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(11) Course and Frequency Selection. For automatic or manual systems which require crew input for parameters such as inbound course or automatic or manually tuned navigation frequencies, the crew should be aware of the importance and significance of any incorrect selections or settings, if not obvious, to ensure appropriate system performance.
(12) Environmental Limits. Description of the limits to which acceptable system performance has been demonstrated for headwind, tailwind, crosswind, and wind shear as applicable, and recognition of unacceptable performance in the case of adverse weather (e.g., windshear, turbulence).
(13) Non-normal or Failure Conditions. Recognition and response to pertinent non-normal or failure conditions, and related non-normal procedure and checklist use for flight guidance, instrument, and supporting systems (electrical, hydraulic, and flight control systems).
(14) 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 flight path tracking.
b. As applicable, the operator may consult the CHDO/POI 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.
7.1.3. Flight Procedures, Operations Specifications, and Other Information.
a. Regulations and OpSpecs. Pilots, and dispatchers if applicable, should be familiar with FAA regulations pertinent to their operation (e.g., sections 91.175, 121.651, 125.381 and 135.225) and OpSpecs applicable to Category I or Category II landing, or lower than standard takeoff minima, as applicable.
b. Crew Duties. Pilots should be familiar with appropriate crew duties, monitoring assignments, transfer of control during normal operations using a “monitored approach” appropriate automatic or crew initiated call-outs to be used, proper use of standard IAPs, special IAPs, applicable minima for normal configurations or for alternate or failure configurations and reversion to higher minima in the event of failures.
c. Visibility and RVR. Pilots, and dispatchers if applicable, should be familiar with proper application of meteorological visibility, METARs, TAFs, RVR, RVV (if applicable), including their respective use and limitations, the determination of controlling RVR and advisory RVR, required transmissometers, appropriate light settings for correct RVR readouts and proper determination of RVR values reported at foreign facilities. Pilots should be familiar with any authorized methods for pilot assessment and reporting of visibility at non-U.S. facilities.
d. Procedures and Charts.
(1) Pilots, and dispatchers if applicable, should be familiar with the proper use of instrument procedures and charts including application of DA(H) and MDA(H), and when to use DA, DH, or an equivalent (e.g., OCA (H)), or MDA as applicable, including proper use and setting of barometric or radar altimeter bugs, use of the inner marker where authorized or required due to irregular underlying terrain and appropriate altimeter setting procedures for the barometric altimeter consistent with the Operators practice of using either QNH or QFE, and if applicable.
(2) Pilots should be aware of when to make suitable cold weather temperature corrections for altimeter systems and procedures, if necessary.
e. Visual references. Pilots should be familiar with the availability and limitations of visual references encountered, both on approach before and after DA(H), if a DA or DH is applicable. Pilots should be familiar with the expected visual references likely to be encountered. Pilots should be familiar with procedures for an unexpected deterioration of conditions to less than the minimum visibility specified for the procedure during an approach, flare
Page 96 Par 7 or roll out including the proper response to a loss of visual reference or a reduction of visual reference below the specified values when using a DA(H) or MDA(H) and prior to the time that the aircraft touches down. The operator should provide some means of demonstrating the expected visual references where the weather is at acceptable minimum conditions and the expected sequence of visual queues during an approach in which the visibility is at or above the specified landing minimums. This may be done using simulation, video presentation of simulated landings or actual landings, slides showing expected visual references, computer based reproductions of expected visual references or other means acceptable to the FAA.
f. Visual Transition. Procedures should be addressed for transitioning from non-visual to visual flight for both the PIC, SIC, as well as the pilot flying and pilot not flying, during the approach. For systems that include electronic monitoring displays, as described in item e above, procedures for transitioning from those monitoring displays to external visual references should be addressed.
g. Unacceptable Displacements. Pilots should be familiar with the recognition of the limits of acceptable aircraft position and flight path tracking during approach, flare and, if applicable, roll out. This should be addressed using appropriate displays or annunciations for the aircraft type.
h. Environmental Effects. Environmental effects should be addressed. Environmental effects include appropriate constraints for head winds, tail winds, cross winds, and the effect of vertical and horizontal wind shear on automatic systems, flight directors, or other system (e.g., HGS) performance. For systems such as head up displays which have a limited field of view or synthetic reference systems (e.g., EVS or SVS) pilots should be familiar with the display limitations of these systems and expected crew actions in the event that the aircraft reaches or exceeds a display limit capability. Extreme temperature or pressure effects should be considered, if necessary.
i. Operator Policies. Pilots, and dispatchers if applicable, should be familiar with the Operators policies and procedures concerning any constraints applicable to Category I or Category II landings, or low visibility takeoff including constraints for operations on contaminated or cluttered runways. Procedures to be used when obscuring of appropriate lighting or markings occurs, and limits should be noted for operations on slippery or icy runways regarding both directional control and stopping performance. Pilots, and dispatchers if applicable, should be familiar with appropriate constraints related to use of braking friction reports. Pilots, and dispatchers if applicable, should be familiar with the method of providing braking friction reports applicable to each airport having instrument landing operations.
