Appendix 2 currency requirements applicable to mixed fleet flying. The MDR table identifies a pertinent base aircraft and particular aircraft for which requirements are sought. Note the minimum difference levels that correspond to the pertinent column and row, and special requirements in footnotes, if applicable.
(6) Use of Higher or Lower Difference Levels. Operators will satisfy difference requirements by using the methods acceptable for the specified level or a higher level. Lower level methods may be used in addition to the required levels but may not substitute for the required level or be used exclusively instead of the required level.
FIGURE 1. MASTER DIFFERENCE REQUIREMENTS (MDR) TABLE
TYPE RATING:
BOEING 737
FROM AIRCRAFT Boeing 737 BASIC Boeing 737- 100, -200 (SP77) Boeing 737- 200 ADV Boeing 737-300, -400, -500 (NON-EFIS) Boeing 737-300, -400, -500 (EFIS) Boeing 737-600, -700, -800, -900
TO AIRCRAFT Boeing 737 BASIC Boeing 737-100, -200 (SP77)
A/A/A
(2) NAV-B/B/C
(6) PMS-C/B/C B/A/B
(2) NAV-B/B/C
(6) PMS-C/B/C C*/C*/D C*/C*/D D/D/D
Boeing 737-200 ADV B/A/B
(1) PDCS- C/B/C
(2) NAV-B/B/C
(4) AFCS- C/B/C
(6) PMS-C/B/C A/A/A
(1) PDCS- C/B/C
(2) NAV-B/B/C
(4) AFCS- C/B/C
(6) PMS-C/B/C C*/C*/D
(1) PDCS- B/B/C
(2) NAV-B/B/C
(5) LIMITED
FMS-C/B/C C*/C*/D
(1) PDCS- B/B/C
(2) NAV-B/B/C
D/D/D
(1) PDCS- B/B/C
(2) NAV-B/B/C
Boeing 737-300, -400, -500 (NON-EFIS) C*/C*/D
(5) LIMITED
FMS-C/B/C C*/C*/D
(5) LIMITED
FMS-C/B/C A/A/A
(7) CROSS
SERIES- A/A/B C/B/B (8) C/B/B Boeing 737-300, -400, -500 (EFIS)
(3) C*/C*/D
(5) LIMITED
FMS-C/B/C
(3) C*/C*/D
(5) LIMITED
FMS-C/B/C
(3) C/B/B A/A/A
(7) CROSS
SERIES- A/A/B
(8) C/B/B
(9) PFD/ND- D/C/C
Boeing 737-600, -700, -800, -900
D/D/D D/D/D (8) C/B/B
(9) PFD/ND- D/C/C
(8) C/B/B
(9) PFD/ND- D/C/C
A/A/A
(9) PFD/ND- D/C/C
(11) EDFCS- C/C/C
(7) Differences Within a Series. Differences may exist even within series shown on an MDR table. MDR elements may show requirements from one series to another identified in the footnotes. Such requirements however, apply only if pertinent differences exist between those aircraft.
(8) More Than One Related Aircraft. When an operator assigns a pilot to more than one related aircraft of the same type certificate (e.g., Boeing 737-100/-200/-300/-400/-500/next
Appendix 2 generation), or more than one aircraft with different type certificates (e.g. Boeing 757 and Boeing 767) designated as related, each pertinent requirement of the MDR table applies.
(9) Special Requirements.
(a) MDR Footnotes. Footnotes can be used to credit, constrain, or set alternate levels when special situations apply. Use of footnotes permits accommodation of variations in installed equipment, options, pilot knowledge, or experience on other aircraft, training methods or devices, or other factors that are not addressed by basic levels between aircraft. For example, a footnote may allow credit or apply constraints to the use of a particular flight guidance control system (FGCS), flight management system (FMS), or electronic flight instrument system (EFIS), which is installed on aircraft. Footnotes are an appropriate means to address requirements that relate to specific systems (e.g., flight director and FMS) rather than a particular aircraft. In such instances, generic knowledge or experience with the particular system may be readily transferable between related aircraft. Footnotes may also be used to set different requirements for initial training or checking rather than for recurrent training or checking. When necessary, footnotes are fully described in the body of the FSB report.
