Appendix 2 checks are performed using scenarios representing a “real time” flight environment and devices permitted for level D differences training. A full proficiency check is typically conducted on the base aircraft, and a partial proficiency check on the related aircraft, covering all pertinent differences.
(6) Level E Checking. Unless specified, level E checking requires that a full proficiency check be conducted in a level C or D FFS. As with other levels, when level E checking is assigned, suitable credit or constraints may be applied for knowledge, skills, and/or abilities related to other pertinent related aircraft. Credits or constraints are specified for the subjects, procedures, or maneuvers shown in FSB reports and are applied through the ODR table.
NOTE: Assignment of level E checking requirements alone does not result in assignment of a separate pilot type rating. Only the assignment of level E training requirements may result in assignment of a separate pilot type rating.
f. Currency Difference Levels. The term “currency” as used in this AC addresses recent experience necessary for safe operation of aircraft as designated by the FSB. Currency issues not specified by the FSB are covered by regulation.
(1) Level A Currency. Level A currency is considered common to each related aircraft.
Thus, assessment or tracking of currency for separate related aircraft is not necessary or applicable. Maintenance of currency in any one related aircraft or a combination of related aircraft will suffice for any other related aircraft.
(2) Level B Currency. Level B currency is “knowledge related” currency, typically achieved through self-review by individual pilots for a particular aircraft. Self-review is usually accomplished by review of material provided by the operator to pilot. Such currency may be undertaken at an individual pilot’s initiative; however, the operator must identify the material and the frequency or other situations in which the material should be reviewed. Self-review may be based on manual information, bulletins, aircraft placards, memos, class handouts, videotapes, or other memory aids that describe the differences, procedures, maneuvers, or limits for the pertinent aircraft that pilots are flying. Examples of acceptable compliance with level B currency are:
(a) The issuance of a bulletin that directs pilots to review specific operating manual information before flying a related aircraft. Level B currency may be regained by review of pertinent information to include bulletins, if that related aircraft has not been flown within a specified period (e.g., fly that related aircraft or have completed a review of the differences in limitations and procedures within a specified number of days).
(b) Pilot certification on a dispatch release that they have reviewed pertinent information for a particular related aircraft to be flown on that trip. Level B currency cannot, however, be achieved solely by review of class notes taken by and at the initiative of an individual pilot unless the adequacy of those notes is verified by the operator.
(3) Level C Currency. Level C currency is applicable to one or more designated systems or procedures, and relates to both skill and knowledge requirements. An example would Page 12
Appendix 2 be establishment of FMS currency, flight guidance control system currency, or other particular currency that is necessary for safe operation of a related aircraft. Establishment of level C for a related aircraft with an FMS would typically require a pilot to fly that related aircraft within the specified period of time or re-establish currency. Currency constraints for level C are established by the FSB. When level C currency applies, pertinent level B currency must also be addressed.
Examples of methods acceptable for addressing level C currency are:
(a) Pilot scheduling practices resulting in a pilot being scheduled to fly a related aircraft with the pertinent system/procedure within the specified period of time;
(b) Tracking of an individual pilot’s flying of related aircraft to ensure that the particular system/procedure has been flown within the specified period of time;
(c) Use of a higher level method (level D or E currency); or
(d) Other methods recommended by the FSB.
(4) Re-establishing Level C Currency. When currency is lost, currency may be reestablished by completing required items using a device equal to or higher than that specified for level C differences training and checking. Other means to re-establish currency include flights with an appropriately qualified check airman/instructor, completion of proficiency training, or a proficiency check. In some instances, a formal refamiliarization period in the actual aircraft with the applicable system operating while on the ground may be acceptable if permitted by the POI.
Such refamiliarization periods are completed using an operator-established procedure under the supervision of a pilot designated by the operator. In the case of a noncurrent SIC, a designated pilot-in-command (PIC) may be authorized to accompany a pilot to re-establish currency.
(5) Level D Currency. Level D currency is related to designated maneuvers, and addresses knowledge and skills required for performing aircraft control tasks in real time, with integrated use of associated systems and procedures. Level D currency may also address certain differences in flight characteristics including performance of any required maneuvers and related normal/abnormal/emergency procedures for a particular related aircraft. A typical application of level D currency is to specify selected maneuvers, such as takeoff, departure, arrival, approach, or landing, which are to be performed using a particular FGCS and instrument display system.
