinent to the type aircraft or system used for authorized operations
(e.g., autoland, HUD, EFVS, SVGS). Training should be consistent with the pertinent recommendations of the FAA FSB Report for the applicable aircraft type. Some of the requirements for qualification may be completed in an appropriately qualified FFS or by observation during Operating Experience (OE) or line operations as stipulated in the FSB Report.