(b) Other Limitations. Other limitations may occasionally be identified within a difference level (e.g., C*/C*/C*). The asterisk following the difference level in such instances identifies a special requirement or limitation pertaining to a particular training method or device.
Such notes typically relate to acceptable FSTDs when the FSTD evaluation and approval process or standard criteria of this AC are not available to address a particular situation appropriately.
(10) MDRs for Aircraft with the Same or Different Type Certificate . A single FSB report and MDR table may apply to aircraft that are assigned the same type certificate (TC) with the same type rating (e.g., Boeing 737-100/-200/-300/-400/-500 and next generation). .A single FSB report and MDR table may also apply to different type certificated aircraft (e.g., Boeing 757 and Boeing 767). When it is determined that level E training is required for an aircraft with a same aircraft TC and a different type rating is determined, a single MDR table for all series of that type-certificated aircraft still applies (e.g., Boeing 747 and Boeing 747-400). Minimum acceptable difference levels are assigned based on standard tests described in Appendix 3.
c. Difference Levels.
(1) General Description. Difference levels specify FAA requirements 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. MDRs are specified in terms of difference levels.
Difference levels are used to credit knowledge, skills, and abilities applicable to an aircraft for which a pilot is already qualified and current, during initial, transition or upgrade training for other related aircraft. Operators, who conduct mixed fleet flying where credit is sought, should apply difference levels and address all mixed fleet flying requirements to ensure compliance with FAA requirements necessary to assure safe operations.
(2) Basis for Levels. Difference levels apply when a difference with potential to affect flight safety exists between related aircraft. Differences may also affect knowledge, skills, or Page 5
Appendix 2 abilities required of a pilot. If no differences exist or if differences exist but do not affect knowledge, skills, abilities or flight safety, then difference levels are not assigned nor are they applicable to pilot training and qualification. When difference levels A through E apply, each difference level is based on a scale of differences in design features, systems, or maneuvers. In assessing the effects of differences, both flight characteristics and procedures are considered, since flight characteristics address handling qualities and performance, while procedures include normal and abnormal/nonnormal/emergency items.
(3) Relationship Between Training, Checking, and Currency Levels. While particular aircraft are often assigned the same level (e.g., C/C/C) for training, checking, and currency, such assignment is not necessary. Levels may be assigned independently. For example, an aircraft may be assigned level C for training, level D for checking, and level C for currency (e.g., C/D/C).
(4) Evaluation for Determination of Aircraft Type Ratings.
(a) Aircraft with the same TC being evaluated for type rating determination are assigned the same type rating if training differences are no greater than level D.
(b) Aircraft of the same make having different TCs that have training differences no greater than level D will be assigned different type ratings that may be considered in common with each other.
(c) Aircraft of the same make that have level E training difference requirements will be assigned a different type rating. Aircraft with 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 type rating.
d. Training Difference Levels.
(1) Level A Training. Level A training is that training between related aircraft that can adequately be addressed through self-instruction. Level A training represents a knowledge requirement that, once appropriate information is provided, understanding and compliance can be assumed. Level A compliance is achieved by such methods as issuance of operating manual page revisions, dissemination of operating bulletins, or differences handouts to describe minor differences in aircraft. Level A training is limited to the following situations:
(a) A change that introduces a different version of a system/component for which the pilot has already shown the ability to understand and use (e.g., an updated version of an engine).
(b) A change that results in minor or no procedural changes and does not adversely affect safety if the information is not reviewed or forgotten (e.g., a different vibration damping engine mount is installed, expect more vibration in descent; logo lights are installed, use is optional).
(c) Information that highlights a difference, which is evident to the pilot, inherently obvious, and easily accommodated (e.g., different location of a communication radio panel, a Page 6
Appendix 2 different exhaust gas temperature limit that is placarded, or changes to nonnormal “read and do” procedures).
(2) Level B Training. Level B training is applicable to related aircraft with system or procedure differences that can adequately be addressed through aided instruction. At level B, aided instruction is appropriate to ensure pilot understanding, emphasize issues, provide a standardized method of presenting material, or aid retention of material following training.