j. Response to Aircraft or System Failures. Pilots should be familiar with the recognition and proper reaction to significant aircraft system failures experienced prior to and after reaching the final approach fix and experienced prior to and after reaching DA(H), as applicable. Expected crew response to failures prior to touchdown should be addressed, particularly for Category II operations.
k. 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, before and after passing DA(H) and in the event an abnormality or failure which occurs after touchdown. Pilots should be familiar with appropriate go-around techniques, systems to be used either automatically or manually, consequences of failures on go-around systems which may be used, the expected height loss during a manual or automatic go around considering various initiation altitudes, and appropriate consideration for obstacle clearance in the event that a missed approach must be initiated below DA(H).
l. Navigation Anomalies or Discrepancies. Pilots, and dispatchers if applicable, should be familiar with the need to report navigation system anomalies or discrepancies, or failures of approach lights, runway lights, touchdown zone lights, center line lights or any other discrepancies which could be pertinent to subsequent Category I or Category II operations.
m. International Procedures. Pilots, and dispatchers if applicable, should be familiar with any applicable international procedures including application of OCA, OCH, the applicable State AIP, or regional supplements (if not otherwise addressed by the operator in the FCOM or equivalent), pertinent excerpts from ICAO references (e.g.,
Par 7 Page 97 Manual for All Weather Operations - ICAO DOC 9365AN/910). Regulatory requirements and responsibilities at non-U.S. international airports (e.g., approach ban and “look see” provisions).
n. Performance and Obstacle Clearance. Pilots, and dispatchers if applicable, should be familiar with any applicable aircraft performance or weight limit information to ensure safe obstacle clearance for “all engine,” or “engine inoperative” missed approach, or rejected landing. Applicable performance information should consider applicable flap settings to be used, go-around procedures, acceleration segments if applicable, transition at any time following an engine failure between the specified “all-engine lateral flight path” (or radar vectors) and any specified “engine-inoperative lateral flight path,” using acceptable flap retraction and cleanup height procedures.
o. Flight Plans and Equipment Classification. Pilots, and dispatchers if applicable, should be familiar with use of appropriate flight plan equipment classifications (e.g., Required System Performance (RSP)) affecting eligibility for various takeoff or landing procedures (e.g., flight plan /F, /E designations), and proper alternate airport identification and use, including any takeoff, en route ETOPS, or destination alternates, as applicable.
p. EVS, SVS, or ILM. When a synthetic reference system such as a “synthetic vision system” (SVS) or “enhanced vision system” (EVS) or “Independent Landing Monitor” (ILM) system is used, pilots should be familiar with the interpretation of the displays to ensure proper identification of the runway and proper positioning of the aircraft relative to continuation of the approach to a landing. Pilots should be briefed on the limitations of these systems for use in various weather conditions and specific information may need to be provided on a site-specific basis to ensure that misidentification of taxiways or other adjacent runways does not occur when using such systems.
7.2. Maneuver or Procedure (Flight) Training for All Weather Operations (AWO).
a. Aircraft or Flight Simulator Use. Maneuver/Procedure (Flight) training and evaluation should be provided, and should use appropriate simulation capability. If simulation capability is not available, training or evaluation may be accomplished partially with training devices, or partially or completely in an aircraft. However, when training or evaluation is done using training devices, or with simulators with limited capability (e.g., not Level C or D), or with an aircraft, additional factors or techniques (e.g., use of CBT) may need to be considered by the operator to ensure effective training.
b. Addressing Applicable Regulations. Maneuver or procedure training should generally address applicable part 121 Appendix E or F provisions, an approved AQP Program as applicable, approach and landing events specified in part 61, relevant FAA Order 8400.10 airman certification takeoff and landing provisions, FAA Order 8700.1 for part 125 competency or instrument checks, or FAA ATPC Practical Test Standards (PTS) as applicable, as described or credited below.
