U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: Guidance for Conducting and Use of Flight Standardization Board Evaluations Date: 10/15/08 Initiated by: AFS-200 AC No: 120-53A Change:
1. PURPOSE. This advisory circular (AC) describes an acceptable means, but not the only means, of compliance with the Title 14 of the Code of Federal Regulations (14 CFR) regarding qualification and type rating of flight crewmembers operating under 14 CFRs. Included are criteria for the determination and approval of training, checking, and currency necessary for the operation of aircraft. This AC also describes the process by which the Federal Aviation Administration (FAA) determines the qualification of the pilot in command (PIC) or second in command (SIC) of new or modified aircraft. Details of the systems, processes, and tests necessary to apply this AC are explained in the appendices. This AC is intended to enhance safety by:
• Providing a common method of assessing applicant programs.
• Directly relating pilot training and qualification requirements to fleet characteristics, operating concepts, and pilot assignments.
• Permitting better planning and management of fleets, pilot assignments, and training resources by outlining what FAA requirements apply, what training resources or devices are needed, and what alternatives are possible.
• Permitting timely and consistent decisions about fleet acquisition, integration, modification, or phaseout associated with pilot qualification or pilot assignments.
• Permitting manufacturers to design aircraft that take advantage of new technology or their similarity with existing related aircraft, as appropriate to a particular operator’s fleet.
• Encouraging cockpit standardization by crediting commonality and identifying necessary constraints when differences exist.
• Providing a recommended framework for application of suitable credits or constraints to better address new technology and future safety enhancements.
2. CANCELLATION. AC 120-53, Crew Qualification and Pilot Type Rating Requirements for Transport Category Aircraft Operated under 14 CFR Part 121, dated May 13, 1991, is canceled.
3. FOCUS. This AC addresses aircraft manufacturers or modifiers who design, test, and certificate aircraft. In addition, it applies to operators whose pilots operate several related aircraft of the same manufacturer in a mixed fleet and operators seeking credit for prior pilot experience with related aircraft of the same manufacturer.
4. DISCUSSION.
a. A System for Pilot Qualification. The FAA specifies qualification criteria (minimum training, checking, and currency) for particular aircraft through Flight Standardization Board (FSB) evaluations and findings. FSB findings are described in reports for specific aircraft. The reports provide guidance to certificate-holding district offices (CHDO) for use by principal operations inspectors (POI) and other inspectors. FSB reports and the provisions therein, serve as a recommended basis for the FAA to approve operators’ programs and for pilot certification.
b. Changing Needs. Necessary support for the FSB process is provided by the industry. In the past, procedures varied by manufacturer, individual project, operator, and other factors including:
(1) Introduction of new and related aircraft and increases in the significance of modifications to existing aircraft, particularly with regard to engines or avionics.
(2) Integration of related fleets of aircraft following airline acquisitions or mergers.
(3) Increased dependence on leased aircraft, many of which are configured differently than an operator’s basic fleet.
(4) A wider variety of equipment options available in new or retrofit aircraft.
(5) Introduction of new technology in cockpit enhancements.
5. SUMMARY OF REVISIONS. This AC describes necessary revisions to the FSB process to address uniform, systematic, timely, and comprehensive application of pertinent 14 CFR parts in a changing and increasingly complex operational environment. This AC revision deletes master common requirements due to a lack of practical application. This AC recognizes the concept of reduced differences between related aircraft and defines the training, checking, currency, and recency of experience requirements.
a. This AC revision clarifies, and introduces new terms and concepts. These include:
(1) Clarification of the terms “aircraft type certificate” and “related aircraft”.
(2) The difference between currency and recency of experience is defined.
(3) A definition of “common pilot type rating” now including levels A through D for any aircraft of the same make but of different aircraft type certificates (TC).
(4) Modified checking requirements to embrace the concept of checking only at the difference levels between related aircraft.
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(5) A new term, “common takeoff and landing credit” (CTLC).
