Appendix 2
e. Comments Solicited. The FSB proposal is circulated with interested parties representing the manufacturer, operators, and other pertinent FAA organizations such as engineering, flight test, pilots’ associations, and other aviation representatives for comment, relevant information, and recommendations.
f. FSB Final Determinations and Findings.
(1) FSB Determinations. Any comments submitted to the FAA are reconciled, and final FSB determinations are made. Specification of MDRs, example ODRs, acceptable training programs, and other FSB recommendations are completed. Any necessary pilot checking or currency recommendations are identified. Determination of any necessary type rating(s) is made.
(2) Basis for FSB Judgments. FSB judgments are based on review of the applicant’s supporting documentation, proposed ODR tables, test results, and any other pertinent information, such as FAA policies, in-service experience, and results of other similar FSB evaluations. Specifically, FSB report recommendations are based on the following:
(a) Appropriate Data, Evaluation, or Tests. Testing may include aircraft demonstration, simulation tests, device testing, or analysis.
(b) Direct Experience. The industry may have substantial experience with successful operational programs, which can be useful in the assignment of minimum difference level requirements. This experience may include particular training devices, training/checking/currency requirements, and mixed fleet flying.
(c) Indirect Experience. Applicable experience with foreign operators, military programs, or other programs that can establish the suitability of training, checking, or currency standards may be permitted as a means for FSBs to set MDR or ODR levels.
(d) Applicant and Industry. FSB recommendations are set following solicitation and review of comments.
(3) FSTD Characteristics. Minimum characteristics for FSTDs for training, checking, or currency are noted using 14 CFR part 60 FSTD definitions. When standard criteria for FSTDs are not appropriate for an aircraft, the FSB identifies suitable criteria to be applied and coordinates with the FAA National Simulator Program (NSP). Standard FSTDs applicable to each difference level are shown in Figure 7.
Appendix 2 FIGURE 7. STANDARD METHOD AND FLIGHT SIMULATION TRAINING DEVICE
Difference Level Difference Level Definition Methods FSTD A Self instruction Bulletins Manual revisions Handout material ------------------------- B Aided instruction Slides/video tapes Standup instruction CBT ------------------------- C System devices ------------------------- FTD or FFS D Maneuver devices ------------------------- Level 6 or higher FSTD E Level C or D FFS or aircraft ------------------------- Level C or D FFS or aircraft
g. FSB Report Preparation Distribution and FAA Application.
(1) Report Preparation and Approval. After MDRs are finalized, the FSB report is prepared and approved. Sufficient background or explanatory material is provided in the report to permit FAA personnel to apply FSB recommendations. The following are elements of an FSB report:
(a) Purpose and applicability,
(b) Type rating requirements,
(c) MDRs,
(d) Acceptable ODR tables,
(e) FSB specifications for training,
(f) FSB specifications for checking,
(g) FSB specifications for recency of experience,
(h) Aircraft regulatory compliance checklist,
(i) FSB specification for FSTDs,
(j) Applications,
(k) Alternate Means of Compliance, Page 29
Appendix 2
(l) Regulatory Coordination and Approval, and
(m) Board Record.
(2) FSB Report Distribution. The FSB report is posted on the FSIMS under Publications for implementation in approval of particular operators’ programs. The FAA technical requirements described in FSB reports are primarily intended for the operators use to develop programs that will be approved by the FAA.
(3) FSB Report Implementation. FSB recommendations and guidance are provided to FAA field offices through FSB reports for each aircraft. These reports are recommendations to FAA offices to identify acceptable criteria for modifying flightcrew member training and qualification programs under the applicable CFR. FSB recommendations set acceptable standards by which FAA inspectors approve, review, correct, or limit individual operator’s programs. The FSB report is the basis for approval of modifications of training, checking, and currency programs approved by the FAA.
h. FSB Report Revision.
(1) General FSB Revision Process. A general revision process is established to update determinations and findings contained in FSB reports. Revisions may be needed annually for active fleets with numerous change requests. Revisions may be needed infrequently for aircraft not undergoing significant change.
(2) Revisions for New Aircraft. When an applicant proposes to develop or add a series of a type-certificated aircraft, MDRs and other FSB recommendations are revised to address that series. If an applicant initiates this action, the procedures noted in paragraph 5 regarding initial determination of minimum training, checking, currency, and type rating requirements are followed. If an operator proposes to add an aircraft that is not covered within an existing FSB report (e.g., a foreign manufactured aircraft) POIs should consult with the pertinent AEG. An FSB will determine the best method of addressing the development of the necessary FSB report.