c. Types Of Procedures and Conditions to be Addressed. Maneuvers and procedures trained should be keyed to the types of instrument procedures used by the operator, the environment in which they are flown, and any special considerations that may apply to their safe application. Operating policies, procedures, and documentation representative of that applicable to the particular operator should be used. Maneuver and Procedure Training and any necessary evaluation should ensure that instrument procedures can be safely flown considering at least the following factors, as applicable to the specific operator:
(1) Types of instrument procedures used (standard and special, if applicable);
(2) That operator’s manuals, charts, and checklists;
(3) Aircraft type(s) and variants flown;
(4) Flight guidance system(s) used;
(5) NAVAID(s) and visual aids used;
(6) Flightcrew procedures used (e.g., PF/PNF duties, monitored approach, callouts);
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(7) Airport characteristics typically experienced (e.g., Visual aids, transition level, air traffic procedures, meteorological procedures, signs and markings, unusual airport features (elevations, slope) as applicable);
(8) Runway characteristics typically experienced (e.g., representative field lengths, grooving, marking);
(9) Nearby critical terrain or obstruction environment, if applicable;
(10) Relevant environmental conditions (e.g., wind, turbulence, shear, visibility and ceiling conditions, slippery runways, rain or snow effects on visibility);
(11) Lowest Category I or Category II straight-in, or Category I circling minima as applicable; and
(12) Other relevant AWO characteristics (e.g., special instrument procedures).
d. Use of Part 121.Appendix H Level C or D Simulators.
(1) When simulation (e.g., part 121, Appendix H level C or D) is the primary method used for flight training or evaluation for takeoff, approach and landing procedures, appropriate normal, non-normal, and environmental conditions (relevant wind, turbulence, visibility, and ceiling conditions) should be simulated. In this instance, training and evaluation need only be conducted using applicable landing minima and 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).
Multiple requirements for maneuvers may be combined at the discretion of the POI/APM/CMO/CMU, subject to the constraints below (e.g., to preclude the need to repeat various Category I/II/III, approach scenarios for normal approaches, approaches with an engine(s) out, missed approach, landing, rejected landing, and various go-around events). The training benefit of realistic simulation is acknowledged, and credit for use of a representative sample of conditions to be flown, directly using pertinent minima, is considered to be acceptable. Accordingly, when level C or D simulation is used, only a sample of procedural types, environmental conditions, successful crew performance, and other factors listed in c. above need be assessed. However, when such credit for combining events is permitted, the operator and CMO/CMU/POI/APM should nonetheless ensure that the program used leads to flightcrews reliably performing the necessary low visibility procedures under both normal and anticipated non-normal conditions in line service. Acceptable numbers and types of training or demonstration instrument approach procedure events for various types of training or checking or qualification programs are listed in paragraphs 7.2.1 through 7.2.7 below.
(2) In instances where Level C or D simulation is typically used IAW this provision, but the level of simulation capability is temporarily degraded to Level A or B, the operator with CMO concurrence may nonetheless apply provisions of this paragraph on a temporarily basis, until the simulation capability can be returned to level C or D status.
e. Use of Simulators other than Part 121 Appendix H Level C or D, use of Training Devices, or use of an Aircraft. When part 121, Appendix H level C or D simulation (or equivalent) is not used for All Weather Operations (AWO) Qualification (e.g., when an aircraft is used, or a training device(s) level 2 through 7, or visual simulator, or non-visual simulator, or Level A or B simulator, or a simulator qualified for Level C or D but used as an FBS is used) certain restrictions and additional provisions may apply to training or qualification, as follows:
(1) The POI or CMO/CMU may require that during training or evaluations the flightcrew demonstrate satisfactory lateral and vertical flight path tracking performance, to an appropriate tolerance, and to ensure flight path stability after passing DA(H). This is to address the possible lack of visual reference or external environmental disturbances that may exist in real operations but that may be minimal or absent during training or testing in limited capability simulators or simulation devices (e.g., due to lack of visual reference, turbulence or other disturbances being faithfully represented).
(2) The POI or CMO/CMU may require that additional procedures or combinations of procedures be demonstrated, or that limitations apply to credits allowed by this AC in terms of credit for combining maneuvers or
Par 7 Page 99 types of procedures trained, maneuvers demonstrated, or other events evaluated (e.g., for combinations of various Category I, II, or III procedures for ILS, VOR, VOR/DME, NDB, Back Course Localizer, or engine inoperative missed approach or landing procedures).
(3) The POI or CMO/CMU may require additional training or checking event items beyond those identified in this AC below, or those addressed only generically in part 121 Appendix E or F, or in part 61 if applicable (e.g., providing for HUD or autoland qualification where part 121 or 91 only make general reference to items like other special characteristics as necessary).
(4) When using an aircraft for training or testing, the POI or CMO/CMU may require that provision be made for use of a view limiting device for any necessary competency demonstrations. This is particularly applicable to any evaluation of a pilot that has not previously qualified to fly a similar class of aircraft (e.g., large turbojet aircraft), or for a pilot that does not have significant instrument experience beyond that necessary to satisfy minimums for issuance of an FAA commercial pilot’s license with instrument rating.
