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1.6.43 Technical Advisors. Provide technical assistance to the FSB and may include FAA Academy flight instructors, AIR engineers, flight test pilots (FTP), HF specialists, and representatives from OSS.
1.6.44 Test Subjects. FSB test subjects are pilots selected by the FSB to take the applicant’s proposed aircraft training and undergo T-Test evaluation to determine the effectiveness of the training.
1.6.45 Type Rating. A type rating is a one-time, permanent endorsement on a pilot certificate indicating that the holder of the certificate has completed the appropriate training and testing as required by the applicable 14 CFR part. It is recorded by the FAA on the pilot’s certificate indicating the make and type. In some cases, it will include the series of aircraft (e.g., XX-747-400), if applicable.
1.6.45.1 Common Type Rating. “Common type rating” is a term used in certain FSBRs for 14 CFR part 121 air carriers to describe a relationship between type ratings for aircraft of the same make with different TCs that have no greater than Level D training differences. The type rating for a certificated aircraft can be determined to be related to another type rating of another certificated aircraft of the same make provided the aircraft meet the criteria of the T1 (equivalence) or the T2 (handling qualities) and T3 (core pilot skills with no greater than Level D training differences).
1.6.45.2 Same Type Rating. Aircraft with the same TC when evaluated for type rating determination are assigned the same type rating if training differences are no greater than Level D.
1.7 Related Reading Material (current editions).
1. FAA Order 8110.4, Type Certification.
2. FAA Order 8110.48, How to Establish the Certification Basis for Changed Aeronautical Products.
3. FAA Order 8110.112, Standardized Procedures for Usage of Issue Papers and Development of Equivalent Levels of Safety Memorandums.
4. FAA Order 8430.21, Flight Standards Division, Aircraft Certification Division, and Aircraft Evaluation Group Responsibilities.
5. FAA Order 8900.1, Flight Standards Information Management System.
6. FAA Order 9550.8, Human Factors Policy.
7. AC 00-74, Avionics Human Factors Considerations for Design and Evaluation.
8. AC 21-40, Guide for Obtaining a Supplemental Type Certificate.
9. AC 21.101-1, Establishing the Certification Basis of Changed Aeronautical Products.
10. AC 25.1309-1, System Design and Analysis.
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11. AC 120-35, Flightcrew Member Line-Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
12. AC 120-51, Crew Resource Management Training.
13. ACS, as applicable (available at https://www.faa.gov/training_testing/testing/acs):
• FAA-S-ACS-6, Private Pilot – Airplane Airman Certification Standards.
• FAA-S-ACS-7, Commercial Pilot – Airplane Airman Certification Standards.
• FAA-S-ACS-8, Instrument Rating – Airman Certification Standards.
• FAA-S-ACS-10, Remote Pilot – Small Unmanned Aircraft Systems Airman Certification Standards.
• FAA-S-ACS-11, Airline Transport Pilot and Type Rating for Airplane Airman Certification Standards.
• FAA-S-ACS-12, Commercial Pilot – Military Competence Airman Certification Standards.
• FAA-S-ACS-17, Airline Transport Pilot and Type Rating for Powered-Lift Category Airman Certification Standards.
1.8 Background. The AED was established to meet FAA’s operations responsibilities during the type certification process. The AED is comprised of Operations inspectors, Airworthiness inspectors, and HF specialists who work directly with aircraft certification personnel to contribute an operational perspective to engineering activities. The AED advises manufacturers of applicable operational and maintenance requirements during the design and certification process, evaluates continuing airworthiness requirements of newly certificated or modified aircraft and parts, and addresses FS considerations during type certification. The AED manages the FSB, which establishes type ratings, recommends training for a type rating, and establishes minimum training, checking, and currency for differences and related aircraft differences training, when requested or required by rule. FSB responsibilities encompass the processes linked to aircraft certification contained in Order 8110.4, Order 8110.48, and Order 8900.1, Volume 19, Aircraft Evaluation Division.