This is particularly important for older aircraft fleets in which differences may be significant, but manufacturer support is no longer available and aircraft imported into the United States that have been used only by foreign operators.
(3) Revision for Aircraft Modified by Operators. When an aircraft is to be modified by an operator, the POI determines if the change affects MDRs, example ODRs, or other FSB report recommendations. The criteria for this assessment includes whether or not the difference affects pilot knowledge, skills, or abilities pertinent to flight safety. If a change meets the criteria, the operator should supply the POI with a difference description, an analysis of the effects of the difference and a proposed training program for the difference. The POI evaluates the proposal and if it is acceptable, seeks concurrence from AFS-200. AFS-200 will advise the applicable AEG/FSB. The AEG/FSB may concur with the POI’s analysis or propose other action. If FSB action is proposed and accepted by AFS-200, the AEG will initiate that action through the FSB chairman. The FSB may require that additional information or analysis be provided or that the entire test process or parts thereof be applied. The AEG may authorize the POI to approve Page 30
Appendix 2 assignment of the difference level. Changes to the MDRs will be made through the normal FSB revision process.
6. OPERATOR’S APPLICATION OF FSB RECOMMENDATIONS, PREPARATION, USE, AND REVISION OF ODRs.
a. General.
(1) Process Overview. FSB reports contain MDRs and other recommendations that are applied by FAA offices in approving operators’ flightcrew member training and qualification programs when operating mixed fleets. MDRs are applied through a particular method that identifies specific ODRs and compliance methods. This is necessary so that regardless of which aircraft is flown, uniform training, checking, and currency standards are met within the constraints of the applicable CFR. Paragraph 6 describes operator application of MDRs and other FSB recommendations for training, checking, and currency. This is done through operator preparation and FAA approval of ODRs for each operator. This AC and FSB reports comprehensively address differences and related aircraft differences training, checking, and currency for each aircraft when aircraft are used in mixed fleet flying. ODRs are used to identify credits or constraints between related aircraft. The overall process for operator application of MDRs and development, approval, use, and revision of ODRs is shown in Figure 8.
(2) Availability and Use of FSB Information. FSB recommendations are made available to operators through FAA CHDOs, applicants, industry trade associations, posted on the FSIMS under Publications, or other sources. When preparing training programs for specific fleets, individual operators apply the requirements of the applicable FSB report.
b. Application of MDRs and Preparation and Use of ODRs.
(1) Need for ODRs. When operating a mixed fleet, operators prepare the necessary ODR table proposals to describe their particular fleet and show compliance methods. This is done to assess effects of differences, plan compliance methods, and obtain POI approval for that operator’s specific program. ODR tables must be prepared and approved by the FAA for each fleet in which FSB recommendations are established.
(2) Operator Responsibilities. The operator’s responsibilities include:
(a) Specification of a base aircraft.
(b) Identification of differences between the aircraft within a mixed fleet.
(c) Preparation of proposed ODR tables.
(d) Assessment and description of the effects of the differences on training, checking, and currency.
(e) Proposal of training, checking, and currency methods consistent with MDRs, FSB recommendations, and authorized deviations.
Appendix 2
(f) Presentation of proposed ODR tables with necessary supporting information to the FAA POI for approval.
(g) Revision of ODR tables when aircraft are introduced, modified, phased out, devices change, or MDRs change.
(3) Use of Standard ODR Format. A common format for ODR tables is used to facilitate preparation, review, use, comparison with MDRs, and ensure consistency of application and approval by POIs. The common format is used in all cases where ODR tables are required except when only a few minor differences exist and level A applies. In this event, letters between an operator and FAA containing the necessary information and approval may suffice if acceptable to the POI.
(4) Minimum Threshold for ODR Preparation. Within the mixed fleet, a minimum threshold for preparation of ODR tables occurs when there are differences that potentially affect knowledge, skills, or abilities necessary for flight safety. Differences not related to this criterion need not be addressed in ODR tables.
(5) ODR Description and Examples. ODRs are described in paragraph 4. Examples of acceptable ODR tables for a particular type-certificated aircraft are shown in each FSB report.