(5) For use of Level A or B Simulation in lieu of Level C or D Simulation that is temporarily not available, see paragraph 7.2 d. above.
f. Flight Training Maneuvers for Category I or II Landings. Maneuvers may be addressed individually as a respective Category I or Category II maneuver, or an appropriate sample of Category I and Category II maneuvers may be trained and evaluated, if crews are to be both Category I and II qualified. When flightcrews are authorized to use minima for Category III, as well as Category II, samples of maneuvers selected to be performed for training and evaluation may be from appropriate combinations of Category I, II, and III procedures. When found acceptable to the CHDO/POI, each maneuver need not be repeated for each Category of landing weather minima to be authorized.
Flight training for Category I or Category II landing should address at least the following maneuvers:
(1) Normal landings. Normal landings at the lowest applicable Category I or Category II minima, using representative autoflight configurations or combinations of configurations authorized for use (e.g., flight director, autopilot, autothrottles);
(2) Missed approach. A missed approach from the lowest applicable DA(H) and MDA(H), (may be combined with other maneuvers);
(3) Balked landing. A balked landing or missed approach from a low altitude that could result in a touchdown during go-around (balked landing or rejected landing - may be combined with other maneuvers);
(4) System or NAVAID Failures. Appropriate aircraft and ground system NAVAID failures (may be combined with other maneuvers);
(5) Engine Failures. Engine failure prior to or during approach (if specific flight characteristics of the aircraft or operational authorizations require this maneuver);
(6) Low Visibility Rollout. Manual roll out with low visibility at applicable minima (may be combined);
(7) Realistic Environmental Conditions. Landings (in simulation) with environmental conditions at a representative sample of limiting values authorized for applicable Category I or II minima for that operator (e.g., regarding wind magnitude, headwind and crosswind components, turbulence, and runway surface friction characteristics (wet, snow, slippery) may be combined); and
(8) Non-normal configuration approaches and landings. 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 Category I or Category II 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
Page 100 Par 7 combinations of configurations should be demonstrated (e.g., flight director, autopilot, autothrottles, raw data, inoperative electrical or hydraulic components).
(9) Basic Airmanship Skills. In accomplishing items (1) through (8) above, each pilot should demonstrate competence, or be judged to have the necessary competence in “basic airmanship skills” to adequately address:
(a) Manual Control. Manual control, or reversion to manual control of the aircraft, if necessary, (for FBW aircraft, normal law or configuration is acceptable)
(b) Automation. Proper use of automation,
(c). Situation Awareness. Appropriate planning and situation awareness, including terrain awareness,
(d) Detection and coping with adverse environmental factors. Ability to detect and cope with adverse environmental conditions (e.g., applicable crosswinds, turbulence, windshear, convective weather, or adverse airport conditions (e.g., slippery runways)),
(e) Detection and coping with adverse NAVAID factors. Detection Ability to detect and cope with adverse ground system, space system, or NAVAID failures or anomalies), and
(f) Crew coordination and CRM. Proper crew coordination, and crew resource management.
(g) Flight Training Maneuvers for Takeoffs. For low visibility takeoff (RVR less than 2400 RVR), the following maneuvers and procedures should be addressed (may be combined):
i. Normal takeoff,
ii. Rejected takeoff from a point prior to V1 (including an engine failure),
iii. Continued takeoff following failures including engine failure, and any critical failures for the aircraft type which could lead to lateral asymmetry during the takeoff, or
iv. Limiting conditions. The conditions under which these normal and rejected takeoffs should be demonstrated include appropriate limiting cross winds, winds, gusts, and runway surface friction levels authorized.
A demonstration should be done at weights or on runways that represent a critical field length.
h. Demonstration of Appropriate PF or PNF Duties By Each Pilot. During each of the specified maneuvers or procedures, flight crewmembers are expected to perform their respective assignments or duties (e.g., Captain, First Officer, PIC, SIC, Pilot-Flying (PF), Pilot-Not-Flying (PNF)), as applicable. However, PICs and SICs should typically be able to perform either PF or PNF duties, unless otherwise limited by the Operators policies or aircraft characteristics (e.g., if F/Os are precluded by operator policy or system installation (HUD) from serving as PF during certain adverse weather takeoffs or landings). In situations where flight crewmembers are being qualified other than as part of the complete flightcrew (e.g., when two pilots in command are being qualified) or when a pilot other than the PIC is also to be authorized to serve as the PF for low visibility operations, each flight crewmember should individually demonstrate the required maneuvers or procedures, or an acceptable sample of procedures. Relevant procedures are those involving manual control of the aircraft, rather than procedures such as autoland, which may not involve significant differences in PF or PNF skills.
7.2.1. Initial Qualification. Prior to maneuver or flight training, Initial General Knowledge (Ground) Training for “All Weather Operations (AWO)” should be addressed. Coverage of those subjects specified in 7.1 should typically be completed for each pilot having assigned AWO responsibilities.
a. Maneuver or Procedure (Flight) Training addressing suitable for that operator’s Initial Qualification for “All Weather Operations (AWO)” should be conducted. While the number of procedure types covered, number of
Par 7 Page 101 simulator periods, number of training flights, if any, or other factors may vary, coverage should at least address the expected initial assignment of the flight crewmember receiving the initial training. AWO training may be combined with the initial aircraft type qualification training program or it may be done separately as AWO qualification.