Level B aided instruction can utilize slide/tape presentations, computer based tutorial instruction, stand-up lectures, or video tapes. Situations not covered under level A training may require level B (or higher levels) if certain tests described in later paragraphs fail.
(3) Level C Training. Level C training is applicable to related aircraft having part task differences that affect knowledge, skills and/or abilities. Level C training can only be accomplished through use of devices that are capable of systems training. The training objectives focus on mastering individual systems, procedures, or tasks, as opposed to performing highly integrated flight operations and maneuvers in “real time.” Level C may require self-instruction or aided instruction, but cannot be adequately addressed by a knowledge requirement alone.
Training devices are required to supplement instruction, ensure attainment or retention of pilot skills and abilities, and accomplish the more complex tasks, usually related to operation of particular aircraft systems. Typically, the minimum acceptable training method for level C training would be interactive computer-based training, cockpit procedure trainers, or part task trainers (e.g., FMS or traffic collision avoidance system (TCAS)).
(4) Level D Training. Level D training is applicable to related aircraft having full task differences of knowledge, skills, and/or abilities. Level D training can only be accomplished with devices capable of performing flight maneuvers in a dynamic real time environment. The devices enable integration of knowledge, skills, and abilities in a simulated flight environment, involving combinations of operationally oriented tasks and realistic task loading for each relevant phase of flight. Level D training requires mastery of interrelated skills that cannot be adequately addressed by separate acquisition of those skills. However, the differences are not so significant that a full transition training course is required. Training for level D differences requires a training device that has accurate, high fidelity integration of systems and controls, and realistic instrument indications. Level D training may also require maneuvers, visual cues, motion cues, dynamics, control loading or specific environmental conditions. Weather phenomenon such as low visibility, CAT III, or windshear may or may not be incorporated. Where simplified or generic characteristics of an aircraft type are used in devices to satisfy difference level D training, significant negative training must not occur as a result of the simplification. Typically, the minimum acceptable training method for level D training would be flight training device (FTD) level 6.
(5) Level E Training. Level E training is applicable to aircraft having such significant full task differences that a “high fidelity” environment is required to attain or maintain knowledge, skills, or abilities. Training at level E can only be satisfied by the use of a full flight simulator (FFS) qualified at level C or D consistent with FAA criteria. Level E training, if done in an aircraft, should be modified for safety reasons where maneuvers can result in a high degree of risk (i.e., an engine set at idle thrust to simulate an engine failure). As with other levels, when level E training is assigned, suitable credit or constraints may be applied for knowledge, skills, Page 7
Appendix 2 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: Training difference levels specified by the FSB represent minimum requirements. Operators may use a device associated with a higher difference level to satisfy a training difference requirement. For example, if level C differences are assessed due to installation of a different FMS, operators may train pilots using the FMS installed in a FFS as a system trainer if a dedicated part task FMS training device is not available.
e. Checking Difference Levels.
(1) Initial and Recurrent Checking. Differences and related aircraft differences checking addresses any pertinent pilot qualification requirements and any other checks specified by FSB reports. Initial and recurrent checking levels are the same unless otherwise specified by the FSB. In certain instances, it may be possible to satisfactorily accomplish recurrent checking objectives in devices that do not meet initial checking requirements. In such instances, the FSB may recommend certain devices that do not meet initial check requirements for use to administer recurring checks. The POI/Training Center Program Manager, in coordination with the FSB, may require checking in the initial level device when doubt exists regarding pilot competency or program adequacy.
(2) Level A Checking. Level A checking indicates that no check is required at the time of training. A pilot is responsible for knowledge of each related aircraft flown. Difference items should be included as an integral part of subsequent recurring proficiency checks.
(3) Level B Checking. Level B checking indicates that a “task” or “systems” check is required following training. Level B checking typically applies to particular tasks or systems such as FMS, TCAS, or other individual systems or related groups of systems.