(6) An introduction of the T6 test to provide for CTLC (recency of experience) in mixed fleet flying between separate type-certificated aircraft of the same make with common takeoff and landing characteristics. The intent of the T6 test is to provide a comparison of aircraft that have not previously been evaluated for CTLC using the T2 test.
(7) A means to identify and evaluate new technologies that may not be associated with an aircraft evaluation.
(8) A distinction between supervised line flying (SLF) and operating experience (OE).
b. Additional concepts are introduced to uniformly apply the 14 CFR parts applicable to pilot qualification and the differences. The AC’s main concepts are summarized as follows.
(1) Master Difference Requirement (MDR). Master requirements are expressed in the form of MDRs. MDRs are requirements applicable to pilot qualification that pertain to differences between related aircraft. MDRs are specified by the FSB in terms of difference levels.
(2) Difference Levels. Difference levels are levels of training methods or devices, checking methods, or currency methods that satisfy difference requirements between related aircraft. Difference levels specify FSB recommendations proportionate to and corresponding with increasing differences between related aircraft. A range of five difference levels in order of increasing requirements, identified as A through E are each specified for training, checking, and currency.
(3) Operator Difference Requirement (ODR). Operators show compliance with the FAA MDRs through an operator’s specific ODR, which lists each operator’s fleet differences and compliance methods. ODRs specify requirements uniquely applicable to a particular fleet and mixed flying situation and are based on the MDRs. ODRs are those operator specific requirements necessary to address differences between a base aircraft and one or more related aircraft, when operating in mixed fleet flying or seeking credit in transition programs. ODRs include both a description of differences and a corresponding list of minimum training, checking, and currency compliance methods that address pertinent FSB provisions.
NOTE: These and other concepts are more fully described in the appendices.
6. SETTING FAA REQUIREMENTS. The FSB process is made up of proposal development, testing, draft provision formulation, FSB final recommendations and FAA review and approval.
a. Applicant’s Proposals. Aircraft manufacturers or modifiers usually initiate proposals for formulation or amendment of FSB recommendations. This is done in conjunction with application for aircraft type certification or supplemental type certification of an aircraft or system. The FAA, operators, and, in certain instances, other organizations or individuals, may initiate proposals or amendments.
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b. Standardized Tests. A main element of the requirements formulation process is the use of standardized testing to determine pilot qualification requirements. One or more of six tests are applied depending on the proposal’s degree of differences between related aircraft, difference levels sought, and the outcome of any previous tests. Only the necessary tests are used. Tests may be waived or difference levels may be assigned based on operational experience.
c. FAA Formulation and Implementation of FSB Provisions. Following testing and formulation of draft provisions, FSB recommendations are then made specifying MDRs and any necessary supporting information. Supporting information may pertain to operator certification, airmen certification, approval of devices and simulators, and other items necessary for proper application of MDRs. FSB reports should be used as a basis in the evaluation, certification, and approval of operators’ programs.
d. Revision of FSB Provisions. FSB reports are periodically updated when new or modified aircraft are introduced, when requested by an applicant based on OE, or when the FAA determines it is necessary for safety reasons.
e. Pilot Type Ratings. A new pilot type rating is typically assigned when level E training differences are determined between the candidate aircraft and the base aircraft. The pilot type rating determination and any training, checking, and currency specifications established under the testing process of this AC are determined by evaluating the handling qualities and core pilot skills related to the candidate aircraft. Systems such as heads-up display (HUD), Enhanced Vision Systems (EVS), or Synthetic Visions Systems (SVS) may require Level E training without requiring a new pilot type rating. The FSB, with the concurrence of the Air Transportation Division, AFS-200, will make this determination.
f. Common Pilot Type Rating. A common pilot type rating is assigned when no greater than level D training differences are determined between aircraft of the same make with different aircraft TCs.
g. Same Pilot Type Rating. A same pilot type rating is assigned when no greater than level D training differences are determined between aircraft with the same aircraft TCs (series).