Regardless, the operator is expected to provide sufficient initial training to assess knowledge and skills of each new flight crewmember, address any individual area of weakness, ensure each flight crewmember can perform to applicable AQP, PTS, or other relevant standards, and ensure that each crewmember can competently perform the maneuvers or procedures specified in 7.2 above.
b. If weaknesses are identified, the Operator is to provide sufficient remedial training to ensure that any new flight crewmember can perform to applicable FAA Commercial Pilot, Instrument, Multiengine, or ATPC standards, for the applicable aircraft type or variant, and can acceptably use that operator’s policies, manuals, and procedures, before releasing that flight crewmember to IOE or to serve in line operations.
c. When Category I or II minima are based on manual operations using systems like head up displays or flight directors, a number of repetitions of the maneuvers specified in 7.2 above may be necessary to ensure that each of the required maneuvers can be properly and reliably performed.
d. Operators should also ensure that flight crewmembers receiving initial training have appropriate basic airmanship skills related to AWO (e.g., crosswind takeoff and landing skills, ability to fly to an adequate level using raw data, ability to assess and safely cope with adverse runway friction, make adverse weather avoidance judgments), or are provided relevant remedial training.
e. Guidance for acceptable programs related to a particular aircraft type can be found in FAA FSB reports for specific aircraft types. Operators should adhere to FSB guidelines when published, unless otherwise authorized by AFS 400. Sufficient assessment should take place to ensure that the operator has determined that above objectives have been met for each flight crewmember, and that the resulting evaluation or assessment can be documented.
7.2.2. Recurrent Qualification.
a. Recurrent General Knowledge (Ground) Training for All Weather Operations (AWO). Recurrent General Knowledge (Ground) Training for All Weather Operations (AWO) should provide any remedial review of topics specified in 7.1 to ensure continued familiarity with those topics. Emphasis should be place on any program modifications, changes to aircraft equipment or procedures, and review of any occurrences or incidents that may be pertinent. Also, emphasis may be placed on re-familiarization with topics such as mode annunciations for failure conditions or other information which the pilots may not routinely see during normal line operations. Topics to be addressed for each PIC, SIC, or other flight crewmember, or dispatcher if applicable, are those topics necessary for the performance of the assigned duties for each respective flight crewmember or dispatcher in the current assignment.
b. Recurrent Maneuver or Procedure (Flight) Training for All Weather Operations (AWO). Recurrent Maneuver or Procedure (Flight) Training for Category I or II landings and low visibility takeoffs, as applicable, should be provided to ensure competency in each of the maneuvers or procedures listed in 7.2 above.
c. Recurrent Maneuver or Procedure (Flight) Training should be conducted using an approved simulator with an appropriate visual system. In the event that simulation is not available, recurrent flight training may be accomplished in the aircraft, as approved by the CHDO/principal operations inspector considering factors identified in paragraph
7.2 e.
d. Recurrent flight training should include at least assess a “sample” of the applicable Category I or Category II procedures to be used by the Operator. The assessment should emphasize any rare or critical procedures used by that operator which have not otherwise been flown routinely or may not have been flown recently by a flight crewmember, but which may otherwise need to be reviewed. Emphasis may be placed on any critical non-normal procedures (e.g., engine inoperative, system failure cases), and any special emphasis procedures or items found to require attention due to in-service feedback by the operator (e.g., excessively high descent rates near the surface,
Page 102 Par 7 proper VNAV use). At least some procedures should be sampled at or near limiting adverse weather conditions
(e.g., at minimum RVR or limiting wind components or with windshear, or to runways with minimum operationally used field lengths, or at critical terrain airports or at airports having operator-unique special airport procedures).
Repetition of maneuvers frequently accomplished successfully in line operations (e.g., normal ILS, normal autoland) may be de-emphasized by limited sampling and limited assessments of those conditions and procedures.
e. 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 guidance and control such as FMS, autopilot, flight director, or head up display, then the training program should ensure an appropriate level of proficiency using each authorized mode or system. Where Category I or II minima are based on manual control using flight guidance such as provided by a head up flight guidance system, appropriate emphasis should be placed on failure conditions which a pilot does not normally experience in line operations.
f. When takeoff minima are below RVR2400 are approved, recurrent flight training must include at least one rejected takeoff at the lowest approved takeoff minimum used, with an engine failure near but prior to V1.
g. Numbers of maneuvers or procedures to be performed during recurrent training or checking should be sufficient to ensure appropriate flight crewmember performance, but not less than the following:
(1) An engine inoperative approach to a landing and a go around.