1.9 Discussion. When requested by industry or required by regulation,7 the AED, through the conduct of an FSB, undertakes analyses of new and related aircraft and their associated systems, for the purpose of providing recommendations for a pilot type rating, pilot training and qualification, and determination of operational suitability, based on the operational parts of 14 CFR under which the aircraft or system(s) will operate. These recommendations are documented in FSBRs for each specific or related aircraft and may be used by an operator to develop its training and qualification proposals. FSB activities include, but are not limited to:
7 Refer to 14 CFR §§ 61.31(a), 61.63(d), 61.157(b), 91.1097(b), 121.418, and 135.341(b).
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1. Participation in compliance and TIA testing to evaluate the operational suitability of an aircraft and its systems,
2. Review of Aircraft Flight Manuals (AFM) and revisions,
3. Establishment of type rating requirements,
4. Participation in crew complement determinations,
5. Participation in emergency evacuation demonstrations,
6. Determination of the acceptability of flightcrew sleeping quarters and flight deck observer seats,
7. Establishment of any unique or special training requirements,
8. Participation in F&R testing,
9. Serving as a member of the Type Certification Board (TCB),
10. Determination of the operational suitability of the aircraft, and
11. Creation and closure of issue papers linked to aircraft certification.
2-1 CHAPTER 2. T-TESTS USED TO EVALUATE TYPE RATINGS AND PILOT
TRAINING, CHECKING, AND CURRENCY
2.1 Preparation. An FSB is typically initiated following an application for a type certificate (TC) or change to a TC (amended TC or Supplemental Type Certificate (STC)) and notification of a certification project from the Aircraft Certification Service (AIR).
Alternatively, the applicant may notify the Aircraft Evaluation Division (AED) directly to request an FSB.
2.1.1 Flight Standards (FS) and AIR Activity Overlap. FSB activities may be performed concurrently with Function and Reliability (F&R) testing upon mutual agreement between the applicant, AIR, and the AED. However, it is important for all parties concerned to understand the risk of not being able to incorporate all the findings discovered in F&R into the FSB evaluated aircraft report. AED operational suitability evaluations for new or modified aircraft should be carried out during certification testing to the maximum extent possible without compromising safety. It is preferred that F&R occurs prior to the FSB, but if conducted concurrently with the FSB in accordance with FAA Order 8110.4, Type Certification, then the applicant should recognize and accept the following risks:
• The FSB may not be able to evaluate the final Aircraft Flight Manual (AFM).
• The FSB may need to be paused and rescheduled for later if significant F&R failures occur or are noted during parallel certification activities.
• The FSB tasks may need to be repeated in the event of an F&R test failure(s).
2.1.2 FSB Activity Request Process. The type rating, differences level definition, and test process are initiated when an applicant presents an aircraft for type certification. If the applicant presents a candidate aircraft to the FSB as a new aircraft type certification with no anticipated application for type rating credit for similarities with aircraft previously type certificated, then the FSB analyzes the training proposal requirements using the Initial Type Rating Training/Checking or Transition Training/Checking Validation— Test 5 (T5). The results of T5 will determine a separate type rating and the recommended training, checking, and currency for that type rating. If the applicant presents an aircraft seeking pilot training, checking, or currency credit, based on similarities with an aircraft previously type certificated, a series of possible tests including the Type Rating Determination Through Analysis—Level A or B Training Only, Functional Equivalence—Level A or B Test 1 (T1), Handling Qualities Comparison Between Aircraft—Test 2 (T2), and System Differences Test and Validation of Training and Checking—Test 3 (T3) are developed and used to determine its level of difference with the base aircraft of comparison (see Chapter 3, FSB Evaluation and Development of Report Recommendations, paragraphs 3.2.4 and 3.2.5). The results of these tests will determine the recommended training, checking, and currency standards applicable to the candidate aircraft. Currency Validation—Test 4 (T4) is used when an applicant seeks an alternate schedule from existing FSB currency recommendations. Common Takeoff and Landing Credit (CTLC)—Test 6 (T6) may permit credit for certain operations between
2-2 different type-certificated aircraft under 14 CFR part 121. Chapter provides more 3 detailed guidance.
2.1.3 Evaluation of Aircraft Differences. To begin the evaluation process for determining aircraft differences, the applicant identifies the base aircraft and the candidate aircraft.
The main differences are identified in the Differences Tables (DT), and, if applicable, the aircraft are then assigned to aircraft groups to be described in Master Differences Requirements (MDR) tables and the FSB Report (FSBR).
2.1.4 Identification of Differences. The applicant identifies aircraft differences with impact on the minimum flightcrew training, checking, and currency recommendations and makes comparisons with the proposed candidate aircraft. A preliminary DT summarizes the identified differences. Since combinations of related aircraft may be numerous, only typical differences are needed at this stage for test definition. Based on the analysis (including preliminary flight test results or flight simulation estimates, if available), the applicant proposes initial or differences levels to eventually be specified in the DT and, if applicable, in the MDR table for the various aircraft combinations.