(4) Level C Checking. Level C checking requires a partial proficiency check using a device suitable for meeting level C (or higher) difference training requirements following training. The partial check is conducted relative to particular maneuvers or systems determined by the FSB. Example of a level C check: evaluation of a sequence of maneuvers demonstrating a pilot’s ability to use a FGCS or FMS. An acceptable scenario would include each relevant phase of flight that uses the FGCS or FMS.
(5) Level D Checking. Level D checking requires a partial proficiency check for one or more related aircraft following training. The partial proficiency check covers the particular maneuvers, systems, or devices determined by the FSB. Level D checks are performed using scenarios representing a “real time” flight environment and devices permitted for level D difference 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 Page 8
Appendix 2 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 determining a separate type rating. Only the assignment of level E training requirements may result in a separate type rating determination.
f. Currency Difference Levels. The term “currency” as used in this AC addresses experience necessary for safe operation of aircraft as determined 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 will 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 endorsement 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 systems or procedures, and relates to both skill and knowledge requirements. An example would 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 will 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;
Appendix 2
(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 as determined or found acceptable 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 difference training and checking. Other means to re-establish currency include flights with an appropriately qualified check airman, 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 FSB.
Such refamiliarization periods are completed using an operator-established procedure under the supervision of a pilot designated by the operator.
(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.
(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 qualification in which designated maneuvers are performed in a FSTD acceptable for level D currency.
(e) Use of a higher level method (level E currency).
(f) Other methods as determined or found acceptable 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 Page 10
Appendix 2 specified for level D difference 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, or a proficiency check.
(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 FFS for that related aircraft. FSB recommendations 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 FFS) 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 alone does not result in determining a separate type rating. Only the assignment of level E training requirements may result in a separate type rating determination.
(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 difference 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, 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 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 determined 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.
Appendix 2 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 proficiency check using device Designated system D Maneuver devices Partial proficiency check using level 6 or higher FSTD Designated maneuver(s) E Level C or D FFS or aircraft # Proficiency check using level C or D FFS or aircraft Designated maneuver(s) # = New type rating is normally assigned * = FFS or aircraft may be used to accomplish specific maneuvers
g. Operating Experience (OE), Operating Cycles, and Consolidation of Knowledge and Skills. Credits towards 14 CFR part 121 requirements for operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills may be permitted if performed in “designated” related aircraft.
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 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.).
(2) Introduction of new operations (e.g., oceanic operations, Extended Operations (ETOPS)).
(3) Experience for a particular pilot position (e.g., PIC, SIC).
(4) Special characteristics (e.g., effects 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 part 121 may be permitted for takeoffs and landings performed in designated related aircraft.
j. 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 Page 12
Appendix 2 means for operators to comprehensively manage differences and related aircraft differences training 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 within an operator’s fleet as a base aircraft. The base aircraft serves as a reference for comparison with other related aircraft to describe their differences.
(b) 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.
(c) 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 must comply with and be just as or more restrictive than FAA MDRs and other FSB recommendations if they are part of the operator approved training program. Constraints or credits may be applied to all aircraft in a fleet or only to certain aircraft. Constraints or credits may address FSTDs, checking and currency methods, knowledge, skills, procedures, maneuvers, or any other factors that apply to or are necessary for safe operations. Training, checking, and currency 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 approved means of compliance with FAA MDR recommendations. 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.
• FSTD - Flight Simulation Training Device.
• FLT CHAR - Flight Characteristics.
• FMC - Flight Management Computer.
Appendix 2
• FMS - Flight Management System.
• PROC CHNG - Procedural Changes.
• SU - Stand Up Instruction (traditional classroom instruction).
Appendix 2 FIGURE 3-1. DESIGN OPERATOR DIFFERENCE REQUIREMENTS TABLE
EXAMPLE
DESIGN OPERATOR DIFFERENCE REQUIREMENTS TABLE
COMPLIANCE METHOD
CHKG/CURR CURR B
FLT CHK
TRAINING LVL E
LVL D
LVL C
LVL B AVT/ SU/ CBT AVT/ SU/ CBT AVT/ SU/ CBT LVL A
DIFFERENCE AIRCRAFT: 737-300 BASE AIRCRAFT: 737-200 ADVANCED
APPROVED BY (POI):
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