Either a pilot must fly a related aircraft equipped with the FGCS and particular display system sufficiently often to retain familiarity and competence within the specified currency period, or currency must be re-established. Currency constraints for level D are established by the FSB.
When level D currency applies, pertinent level B and level C currency must also be addressed.
Examples of methods acceptable for addressing level D currency are:
(a) Tracking of flights by a particular pilot in a particular related aircraft to assure experience within the specified currency period.
(b) Tracking the completion of specific maneuvers based on logbook entries, Aircraft Communication Addressing and Reporting System (ACARS) data, or other reliable records to assure experience within the specified currency period.
Appendix 2
(c) Scheduling of aircraft or pilots to permit currency requirements to be met with verification that each pilot has actually accomplished the assigned or an equivalent schedule.
(d) Completion of pilot certification, proficiency check, proficiency training, AQP evaluations, or other pertinent events in which designated maneuvers are performed in a device or simulator acceptable for level D currency.
(e) Use of a higher level method (level E currency).
(f) Other methods recommended by the FSB.
(6) Re-establishing Level D Currency. When currency is lost, currency may be reestablished by completing pertinent maneuvers using a device equal to or higher than that specified for level D differences training and checking. Other means to re-establish currency include flight with an appropriately qualified check airman during training or in line operations, completion of proficiency training, a proficiency check, or AQP proficiency evaluation.
(7) Level E Currency. Level E currency may specify system, procedure, or maneuver currency item(s) necessary for safe operations, as identified by the FSB, to be accomplished in a Level C/D simulator for that related aircraft. FSB provisions related to takeoff and landing are applied in a way that addresses needed system or maneuver experience. For example, if FGCS, FMS, EFIS, navigation, or other system or maneuver experience is the basis for a currency requirement, approval of an operator’s program at level E includes the use of those systems in conjunction with satisfying takeoff and landing requirements. In this instance, making three simulator takeoffs and landings in VFR closed traffic without using the FGCS, EFIS, or FMS may not be sufficient to meet level E currency requirements.
NOTE: Assignment of level E currency requirements does not result in assignment of a separate pilot type rating. Only the assignment of level E training requirements may result in assignment of a separate pilot type rating.
(8) Re-establishing Level E Currency. When currency is lost, currency may be reestablished by completing pertinent maneuvers using a device specified for level E differences training and checking. Other means to re-establish currency include flight with an appropriately qualified check airman during training or in line operations, completion of proficiency training, a proficiency check, or AQP evaluation.
(9) Competency Regarding Abnormal/Nonnormal/Emergency Procedures.
Competency for nonnormal maneuvers or procedures is generally addressed by checking requirements; however, in particular abnormal/nonnormal/emergency maneuvers or procedures may not be mandatory for checking or training. In this situation, it may be necessary to periodically practice or demonstrate those maneuvers or procedures even though it is not necessary to complete them during each check. In such instances, the FSB may specify a currency requirement for training or checking applicable to abnormal/nonnormal/emergency maneuvers or procedures that are to be performed. This is to assure that extended periods of time do not elapse in a series of repeated training and checking events in which significant maneuvers or procedures may never be accomplished. When an abnormal/nonnormal/emergency maneuver or procedure is not mandatory Page 14
Appendix 2 and is not accomplished during each proficiency training or proficiency check, but is still important to occasionally practice or demonstrate, the FSB may establish a currency requirement. When designated by the FSB, these currency requirements identify each abnormal/nonnormal/ emergency maneuver or procedure, the currency level applicable, and an applicable time period or any other necessary/appropriate constraints.
(10) Difference Level Summary. Difference levels are summarized in Figure 2 below for training, checking, and currency. Complete descriptions of difference levels for training, checking and currency are given above.
FIGURE 2. DIFFERENCE LEVEL TABLE
DIFFERENCE LEVEL
TRAINING CHECKING CURRENCY A Self instruction Not applicable (or integrated with next proficiency check) Not applicable B Aided instruction Task or system check Self review C Systems devices Partial check using Device Designated system D Maneuver devices* Partial proficiency check using device* Designed maneuver(s) E Simulator C/D or aircraft # Proficiency check using simulator C/D Designed maneuver(s) except takeoff and landings Or aircraft* # = New pilot type rating is normally assigned * = FFS or aircraft may be used to accomplish specific maneuvers
g. Operating Experience (OE) for Aircraft.
(1) Application of OE. Requirements for OE are consistent with provisions for OE specified under 14 CFR.