2.1.5 Proposed Elements of Test Process. The applicant proposes applicable elements of the test process (T1 through T5 and T6 for CTLC) in an evaluation plan. The applicant proposes specific aircraft, times, flight simulation training devices (FSTD), etc., to conduct the required tests for the candidate aircraft as applicable to the T-Test process.
The AED evaluation of operational suitability should be limited to flights necessary for the completion of pilot type rating training and qualification determinations. The FSB Chair, along with the applicant, quantifies required number of flights, sorties, specific test points, and/or maneuvers prior to the operational evaluation. The applicant should include in its proposal any interpretations of expected results using established standards, and any operational evaluation tasks necessary to determine 14 CFR compliance for the pilot to operate in the National Airspace System (NAS). If the FAA operational suitability assessment could not be completed during the type rating, the applicant may propose alternative ways to allow the FSB to validate aircraft or aircraft systems and equipment suitability. One method of demonstrating that the aircraft complies with all applicable 14 CFR regulations for the intended operating 14 CFR part(s) is through the use of a Compliance Checklist. See Figure 2-1 for an example. The applicant should also identify any special, unique, or additional definitions of successful outcomes.
2-3 Figure 2-1. Sample Flight Standardization Board Compliance Checklist With Examples 14 CFR Reference Requirement Equipment FSB Remarks § 61.4(a)(1) and (2)
(a) Each flight simulator used for training must be qualified and approved for—
(1) The training, testing, and checking for which it is used; and
(2) Each particular maneuver, procedure, or crewmember function performed.
Deicing. Production equivalent aircraft did not have a deice option for FSB validation, so the National Simulator Program (NSP) will need to conduct a separate evaluation.
§ 61.45(b)(1)(i) (b) Required equipment (other than controls).
[...]
(i) The equipment for each area of operation required for the practical test.
Cockpit voice recorder (CVR).
AFM was missing a prestart checklist item for crew prior to flight.
§ 91.205(d)(2) (d) Instrument flight rules.
[...]
(2) Navigation equipment suitable for the route to be flown.
Flight management system (FMS).
Very high frequency omni-directional range (VOR) and automatic direction finder (ADF) are not included in prep and check, therefore, an additional flight is required for (full flight simulator (FFS) to aircraft) validation.
…
2.1.6 Test Scope. The scope of T1 through T6 is keyed to basic visual flight rules (VFR) and/or instrument flight rules (IFR) operations in the NAS.
2.1.7 Application Acceptance. An FAA/applicant agreement is reached on the grouping of aircraft, proposed tests, evaluation plans, schedules, test subjects’ expected qualifications, and interpretation of possible outcomes. The FSB Chair will provide feedback to the applicant on its proposal. If the applicant makes any changes to what has already been agreed upon, the applicant will be required to obtain a new acceptance from the FSB Chair prior to conducting an evaluation.
2.1.8 Test Subject Selection. Test subjects are trained, experienced, and current on the base aircraft, if applicable, with no training for the candidate aircraft. The FSB selects FAA
2-4 employees to be test subjects. The FSB may also select non-FAA industry pilots to participate as test subjects. In those cases, the applicant would identify the industry pilots and submit them for FSB acceptance. Non-FAA test subjects participating in testing would not be FSB members. Industry pilot participation is subject to applicable legal requirements and restrictions.
Note: Test subjects may include the 14 CFR part 142 Training Center Program Manager (TCPM) or Fleet Training Program Manager (FTPM), if applicable, at the discretion of the FSB Chair.
2.1.8.1 Test Subject Qualifications. Test subject qualifications are addressed at the time of test specification when a test agreement is reached with the applicant.
The FSB selects test subjects for all T-Tests, which include FAA employees and may also include industry pilots. FSB test subjects for projects involving operational evaluations of transport airplanes with 30 or more passenger seats, or all-cargo or combi derivatives of such an airplane, include pilots of varying levels of experience from air carriers and foreign air carriers that are expected to operate the airplane. Subject selection considers factors such as the following:
1. Background skills of test subject (previously qualified aircraft);
2. General flight experience and currency;
3. Test requirements such as location, short notice access, and skills needed for subjects;
4. Technical areas, qualifications, or experience that subjects should not have, to avoid test prejudice;
5. Eventual FAA geographic- or operator-related distribution requirements for aviation safety inspectors (ASI) and aircrew program managers; and
6. Other special experience as needed for a particular proposal, or deemed necessary by regulations.
2.1.8.2 Number of Test Subjects. The number of test subjects for a T-Test will be determined by mutual agreement between the FAA and the applicant with consideration for the scope of the project (e.g., evaluation of a new, derivative, or modified aircraft; evaluation of operational capability;
evaluation of credits based on aircraft commonalities; etc.) as well as the type of evaluation being conducted (e.g., T2, T3, T5, etc.).