(a) Systems Shown on the ODR Table of Figure 3. An example of several pages from an ODR table is shown in Figure 3. Figure 3 shows the application of ODRs to address systems differences and compliance methods. In Figure 3 differences are grouped in the order associated with a typical operations manual. Air Transport Association of America (ATA) code numbers are shown for cross-reference. The “Remarks” column depicts differences and the “Flight Characteristics” and “Procedural Change” columns address effects of differences.
(b) Maneuvers Shown on the ODR Table of Figure 3. The “Remarks” column depicts differences. The “Flight Characteristics” and “Procedural Change” columns address effects of differences. The reference “SEE APP” refers you to an appendix to the table, which the operator prepares to more fully list and explain the particular procedural changes that pertain to the maneuver in the “Procedural Change” column.
c. Selecting Base Aircraft. An operator chooses a base aircraft from one of the aircraft operated. Base aircraft are defined in Appendix 1. Additional information regarding base aircraft selection is in paragraph 7.
d. Identification of Differences and the Analysis of Effects of Those Differences.
Differences must be described between base aircraft and other related aircraft. Differences may also be described from any related aircraft to each other related aircraft. As long as a complete and clear relationship can be drawn from the base aircraft to each other related aircraft and all MDR requirements are met from the base aircraft, to each other related aircraft, there is no need to describe each possible combination of aircraft. This permits a comprehensive identification of differences that exist in the fleet, determines the effects of those differences, and shows compliance methods. Differences are generally organized to follow an operations manual or flight manual to facilitate use and review, and should be categorized by design, systems, and maneuvers. Effects of differences are stated in terms of effects on flight characteristics and Page 32
Appendix 2 procedures. Procedures include normal, nonnormal, alternate, emergency, and recall procedures, as applicable. Since complete descriptions may be to lengthy for direct incorporation in ODR tables, appendices, or references to other operator’s documents may be used to describe differences or effects. Some differences or effects may be repeated in the analysis. For example, an FMS difference may be noted in both a navigation system section and maneuver section associated with preflight setup. The objective is to assure each difference that pertains to pilot training, checking, or currency is identified and addressed.
e. Identification of Compliance Methods. Once differences and difference effects are described, methods of comprehensively addressing each difference (compliance methods) are shown. With the difference descriptions, redundancy may occur. The same training or checking compliance item shown for one item may also be associated with and credited for other items.
The objective for description of compliance methods is to show that each difference is addressed in some appropriate way, to show that the method and level chosen is consistent with the FSB MDRs, and example ODRs at a level at least equal to that required by the MDRs.
f. When Proposed ODR Compliance Methods Do Not Meet MDRs. If proposed ODR compliance methods do not satisfy MDRs or other FSB report constraints, the following alternatives exist:
(1) Differences may be reduced or eliminated by modification of aircraft, systems, or procedures.
(2) Other training methods or devices that fully comply with MDRs and other FSB recommendations may be acquired, leased, or otherwise applied.
(3) Pilot assignments may be separated for a fleet so that mixed flying of related aircraft does not occur.
(4) MDR change proposals may be requested through FAA POIs to the FSB. If FSB authorized changes to the MDRs are made, the operator may then apply the revised criteria.
g. Application, Review and Approval. Paragraph 7 describes the FAA review and approval process. The process is summarized here to facilitate ODR table preparation. An operator submits the proposed ODR tables and necessary supporting information to the POI to apply for differences and/or related aircraft differences program approval. The supporting information may include any appendices to the ODR tables necessary for evaluation of the proposal, a transition plan if needed, and a proposed schedule for implementation. POIs may also require review of such pertinent and additional information as copies of bulletins, manuals, or other training materials, before they approve proposed ODRs. If devices are proposed that are not approved by the POI, or evaluated by the NSP, a review and approval of those training devices may be necessary before ODR approval. Sufficient lead-time must be provided to the FAA for review. Lead-time depends on such factors as the complexity of program, proposed difference levels, number of related aircraft, other operator precedents already set, and FAA experience with the proposed aircraft, training devices, and methods. Many noncontroversial level A changes can be reviewed and approved in a few days. Complex programs with many related aircraft can require months for review and approval. It is the operator’s responsibility to Page 33
Appendix 2 consult with the POI to ensure that sufficient lead-time is provided to review initial submissions or changes. At least 60 days notice is acceptable for most programs. After the operator submits the program proposal, POIs compare the proposed ODR with the FSB report recommendations including the MDRs. POIs consult pertinent FAA policy directives (orders, notices, Safety Alerts for Operators (SAFO), etc.) for interpretations or guidance in accomplishing the review. If ODRs are consistent with authorized deviations and FAA policies and within the constraints of the MDRs and example ODRs, the POI will approve the operator’s ODR tables and its proposed differences and/or related aircraft differences program. When approved by the FAA, ODRs establish the basis for training, checking, and currency programs for a given fleet for that operator.