(2) Appropriate aircraft or ground system NAVAID failures.
(3) Approaches and landing(s) with environmental conditions at a representative sample of limiting values authorized for applicable Category I or II minima for that operator (e.g., wind components, turbulence, windshear or limiting runways or adverse runway surface friction).
(4) Any special emphasis procedures or items identified by the operator or CHDO/POI.
(5) A low visibility takeoff with critical performance or a suitable failure condition.
7.2.3. Qualification in Conjunction with Advanced Qualification Programs (AQP). Appropriate requalification or recurrent qualification programs may be adjusted as necessary when incorporated in AQP or other single visit training programs. With such programs, however, each of the areas of knowledge specified by paragraph
7.1 and each of the areas of competency specified in paragraph 7.2 must be ensured.
7.2.4. Re-qualification.
a. Credit for previous Category I or II qualification in a different aircraft type or variant, or previous qualification in the same type or variant at an earlier time may be considered in determining the type of program, length of program, required maneuvers to be completed or the repetition of maneuvers for re-qualification for Category I or II operations. Any re-qualification program should ensure that the pilots have the necessary knowledge of the topics specified in paragraph 7.1, and are able to perform their assigned duties for Category I or II or low visibility takeoff considering the maneuvers or procedures identified in paragraph 7.2.
b. For programs which credit previous Category I or II qualification in a different type aircraft, the transition program should ensure that any subtle differences between aircraft types which could lead to pilot misunderstanding of appropriate characteristics or procedures in the new type must be suitably addressed.
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7.2.5. Upgrade Qualification.
a. Credit for previous Category I or II qualification in a different crew position in the same type or variant at an earlier time may be considered in determining the type of program, length of program, required maneuvers to be completed or the repetition of maneuvers for upgrade qualification for an aircraft type authorized for Category I or II operations. Any upgrade program should ensure that the pilot has the necessary knowledge of the topics specified in paragraph 7.1, and are able to perform the new or additional assigned duties for the new crew position for Category I or Category II or low visibility takeoff considering the maneuvers or procedures identified in paragraph 7.2.
b. Credit may also be permitted, as determined appropriate by the CMO, for prior pilot experience with a similar flight deck and flight guidance system (e.g., A330 and A340; B757 and B767). (Also see FAA AC120-53).
7.2.6. Differences Qualification - Addressing Cockpit or Aircraft System Differences. For Category I and II programs using aircraft which have several variants, training programs should ensure that pilots are aware of any differences that exist and appropriately 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.
7.2.7. Recency of Experience. Recency of experience requirements specified by section 121.439 or IAW AC 120-53 normally provides an assurance of the necessary level of experience for Category I or II landing or low visibility takeoff operations. In the event that special circumstances exist where flight crewmembers may not have exposure to particular aspects of the flight guidance system used for long periods of time beyond that permitted by section 121.439 or AC 120-53, then the operator should ensure that the necessary recency of experience is addressed prior to pilots conducting Category I or II landings, or low visibility takeoff operations below RVR 2400.
a. For FMS/RNAV or RNP approaches or automatic landing systems, pilots should specifically be exposed to use of these systems and procedures during training or checking if the crew has not otherwise conducted frequent relevant similar line operations with those systems since the previous training cycle or event.
b. For manual flight guidance landing or takeoff systems (e.g., HUD) a pilot flying should typically be afforded an opportunity to use such systems or procedures in the aircraft or in simulation once each 90 days. If the pilot has not otherwise had an opportunity to conduct line approaches or landings using the manual flight guidance system within the previous 90 days, a simulator refresher, recurrent training or checking event, line operational use in weather conditions better than basic VFR, flight with a check airman, or other similar method acceptable to the POI may be used to re-establish recency of experience with that system.
7.3. Checking or Evaluations.
7.3.1. Checking For Category I Qualification. Testing, checking or evaluation for Category I is basic to qualification for IFR operations, and should be accomplished in conjunction with basic aircraft type or variant qualification for each crew position. Testing or evaluation, if necessary and as necessary, should be keyed to assuring that each pilot has the necessary knowledge and skill appropriate to the type of qualification being completed (e.g., Initial, transition, upgrade, differences, or re-qualification programs) IAW applicable regulations
(e.g., SFAR 58 Approved AQP program, part 121 appendix F, part 61, and applicable FAA ATPC Type Rating Practical Test Standards). (Also see initial, transition, upgrade, or differences paragraphs above.)