2.1.9 Coordination with AIR for Flight Testing. During preparation for testing and evaluation of results, the FSB Chair coordinates with the appropriate Flight Test and Human Factors Branch (AIR-710) section so that flight characteristic issues, and, in particular, specific handling qualities can be suitably identified and addressed.
2-5 Note: Tests T1 and T2 are conducted in the candidate aircraft or FFS8 for the determination of training, checking, and currency requirements. An alternate FSTD may be used for FSB-selected T-Tests that involve partial task evaluation of systems or components that do not directly relate to aircraft handling qualities or core pilot skills. These types of tests would normally require only a training device with no visual or motion capabilities.
8 T-Tests in an FFS without a validation in the aircraft is at the discretion of the FSB based on the FFS fidelity (realistic indications) and approval from the NSP or attestation that the device is representative of a production equivalent of the aircraft and accepted by the FAA.
2.1.10 S afety Pilot. For the purposes of the FSB, the safety pilot will be provided by and represent the applicant as the pilot in command (PIC), as applicable, based on aircraft design and AED risk management. The safety pilot can only assist the subject pilot in areas unrelated to the handling qualities determination. The safety pilot may:
1. Perform all routine pilot monitoring duties.
2. Set up or adjust systems including those normally operated by the pilot flying in accordance with pretest agreements.
3. Address or resolve procedural impediments.
4. Manage and satisfy checklists.
5. Make normal callouts.
2.2 Type Rating Determination Through Analysis—Level A or B Training Only.
2.2.1 Analysis Process. Typically, with the introduction of a new aircraft, or when training credit is sought in comparison of a base and candidate aircraft, the T1 through T5 testing process determines type rating. Not all changes or modifications to an aircraft or the certification of a related aircraft require flight-testing to assess their impact upon type rating. Type rating determination through analysis may be considered if the changes do not influence aircraft handling, introduce no significant change to systems operation or pilot procedures, and can be addressed at Level A or B training.
2.2.2 Changes Evaluated Through the Analysis Process. The analysis process can be used if the aircraft modifications do not affect its handling or flight characteristics9 as determined by the FSB Chair. Application of a type rating through analysis should be proposed through the applicable AIR or AED branch, as appropriate. In most cases, it should be obvious that the change will not affect aircraft handling, but if additional data is needed to make the determination, the information can be obtained from the assigned AIR branch or through the applicant’s flight test data. The following is a list of typical changes evaluated through the analysis process:
9 Title 14 CFR § 1.1: “Type: (1) As used with respect to the certification, ratings, privileges, and limitations of airmen, means a specific make and basic model of aircraft, including modifications thereto that do not change its handling or flight characteristics. Examples include: DC–7, 1049, and F–27[.]”
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2.2.2.1 Maximum operating weights (revised aircraft Type Certificate Data Sheet (TCDS)).
2.2.2.2 An engine type or thrust change that does not require significant design changes to aircraft flight controls.
2.2.2.3 Maximum passenger capacity (revised aircraft TCDS).
2.2.2.4 Minor avionics upgrades (through STC or manufacturer production line upgrade).
2.2.2.5 Proven Electronic Flight Bag (EFB) installation (through STC or manufacturer production line upgrade).
2.2.2.6 Passenger to cargo conversions or freighter variations of passenger aircraft.
2.2.3 Completion Activities. When the analysis process is completed, outcomes may be documented as a revision to the existing FSBR for the base and/or candidate aircraft, in an AED Summary Report, or in an Operational Suitability Report.
2.2.4 Evaluation by Analysis. An applicant may submit an alternate evaluation plan and propose the criteria for how the FAA may conduct the evaluation by analysis to produce an equivalent level of safety to the current T-Test process found in this AC.
2.3 Functional Equivalence—Level A or B Test 1 (T1).
2.3.1 T1 Test Purpose. The T1 test is conducted to determine if training Level A or B is appropriate between the base and candidate aircraft.
Note 1: If the applicant communicates that the training and/or checking requirements for the candidate aircraft are expected to stay within the Level A or B threshold but includes a T2 test in its proposal, the T1 and T2 tests may be combined by mutual agreement between the applicant and the FSB.