7. OPERATOR COMPLIANCE WITH FAA REQUIREMENTS.
a. Obtaining FSB Information. Operators are advised of pertinent FSB information through FAA CHDOs and POIs. Operators may also obtain FSB information from aircraft manufacturers or modifiers, other operators, or other aviation organizations that maintain awareness of FAA policies, and the Web site http://www.opspecs.com.
b. Certificated Operator Compliance with Mixed Fleet Flying. When aircraft are flown in mixed fleets, certificated operators will comply with MDRs and other FSB differences provisions as approved by their Certificate Management Office (CMO) or CHDO. Certificated operators accomplish this by identifying a base aircraft, describing differences that exist between their base aircraft and the candidate aircraft, and by specifying particular means of compliance to satisfy MDRs. Sample FSB ODRs provide guidance for the approval of an operator’s mixed fleet flying program and specify necessary constraints or permissible credits. The description of specific differences and compliance methods are identified in the operator’s ODRs. Constraints Page 4 Par 6
or credits may relate to knowledge, skills, devices, simulators, maneuvers, checks, currency, or any other factors necessary for safe operations. Constraints or credits may be applied generally or only to specific aircraft or pilot positions. Once approved, the operator’s program must be conducted in accordance with these approved ODRs. ODR proposals are provided to the FAA CHDO in a standard tabular format and may be approved by POIs if they address MDRs and other pertinent FSB recommendations. The operator must apply to amend the ODRs when changes occur in the base aircraft, comparison aircraft, and/or training devices that affect the approval basis of the ODRs.
c. Credit between Programs. In addition to mixed fleet flying, ODRs may be used to permit credit between related aircraft in differences or transition training and checking programs, consistent with FSB recommendations.
8. FAA APPROVAL OF OPERATOR PROGRAMS.
a. POI Approval. FAA POIs may approve operator programs based on FSB recommendations. If less restrictive programs are proposed, POIs advise the applicant that:
(1) A request for change of the MDRs must be initiated;
(2) The differences between related aircraft must be reduced or eliminated; or
(3) An alternate approval must be sought following the procedures outlined in 8.b.
NOTE: An example of such a request is an exemption to the applicable requirement of the training section of the operational rule under which the operation is conducted.
b. Limitations of POI Authority. When applicable, POIs may approve programs as recommended by FSB reports and this AC. AC provisions apply because other general constraints are identified such as a limitation on the number of different related aircraft that can be used in mixed fleet flying. If POIs approve programs outside the bounds of the FSB recommendations or these AC recommendations, authorization must be obtained from AFS-200.
Deviation from this AC or FSB recommendations may be approved by AFS-200 when an equivalent level of safety can be demonstrated.
9. APPLICATION OF FSB PROVISIONS TO AIRMEN CERTIFICATION. The evaluation items that FSB reports specify include the following:
• Knowledge.
• Skills.
• Abilities.
• Maneuvers.
• Performance criteria.
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• Other relevant items for proficiency checking or other checks/tests may be identified.
This is appropriate to address any aircraft specific factors effecting the safe operation of that aircraft operated under 14 CFR.
10. TRAINING DEVICE AND SIMULATOR APPROVALS.
a. Standard Devices or Simulators. Standardized training methods, devices, or simulators are associated with each of the training difference levels. Devices or simulators are approved for particular operators by their POIs, consistent with National Simulator Program (NSP) qualification and FSB master requirements.
b. Special Criteria. In some instances, standard device or simulator criteria may not be appropriate for new technology. The FSB may specify additional criteria in FSB reports in these instances.
11. REVIEW AND APPROVAL. This is a process for review of FSB evaluations and approval of FSB reports.
12. APPEAL OF FAA DECISIONS. The Director, Flight Standards Service, AFS-1, assigns responsibility to resolve any appeals of the FSB recommendations or final FAA approvals of the assigned difference levels.