7.3.2. Checking For Category II Qualification. Specific testing or evaluation should be completed for Category II qualification. Flight crewmembers should demonstrate proper use of Category II-related aircraft systems and correct procedures including any provisions otherwise specified by an applicable FSB report. If not otherwise addressed by Category I or Category III qualification, pilots should demonstrate proficiency in performing duties related to conduct of Category II approaches including at least the following conditions individually, or in any combination:
a. A normal approach to a landing and to a go-around at or near Category II minima;
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b. Approaches with related aircraft system, navigation system, or flight guidance failures;
c. An engine-inoperative approach (if authorized for engine-inoperative Category II capability);
d. For initial qualification which includes use of an automatic landing system, at least one automatic landing , and if applicable, one automatic go-around from a low approach (at or after DA(H) but before touchdown). The approach or go-around may be conducted in either normal or non-normal conditions, as determined appropriate by the operator and CHDO;
e. For continuing qualification which includes use of an automatic landing system, at least one automatic landing or low altitude automatic go-around (if applicable), with a relevant non-normal condition;
f. For manual flight guidance and control systems (e.g., HUD) one landing at the lowest applicable minima and one go-around from low altitude below DA(H), and at least one response to a failure condition during the approach or missed approach; and
g. Recognition and proper response to other representative non-normal conditions or adverse weather situations
(e.g., Outage NOTAM, NAVAID failure, variable or below minima weather, ILS critical area protection anomaly).
7.3.3. Combined Checking for Simultaneous Category I/II or I/II/III Qualification. When qualification programs simultaneously address Category I and Category II, or Category I, II, and Category III, testing events may be appropriately combined, and the FAA or operator need not repetitively test each type of approach at each landing Category.
7.3.4. Checking for Low Visibility Takeoff Qualification.
a. For new low visibility takeoff authorizations, and unless otherwise qualified for low visibility takeoff IAW FAA AC 120-28D, before using any takeoff minima below RVR 1200, pilots should have successfully demonstrated in simulation 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. If an acceptable simulator is not available, the demonstration may be conducted in the type of aircraft to be authorized for use of takeoff minima below RVR 1200. 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.
7.4. Experience with Line Landings. For Category II, unless otherwise specified by an applicable FSB report for the aircraft type, when a qualification program has been completed using a simulator program other than Level C or D, at least the following experience should be required before initiating Category II operations:
a. For automatic systems at least one line landing using the auto flight system approved for Category II minima should be accomplished in weather conditions at or better than Category II.
b. For manual systems such as head up flight guidance system for Category II, the pilot in command must have completed at least ten line landings using the approved flight guidance system and procedures, in the configuration specified for Category II, at suitable runways and using suitable landing NAVAIDs.
7.5. Crew Records. The operator should ensure that records suitably identify initial and continued eligibility of pilots for Category I or II operations. Records should note the appropriate completion of training and any necessary checking for both ground qualification, flight qualification, initial qualification, recurrent qualification, differences qualification, upgrade qualification, or re-qualification, or recency of experience for takeoffs or landings, or other tracked events (e.g., AQP), as applicable.
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7.6. Multiple Aircraft Type or Variant Qualification.
a. In the event that flight crewmembers are multiply qualified as either captain or first officer, or for performing the duties of the PIC or SIC (e.g., International relief officers), or for flight crewmembers dual qualified between several aircraft types or variants, appropriate training and qualification must be completed to ensure that each flight crewmember can perform the assigned duties for each crew position and each aircraft type or variant.
b. For programs involving dual qualification, principal inspectors should approve the particular operator’s program considering the degree of differences involved in the Category I or II aircraft systems, the assigned duties for each crew position and criteria such as described in AC 120-53 related to differences. If a pilot serving as second in command is not expressly restricted from performing the duties of the pilot in command during Category I or II approaches or low visibility takeoffs below 2400 RVR, then that pilot must satisfactorily complete the requirements for a pilot-in-command regarding those low visibility related maneuvers specified in paragraph 7.2.
7.7. Aircraft Interchange. When aircraft interchange is involved between Operators, flight crewmembers must receive sufficient ground and flight training or qualification assessment 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 any applicable FAA FSB reports.
7.8. Training Regarding Use of Foreign Airports for Category I or Category II Operations. Operators authorized to conduct Category I or II operations or low visibility takeoffs below RVR1200 at foreign airports, which require procedures or limitations different than those applicable within the United States, should ensure that flight crewmembers, and dispatchers if applicable, are familiar with any meteorological reporting, airport, visual aid, NAVAID, or ATS clearance or procedure differences appropriate to operations at those foreign airports.
7.9. Initial Operating Experience (IOE)/Supervised Line Flying (SLF). Any Initial Operating Experience (IOE) or Supervised Line Flying (SLF) conducted by the operator should be consistent with and ensure compliance with applicable provisions of the AWO program of the operator.
7.10. Line Checks, Route Checks, LOE, LOS, or LOFT. Any “Line Checks,” “Route Checks,” LOS, LOE, or LOFT (or other equivalent AQP events) conducted by the operator should be consistent with, and ensure compliance with applicable provisions of the AWO program of the operator.