Note 2: If the applicant communicates that the training and/or checking requirements for the candidate aircraft may exceed Level B, the T1 test can be waived, and the evaluation process then moves directly to the T2 test. By waiving the T1, the applicant acknowledges that differences exist between the base and candidate aircraft and understands that training and/or checking requirements up to but not exceeding Level D will apply.
2.3.2 T1 Test Process. Applicants initiate the test process when they propose that the minimum training and checking requirements for the base and candidate aircraft are no greater than Level B differences. T1 is typically conducted using one group of test subjects. Subjects will initially be given a flight check for their base aircraft (in an aircraft or appropriate FFS) to calibrate performance before taking the pertinent flight check in the candidate
2-7 aircraft or FFS.10 The flight check undertaken in the candidate aircraft will address the differences between the base aircraft and candidate aircraft. The test may be administered or observed by more than one FSB member to ensure consistency and uniformity of test procedures and common understanding of subject performance and outcomes.
10 T-Tests in an FFS without a validation in the aircraft is at the discretion of the FSB based on the FFS fidelity (realistic indications) and approval from the NSP or attestation that the device is representative of a production equivalent of the aircraft and accepted by the FAA.
2.3.3 T 1 Successful Test. FSB members decide the outcome of the T1 test consistent with previously agreed-upon criteria. The FSB determines the areas of training required and specifies necessary devices or training limitations. If the T1 test is passed, the pertinent aircraft pairs are assigned to Level A or Level B training differences. Successful completion of T1 results in the designation of a type rating that is either the “same” as or is “in common” with the base aircraft.
2.3.4 T1 Failure of Test. If the T1 test fails and retesting is not considered, Level A or B training and checking differences cannot be assigned. This generally requires completion of T2 and T3. If requesting training credit, the applicant may ask for and receive credit for those items passed in T1. T1 retesting may be considered at the discretion of the FSB.
2.4 Handling Qualities Comparison Between Aircraft—Test 2 (T2).
2.4.1 T2 Test Purpose. The T2 test compares handling qualities between the base and candidate aircraft or FFS11 and establishes whether changes in the number and magnitude of systems, procedures, and pilot interactions with aircraft flight controls for two aircraft can be reasonably designated to be the same type rating, or designated as related aircraft. At the discretion of the FSB Chair, the T2 test may be completed through analysis without requiring an aircraft or FFS flight. Determining if the analysis process can be used typically requires verification that the aircrew handling has not changed significantly as described in the test process. In most cases, it should be obvious that the change will not affect aircraft handling, but if the determination requires additional data, the information is obtained from the assigned AIR branch or through the applicant’s flight test data
(e.g., simulation data, flight test data, or subject matter expert (SME) feedback). With FAA agreement, elements of T2 may be incorporated within the T3 test to verify that an FFS or aircraft training is not needed to address handling qualities.
11 T-Tests in an FFS without a validation in the aircraft is at the discretion of the FSB based on the FFS fidelity (realistic indications) and approval from the NSP or attestation that the device is representative of a production equivalent of the aircraft and accepted by the FAA.
No te: If T2 is conducted on an aircraft that is expected to require a separate type rating with CTLC, credit will be validated by using the T6 process.
2.4.2 T2 Test Process. The applicant initiates the test process when they analyze available flight or simulation test data, and aircraft design or system differences, and determine that handling similarities exist between the base and candidate aircraft or FFS.12 From this
12 T-Tests in an FFS without a validation in the aircraft is at the discretion of the FSB based on the FFS fidelity (realistic indications) and approval from the NSP or attestation that the device is representative of a production equivalent of the aircraft and accepted by the FAA.
2-8 determination applicants make their T2 proposal. Before the test, representatives of the FSB review the T2 test profile to ensure that critical handling quality aspects are examined. The flight evaluation consists of relevant parts of a proficiency check as determined by the FSB Chair. T2 consists of a comparison between selected pilot qualification flight check maneuvers (normal and non-normal) administered first in the base aircraft (using either the actual aircraft or an FFS), then in the candidate aircraft or FFS.13 Although T2 testing should be accomplished in the candidate aircraft, an FFS may be used for the test. Test subjects are evaluated on performance of required maneuvers consistent with standards set by the applicable 14 CFR part and an assessment of the degree of difficulty in performing maneuvers in the candidate aircraft compared to the base aircraft. The test may be administered or observed by more than one FSB member, at the discretion of the FSB Chair, to ensure consistency and uniformity of test procedures and common understanding of subject performance and outcomes.