ORIGINAL SIGNED by John McGraw for
James Ballough Director, Flight Standards Service Page 6 Par 10
Appendix 1 APPENDIX 1. DEFINITIONS AND REFERENCES
TABLE OF CONTENTS
1. DEFINITIONS2
2. REFERENCES (current editions)5
Appendix 1 APPENDIX 1. DEFINITIONS AND REFERENCES
1. DEFINITIONS.
NOTE: Definitions provided in Appendix 1 apply exclusively to this advisory circular (AC).
a. Aircraft Evaluation Group (AEG). Federal Aviation Administration (FAA) organization that sets training, checking, currency, pilot type rating, Master Minimum Equipment List (MMEL), and maintenance standards for assigned certificated aircraft types.
AEGs also address operational aspects of aircraft type certification and resolution of service difficulties.
b. Applicant. For the purposes of this AC, an applicant may be a manufacturer, modifier, or operator.
c. Base Aircraft. An aircraft designated by the applicant used as a reference to compare differences with another aircraft.
d. Candidate Aircraft. The aircraft that will be subjected to the Flight Standardization Board (FSB) evaluation process outlined in this AC for comparison purposes.
e. Common Pilot Type Rating. A pilot license endorsement between separate type-certificated aircraft of the same make for the purposes of pilot type rating that passes the testing criteria of the T1 (equivalence) or the T2 (handling characteristics) and T3 (core pilot skills with no greater than level D differences). A common pilot type rating endorsement is issued after a pilot has received differences training and checking, where required, on the type-certificated aircraft for which there is a common pilot type rating designation. The pilot who is receiving the additional endorsement must be current and qualified in the base aircraft;
since, the check is not a “full” proficiency check as defined by Title 14 of the Code of Federal Regulations (14 CFR), but an abbreviated differences check on the differences from the base to the candidate aircraft. The differences check, unless it includes the requirements for a recurrent check, cannot reset the “recurrent clock” (a pilot’s base month for checking purposes).
f. Common Takeoff and Landing Credit (CTLC). CTLC is a program/process that allows recency of experience credit between related aircraft (same make) with the same or different type certificate data sheets (TCDS) that can be demonstrated to have the same handling and flying characteristics during the following:
• Takeoff and initial climb.
• Approach and landing, including the establishment of final landing configuration.
NOTE: The T6 test is used for aircraft that were not tested (T2) during the initial aircraft evaluation for pilot type rating designation.
Appendix 1
g. Configuration. Aircraft physical features, which are distinguishable by pilots, with respect to differences in systems, cockpit geometry, visual cutoff angles, controls, displays, aircraft geometry, and/or number of required pilots.
h. Currency. Currency is the recent experience necessary for the safe operation of aircraft, equipment, and systems as recommended by the FSB.
i. Difference Levels. Difference levels are formally designated levels of training methods or devices, checking methods, or currency methods that satisfy differences requirements between related aircraft. A range of five difference levels in order of increasing requirements, identified as A through E, are specified for training, checking, and currency purposes.
j. Differences Training. Training required before any person may serve as a required crewmember on an aircraft of a type for which differences training is included in the certificate holder’s approved training program.
k. Differences Check. A partial proficiency check of the qualification of a pilot at the difference levels between related aircraft. A differences check can be between series of aircraft on the same aircraft type certificate (TC) or between aircraft of separate aircraft TCs of the same manufacturer.
l. Flight Characteristics. Flight characteristics are handling characteristics or performance characteristics perceivable by a pilot. Flight characteristics relate to the natural aerodynamic response of an aircraft, particularly as affected by changes in configuration and/or flight path parameters (e.g., flight control use, flap extension/retraction, airspeed change, etc.).
m. Flight Operations Evaluation Board (FOEB). The FOEB is responsible for preparation and revision of Master Minimum Equipment Lists (MMELs). The board members are drawn from the FAA.
n. Flight Standardization Board. The FSB is responsible for specification of minimum training, checking, currency, and pilot type rating requirements, if necessary, for U.S. certificated civil aircraft. The board members are drawn from the FAA (AEG, Headquarters, Flight Standards field offices operations personnel).