7.11. Special Qualification Requirements for Particular Category I or Category II Operations. Certain authorizations may require additional Category I or II training or qualification such as specified in paragraph 7.11.1 through 7.11.5 below. Additionally, special qualification may be required for particular instrument procedures, particular types of procedures, or particular airports as determined appropriate by the operator or CMO.
7.11.1. HUD or Autoland. Use of Certain RVR 1800 Authorizations based on HUD or Autoland. Use of lower than standard Category I minima based on use of HGS guidance or Autoland may be authorized. Such authorizations may be requested from the CHDO, and are approved on a case by case basis by AFS-400.
7.11.2. Use of Lowest Category I Minima at Certain Obstacle Limited or Restricted ILS Facilities. Operators may receive an authorization to use the lowest Category I minima at runways otherwise restricted to use higher minima due to near-in obstacles (e.g., KDTW RW21R). Such authorizations may be requested from the CHDO, and are approved on a case by case basis by AFS-400.
7.11.3. Simultaneous Operations Using PRM Radar. For pilot procedures regarding Simultaneous Operations using PRM Radar, see the Aeronautical Information Manual. When these procedures are used by an operator, flightcrews should be suitably briefed on their appropriate use, and how and when to decline their use.
7.11.4. Simultaneous Operations with Converging Approaches and Coordinated Missed Approaches.
Simultaneous Operations with Converging Approaches should be addressed if used by the operator. Pilots should be familiar with how to determine if such operations are in effect, how to program the procedure in the FMS, if
Page 106 Par 7 applicable, how to determine if their aircraft can comply with an applicable missed approach clearance for that particular landing, how to determine if there are any special SIAP or airport procedures to be used, what to do in a contingency, and circumstances in which it may be appropriate to decline such a clearance.
7.11.5. Simultaneous Runway Operations. Simultaneous Operations with land and hold short (LAHSO) ATS clearances should be addressed if used by the operator. Pilots should be familiar with how to determine if such operations are in effect, if their aircraft can comply with a LAHSO clearance for that particular landing, how to determine if there are any special airport markings or lighting to be used, what to do in a contingency if the other aircraft does not respond as expected or cannot stop in the allocated distance, if a failure occurs on either aircraft, or if either or both aircraft must reject the landing, and circumstances in which it may be appropriate to decline such a clearance.
7.11.6. Special Qualification Airports. The operator may identify certain airports as requiring special flightcrew qualification regarding instrument procedures, in conjunction with section 121.445, or in addition to section 121.445
(e.g., due to unusual terrain, obstructions, or weather).
7.11.7. Special Qualification Instrument Procedures or Types of Instrument Procedures. The operator may identify certain instrument procedures or types of procedures as requiring special flightcrew qualification (e.g., due to use of particular flight guidance systems or procedures, or requirements for FTE management, or procedure complexity)
7.12. Special Qualification Requirements for Category II Operations at Certain U.S. Type I ILS Facilities.
Qualification Requirements for Category II Operations at Certain U.S. Type I ILS Facilities requires that flightcrews, and dispatchers if applicable, be familiar with any operational aspects of the applicable OpSpecs for these special operations, the DA(H) and RVR minima to be used, required visibility reports necessary to be used, controlling visibility or RVR to be applied, lighting aids required, and any precautions necessary that may be unique to the airport or Type I ILS facility used.
7.13. Simultaneous Training and Qualification for Category I and II. Training and qualification may be completed individually for Category I and II or may be combined. When combined Category I and Category II training is completed, pilots must clearly be aware of responsibilities for each Category of approach used, including differences in methods for determination of minima, controlling visibility or RVR, use of correct procedures and callouts for each Category, requirements for airborne equipment for initiation of approach with normal configurations, and response to typical failure cases appropriate for each Category of approach.
7.14. Simultaneous Training and Qualification for Category I, II, and III. See AC 120-28D for provisions addressing Category III.
a. Training and qualification may be completed individually for Category I or II, or may be combined for Category I, II, and III.
b. When combined Category I/II/III training is completed, pilots must clearly be aware of responsibilities for each Category of approach used, including differences in methods for determination of minima, controlling visibility or RVR, use of correct procedures and callouts for each Category, requirements for airborne equipment for initiation of approach with normal configurations, and response to typical failure cases appropriate for each Category of approach.
7.15. Credit for “High Limit Captains” (Reference Sections 121.652, 125.379, 135.225). When authorized by the POI, credit for high landing weather minimum limits and required turbojet experience may be authorized consistent with provisions of exemptions authorized for Category I or II qualification credit. Among other provisions of the FAA exemptions, crews eligible for this credit must meet applicable provisions of paragraph 7.1 and 7.2 above.
7.16. Particular Approach System/Procedure Qualification.