13 T-Tests in an FFS without a validation in the aircraft is at the discretion of the FSB based on the FFS fidelity (realistic indications) and approval from the NSP or attestation that the device is representative of a production equivalent of the aircraft and accepted by the FAA.
2.4.3 T2 Successful Test. The FSB members decide T2 test outcome consistent with previously agreed-upon criteria. Acceptable pilot performance in completion of designated maneuvers, without training, establishes that the candidate and base aircraft are sufficiently alike in handling qualities to permit assignment of Level B, C, or D differences. The test process can then advance to the T3 test.
2.4.4 T2 Failure of Test. Failure of T2 means that major handling differences exist during critical phases of flight or that numerous less critical differences were identified that warrant training in an FFS or aircraft. Accordingly, Level E differences will be assigned, and the FAA will issue a separate pilot certificate aircraft type designation. With a T2 failure, the next step in the testing process is T5 to validate Level E requirements and the proposed training course. Failure of the T2 does not necessarily mean that the base and candidate aircraft do not share a high degree of system and/or handling commonality. The applicant may elect to use the data collected during the T2 process to justify approval of a shortened type rating course for pilots that are trained on the base aircraft and are transitioning to the candidate.
2.5 System Differences Test and Validation of Training and Checking—Test 3 (T3).
2.5.1 T3 Test Purpose. The T3 test is used to evaluate the proposed differences and/or related aircraft differences training and checking, in devices or aircraft, as appropriate.
2.5.2 T3 Test Process. T3 is a system difference test and a validation of training and checking.
It is used when the equivalent handling test (T2) is successfully completed or when T2 is being incorporated as part of T3. T3 is administered in two phases following differences or related aircraft differences training of a test subject in the candidate aircraft or FFS.14
14 T-Tests in an FFS without a validation in the aircraft is at the discretion of the FSB based on the FFS fidelity (realistic indications) and approval from the NSP or attestation that the device is representative of a production equivalent of the aircraft and accepted by the FAA.
2-9 Note: With the FAA’s agreement, elements of T2 may be incorporated within the T3 test, except when the T2 test is completed through analysis without requiring an aircraft or FFS flight (per paragraph 2.4.1 above).
2.5.2.1 First Phase. After test subjects receive the applicant’s proposed training, they take a pilot qualification flight check to assess pilot knowledge, skills, and abilities pertinent to operation of the aircraft being tested. If a full check is proposed, the tests are similar to those used for T1 as described in paragraph 2.3 above. If a partial check is used, the process is similar, but the FSB determines the test items based on the applicant’s proposals. The first phase will include either a full proficiency check (FPC) as defined by the applicable 14 CFR part, partial proficiency check (PPC) or systems check administered to pilots in the FFS or candidate aircraft.
2.5.2.2 Second Phase. Line-oriented flying (LOF) follows completion of the proficiency check. The LOF phase of the test is used to validate the training and checking proposed, fully assess particular difference areas, examine the number and magnitude of systems, procedures, and pilot interactions with aircraft flight controls relative to implementing Mixed Fleet Flying (MFF), assess special circumstances such as Master Minimum Equipment List (MMEL) effects, and identify the effects of pilot errors potentially related to the differences. The test is done in a real line flight environment that includes typical weather, routes, airports, air traffic control (ATC), and other factors that are characteristic of those in which that aircraft will be operated. LOF tests may be conducted in test aircraft, FFS, or with a combination of these in conjunction with F&R aircraft type certification tests. Since a check only samples pilot knowledge and skills in a limited and highly structured environment, the LOF portion of the test may be used to evaluate complex issues or issues that cannot be fully detailed in a brief flight check.
Note: LOF is an integral part of T3 and must be successfully completed before the initial assignment of differences levels. In developing and selecting scenarios for evaluation during LOF, consider the likelihood of failure occurrence, possible consequences, or the timeliness of pilot discovery and correction.
2.5.3 T3 Successful Test. The FSB members decide the outcome of the T3 consistent with previously agreed-upon criteria and completion of LOF with appropriate pilot performance. Passing T3 leads to setting respective differences levels and validates differences and/or related aircraft differences training and checking at Level B, C, or D differences between related aircraft.
2.5.4 T3 Failure of Test. Failure of T3 occurs with either failure of the check against agreed criteria or unsatisfactory performance during the LOF portion of the test. When a T3 failure is due to deficiencies in the proposed training proposal, T3 may be repeated using different test subjects following revision of the training proposal addressing the deficiencies by mutual agreement between the FSB and the applicant. In certain failure