(2) Credits or Constraints. OE must meet the applicable requirements of the CFR part under which operations are conducted, except that credit for applicable OE in other related aircraft may be permitted. When approved by the FAA, OE associated with differences may be accomplished as part of or in conjunction with line oriented simulation (LOS).
h. Supervised Line Flying (SLF). Experience associated with the introduction of equipment or procedures requiring post qualification skill enhancement during which a pilot occupies a specific pilot position and performs particular assigned duties for that pilot position under the supervision of a pilot instructor or check airman qualified for the operator. One or more of the reasons described below may apply:
(1) Introduction of new systems (e.g., Automatic Dependent Surveillance Broadcast (ADS-B), runway area advisory system (RAAS), etc).
Appendix 2
(2) Introduction of new operations (e.g., oceanic operations, Extended Operations with Two-Engine Airplanes (ETOPS)).
(3) Experience for a particular pilot position (e.g., PIC, SIC).
(4) Special characteristics (e.g., affects of unique airports, mountainous areas, unusual weather, special air traffic control procedures, or nonstandard runway surfaces) on this aircraft.
i. Recency of Experience. Credit towards the recency of experience requirements of 14 CFR may be permitted for takeoffs and landings performed in related aircraft as provided by CTLC. CTLC must be validated through the FSB process and must be carried out in accordance with accordance with the operator’s CTLC approved program.
j. Operator Difference Requirements (ODR).
(1) ODR Purpose. If differences exist within an operator’s fleet, which 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.
(2) ODR Content. ODRs identify a base aircraft, describe differences between aircraft, and show an operator’s methods of compliance with FAA requirements. The FAA approves an operator’s initial ODR and each subsequent revision for the following:
(a) Base Aircraft. ODRs identify an aircraft or group of aircraft (aircraft of the same series with minor configuration differences) within an operator’s fleet as a base aircraft.
The base aircraft serves as a reference for comparison with candidate aircraft. Selection criteria and characteristics of base aircraft are described in paragraphs 6c and 7c.
(b) Candidate/Related Aircraft. ODRs identify particular aircraft flown by an operator within each fleet. ODRs consider only those aircraft and combinations of aircraft actually flown by that operator. ODRs describe differences within an operator’s fleet between the base aircraft and other related aircraft.
(c) Significance of Differences. Differences are described in summary form and are categorized by differences in design features, systems, and maneuvers. Differences are evaluated relative to their effect on either flight characteristics, pilot skills, and/or procedures.
Procedures consider normal, nonnormal, alternate, and recall items. Limitations are considered in conjunction with normal procedures.
(d) Compliance Methods. ODRs show how each operator’s program addresses differences, through description of training, checking, or currency methods for each fleet. ODRs describe the specific or unique constraints or credits applicable, and any precautions necessary to address differences between aircraft. ODRs should comply with and be just as or more restrictive than FAA MDRs and other FSB provisions. Constraints or credits may be applied to all aircraft in a fleet or only to certain aircraft. Constraints or credits may address training devices, simulators, checking and currency methods, knowledge, skills, procedure maneuvers, or any other factors that apply to or are necessary for safe operations. Training, checking, and currency Page 16
Appendix 2 compliance methods are proposed and revised by each operator consistent with ODR examples from a variety of sources that are acceptable to the FAA. ODR examples are found in FSB reports.
(3) Standard ODR Format. ODRs are depicted in tables in summarized form. If necessary, any explanation of details about differences, constraints and credits, precautions or compliance methods are included in attachments or appendices to ODR tables or are cross referenced to other operator documents. Figure 3 shows the general format for ODR tables, including examples of design, systems, and maneuver differences. The far-left column lists design, system, or maneuver differences that are pertinent. The “Remarks” column summarizes specific areas or items of difference. The “Flight Characteristics” and “Procedural Change” columns identify what (if any) difference effects are noted. The “Compliance Methods” section of the table notes the particular operator’s means of compliance with FAA MDR provisions. The following abbreviations apply:
• ACFT - Aircraft.
• AFDS - Auto Flight Display System.
• AVT - Audio Visual Tapes.
• CBT - Computer Based Training.
• EFIS - Electronic Flight Instrument System.
• EICAS - Engine Indicating and Crew Alerting System.
• FBS - Fixed Base Simulator.
• FFS - Full Flight Simulator.
• FLT CHAR - Flight Characteristics.