o. Handling Characteristics. The manner in which the aircraft responds with respect to rate and magnitude of pilot initiated control inputs to the primary flight control surfaces (e.g., ailerons, elevator, rudder, spoilers, cyclic, collective, etc.).
p. Line Oriented Simulation (LOS). Use of a simulator in place of the aircraft to reinforce the understanding of differences between related aircraft. LOS should not be confused with operating experience (OE), which is required by 14 CFR.
q. Line Oriented Flying (LOF). The LOF phase of the test is used at the discretion of the FSB during the T3 test to validate the proposed training and checking. The LOF fully assesses particular difference areas, examines implications of mixed fleet flying, assesses special circumstances such as minimum equipment list (MEL) effects, and evaluates the effects of pilot errors potentially associated with the differences.
Appendix 1
r. Master Difference Requirements (MDR). MDRs are those requirements applicable to pilot qualifications that pertains to differences between related aircraft. MDRs are specified by the FSB in terms of the minimum difference levels. MDRs form the basis for an operator to develop their operator differences requirements (ODR).
s. Mixed Fleet Flying. Mixed fleet flying is the operation of a base aircraft and one or more related aircraft for which credit may be taken for training and/or checking events. The FSB process defines minimum training, checking, and currency difference levels between related aircraft.
t. Operational Characteristics. As used with respect to aircraft, means those features that are distinguishable by limitations, flight characteristics, normal procedures, nonnormal procedures, alternate or supplementary procedures, or maneuvers.
u. Operator Difference Requirements (ODR). If differences exist within an operator’s fleet that affect pilot knowledge, skills, or abilities pertinent to systems or procedures, ODR tables provide a uniform means for operators to comprehensively manage difference programs and provide a basis for FAA approval of mixed fleet flying.
v. Pilot Type Rating. A pilot 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 required for its issuance as determined by regulation and by the applicable FSB report. It is recorded by the FAA on the pilot’s certificate indicating the make, model, and series of aircraft, if applicable. Title 14 CFR may require a pilot type rating to serve as pilot in command (PIC) and in some cases as second in command (SIC) of U.S. civil aircraft.
w. Recency of Experience. With respect to flight experience as required by 14 CFR, means a pilot’s completion of the required number of takeoffs and landings as sole manipulator of the controls within the preceding 90 days.
x. Related Aircraft. Related aircraft are any two or more aircraft of the same make that have been demonstrated and determined to have commonality to the extent that credit between those aircraft may be applied for training, checking, or currency, as documented through MDR and approved by the FSB.
y. Same Pilot Type Rating. A pilot type rating is assigned when no greater than a level D training difference is determined between a series of aircraft with the same aircraft TCs.
z. Series. Aircraft sharing the same aircraft TC. Specific variations that are usually defined by the manufacturer and usually result in an amended aircraft TC.
aa. Supplementary Procedures. Those procedures that are identified in the Flight Crew Operation Manual (FCOM) under the section “Supplementary Procedures” describing procedures not described under the “Normal Procedures” or “Nonnormal Procedures” sections.
bb. Supervised Line Flying (SLF). Supervised experience associated with the introduction of equipment or procedures requiring post qualification skill enhancement during which a pilot Page 4
Appendix 1
occupies a specific pilot position and performs particular assigned duties for that pilot position under the supervision of a qualified company instructor or check airman.
cc. Training Footprint. A training footprint is a summary description of a training program, usually in short tabular form, showing training subjects, modules, procedures, maneuvers or other program elements, which are planned for completion during each day or phase of training.
2. REFERENCES (current editions).
• Title 14 CFR.
• Order 8900.1, Flight Standards Information Management System.
• AC 61-89, Pilot Certificates, Aircraft Type Ratings.
• AC 120-35, Line Operational Simulations: Line Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation.
• AC 120-40, Airplane Simulator Qualification.
• AC 120-45, Airplane Flight Training Device Qualification.
• AC 120-51, Crew Resource Management Training.
• FAA-S-8081-5, Aircraft Type Rating Practical Test Standards for Airplane.
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