• FMC - Flight Management Computer.
• FMS - Flight Management System.
• PROC CHNG - Procedural Changes.
• SU - Stand Up Instruction.
Appendix 2
FIGURE 3-1. DESIGN OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE
CURR B
CHKG/CURR FLT CHK
LVL E
LVL D
LVL C
LVL B AVT/ SU/ CBT AVT/ SU/ CBT AVT/ SU/ CBT
COMPLIANCE METHOD
TRAINING LVL A
PROC CHNG NO NO NO FLT CHAR MINOR NO NO
REMARKS
- BODY EXTENSION 104”
- WING TIP EXTENSION 14”
- DORSAL FIN
- w/STC ST01219SE, BLENDED WINGLET
- ADDITION OF FMC/AFDS/AT/IRS ETC.
- GROWTH RELATED CHANGES
DESIGN OPERATOR DIFFERENCE REQUIREMENTS TABLE DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
A P P R O V E D B Y ( P O I ) :
DESIGN FEATURE
AIRPLANE
CONFIGURA-TION
PANEL LAYOUT
WEIGHTS Page 18
Appendix 2 FIGURE 3-2. SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE
CURR
D 90 DAYS + 3 FLT SEG.
CHKG/CURR FLT CHK
C*+OE
LVL E
LVL D
LVL C
CBT/ FMS/ AT
LVL B AVT/ SU AVT AVT/ SU AVT/ SU AVT/ SU
COMPLIANCE METHOD
TRAINING LVL A
PROC CHNG YES YES NO YES YES FLT CHAR NO NO NO NO NO
REMARKS
- RECIRC FAN REPLACES GASPER FAN
- 3 POSITION PACK SWITCH
- FWD OUTFLOW VALVE LIGHT
DELETED
- EQUIPMENT COOLING FAN LIGHT
- ADDITIONAL FAN INSTALLED (EFIS ONLY)
- DISTRIBUTION: MINOR CHANGES
- SP-300 AFDS REPLACES SP-77/SP-177
- AUTOTHROTTLE ADDED*
- AUTOLAND CAPABILITY ADDED* (*ONLY WHEN COMPARED TO SP-77
AIRPLANES)
- LNAV/VNAV
- TO/GA MODE
- MINOR CHANGES IN POWER
DISTRIBUTION
- CANNISTER OPTION ONLY*
- NEW CREW MASKS* (*OPTION ON SOME -200 AIRPLANES)
- DUAL-LOOP DETECTION SYSTEM
- MINOR EXTING. EQUIP. CONFIG CHANGE
- TWO SQUIBS PER BOTTLE
SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
A P P R O V E D B Y ( P O I ) :
SYSTEM 21 AIR COND. &
PRESSURIZATION 22 AUTO-FLIGHT 25 EMERGENCY
EQUIPMENT 24 ELECTRICAL
26 FIRE
PROTECTION
Appendix 2 FIGURE 3-2. SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE (CONTINUED)
CURR
CHKG/CURR FLT CHK
LVL E
LVL D
LVL C
LVL B AVT/ SU
(CBT/ AVT/ SU) AVT/ SU
COMPLIANCE METHOD
TRAINING LVL A
PROC CHNG YES
(YES MIN- OR) YES FLT CHAR MINOR NO
REMARKS
- ADD’L SPOILERS ADDED
- ELECTRIC AIL TRIM
- DUAL CHANNEL MACH TRIM;
TEST BUTTON DELETED
- SPEED TRIM ADDED
- STAB TRIM BRAKE DELETED
- TWO SPEED STAB TRIM
- DIFFERENT STAB TRIM RANGE
- ELECTRIC STAB TRIM OVERRIDE
- ELECTRIC RUDDER TRIM
- AUTOSLAT SYS. ADDED
- TE FLAP PLACARD SPEEDS
- CERTIFIED T/O FLAP SETTINGS
- RUDDER SYSTEM ENHANCEMENT
- (OPTION: BLENDED WINGLET W/
SPEED BRAKE LOAD ALLEVIATION)
- CONTINUOUS FUEL HEAT SWITCHES
DELETED
- FILTER BYPASS LIGHT REPLACES
ICING LIGHT
- FUEL CAPACITY INCREASED
- GND XFER OF FUEL
- AUX TANK (OPTIONAL)
SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
A P P R O V E D B Y ( P O I ) :
SYSTEM 27 FLIGHT
CONTROLS 28 FUEL
Appendix 2 FIGURE 3-2. SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE (CONTINUED)
CURR
CHKG/CURR FLT CHK
LVL E
LVL D
LVL C
LVL B AVT/ SU AVT/ SU AVT/ SU AVT/ SU
COMPLIANCE METHOD
TRAINING LVL A
PROC CHNG YES YES YES NO FLT CHAR NO NO NO NO
REMARKS
- LANDING GEAR XFER UNIT
- SYS A & B SOURCES AND COMPONENTS CHANGED; A & B
INDEPENDENT
- GROUND INTERCONNECT DELETED
- AUTOSLAT PTU
- THRUST REVERSER - ONE ON EACH SYSTEM
- B QUANTITY GUAGE ADDED
- STBY RUDDER ON LIGHT
- ENG INLET ANTI-ICE DELETED
- WING ANTI-ICE OPERATION ON GROUND PERMITTED* (*OPTION ON SOME -200 AIRPLANES)
- EFIS (AS INSTALLED)
- ADI/HIS (AS INSTALLED)
- NAV SWITCH (AS INSTALLED)
- NORM/ALT REPLACES A & B SYS BRAKES
- PAIRED WHEEL ANTI-SKID
PROTECTION ON ALT BRAKES
- TIRE SCREEN DELETED*
- NO TOUCHDOWN OR LOCKED WHEEL
PROTECTION ON ALT BRAKES
- SINGLE ANTI-SKID SWITCH (*OPTION ON SOME -200 AIRPLANES)
SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
A P P R O V E D B Y ( P O I ) :
29 HYDRAULIC 31 FLIGHT
INSTRUMENTS SYSTEM 30 ICE & RAIN
PROTECTION 32 LANDING GEAR
Appendix 2 FIGURE 3-2. SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE (CONTINUED)
CURR
D 90 DAYS + 3 FLT SEG.
B
CHKG/CURR FLT CHK
C* + OE
C*
LVL E
LVL D
LVL C
CBT/ FMS/ AT
FMS/ AT
LVL B AVT/ SU AVT AVT/ SU AVT/ SU AVT/ SU AVT/ SU AVT/ SU
COMPLIANCE METHOD
TRAINING LVL A
PROC CHNG YES YES NO YES YES NO NO FLT CHAR NO NO NO NO NO MINOR NO
REMARKS
- ADDITIONAL SYS ANNUNCIATOR
LIGHTS ADDED
- GPWS MODE 6 WINDSHEAR OPTION* (* OPTION ON SOME -200 AIRPLANES)
- FMCS ADDED
- IRS ADDED
- ANCDU
- DISTRIBUTION MINOR CHANGE
- CFM-56 ENGINES
- NEW INDICATORS
- CASCADING VANES TYPE REVERSER
WITH AUTO RESTOW
- PMC ADDED
- IGN SELECT SWITCH
- AUTOMATIC RECOVERY AVAILABLE IF
IN DUAL CHANNEL
- FLIGHT DIRECTOR GUIDANCE
AVAILABLE (OPTIONAL)
- CHANGED
- GROWTH RELATED CHANGES
SYSTEMS OPERATOR DIFFERENCE REQUIREMENTS TABLE DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
A P P R O V E D B Y ( P O I ) :
SYSTEM 33 WARNING 34 NAVIGATION 36 PNEUMATICS
PERFORMANCE 73, 74, 77, 80
POWER PLANT
LIMITATIONS
WINDSHEAR
EQUIPMENT
Appendix 2 FIGURE 3-3. MANEUVER OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE
CURR D 90 DAYS + 3 FLT SEG.
CHKG/CURR FLT CHK C* + OE C* LVL E
LVL D
LVL C FMS/ AT FME/ AT LVL B AVT/ SU AVT/ SU
COMPLIANCE METHOD
TRAINING LVL A
PROC CHNG SEE APP SEE APP FLT CHAR NO NO
REMARKS
- OPTIONAL USE OF AFDS, AND A/T (ALSO AN OPTION FOR -200 AFCS
AIRPLANES)
- OPTIONAL USE OF FMCS
- OPTIONAL USE OF AFDS, AND A/T (ALSO AN OP;TION FOR -200 AFCS
AIRPLANES)
- OPTIONAL USE OF FMCS
MANEUVER OPERATOR DIFFERENCE REQUIREMENTS TABLE DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
A P P R O V E D B Y ( P O I ) :