h. Transition Period for ODR Implementation. In certain instances, a transitional period, agreed upon by the POI with FSB concurrence, may be necessary to permit operators to continue operations under previously approved programs until they are able to comply with POI-approved FSB recommendations. This is necessary when these recommendations are initially set or revised and they require lead-time for program preparation, device acquisition, or to revise previously approved programs.
i. ODR Revision. ODR revisions are initiated when changes occur in an operator’s fleet relating to differences, difference effects, or compliance methods. ODR revisions are appropriate when such changes affect pilot knowledge, skills, or abilities relevant to flight safety. Examples of program changes or factors that may require ODR revision include:
(1) Addition or deletion of aircraft in a fleet;
(2) Modification of base aircraft or related aircraft in a fleet;
(3) Change of base aircraft;
(4) Discontinuation of use, addition of new or modification of training devices referenced by ODRs;
(5) Revision of training methods with a resulting change in compliance levels;
(6) Changes in effects of differences such as revised procedures, performance, or flight characteristics;
(7) FAA revision of MDRs or other FSB recommendations;
(8) Adverse in-service experience or training and checking experience that dictates inadequacy of ODRs, MDRs, or other FSB recommendations;
(9) FAA surveillance results, enforcement actions, or failure of an operator to comply with provisions of their approved ODRs; and
(10) Other factors as determined by the POI.
NOTE: Revisions to ODRs are approved using the same procedures as for initial ODRs approval.
Appendix 2 FIGURE 8. FLIGHT STANDARDIZATION BOARD PROCESS
7. FAA REVIEW AND APPROVAL OF OPERATOR PROGRAMS.
a. General. FAA has the responsibility for review, approval, and continuing surveillance of individual operator programs consistent with this AC and FSB recommendations. Within a CHDO or FSDO, POIs have the responsibility for program review and approval.
FSB PROCESS ORDER 8900.1
OTHER REQUIREMENTS
MDR TABLE
POI REVIEW & AFS-200
NONCURRENCE FSB REPORT FAA
APPROVED ODR
TABLE(S)
OPERATIONS
PROPOSED ODR
TABLE(S) (FROM OPERATOR)
CHDO FSB
ODR REVISIONS MDR
REVISION
REQUESTS (IF
NEEDED)
APPROVAL OF TRAINING
PROGRAM(S) CHECK AIRMEN OPSPECS ETC.
MDR-Master Difference Requirements ODR-Operator Difference Requirements POI-Principal Operations Inspector FSB-FAA Flight Standardization Board OPSPECS-Operations Specifications
Appendix 2
b. Operator Application of ODRs.
(1) Operators Using Related Aircraft in Mixed fleet Flying. If FSB recommendations are published, operators operating aircraft in mixed fleet flying in accordance with the applicable CFR may apply recommendations of this AC and the FSB report.
(2) Threshold Requiring ODR Preparation. Even though an operator has different configurations of aircraft used in mixed fleet flying, there is some threshold below which ODR tables and POI approval is not required. The threshold requiring AC and ODR application occurs when differences in related aircraft affect pilot knowledge, skills, and/or abilities pertinent to flight safety. If systems, controls, indications, procedures, or maneuvers are different and these differences have an effect that significantly relates to what the pilots needs to know or do for safe mixed fleet flight operation, then an operator should prepare ODR tables and must seek FAA approval. Conversely, ODR tables would not need to be prepared in situations that do not affect flight safety. In such instances ODR tables are not needed even though pilots routinely operate several related aircraft. A minimum threshold is set to preclude unnecessary administrative assessment of mixed fleet flying, which has no safety implications. If changes to the fleet do not affect pilot knowledge, skills, or abilities affecting flight safety, then such changes need not be considered in addressing FSB recommendations or this AC.
(3) FAA Review of ODR Proposals. After preparation the carrier submits proposed ODR tables and supporting information to the CHDO and POI for review and approval. POIs evaluate the following:
(a) The operator has made an appropriate identification of a base aircraft.
(b) Operators have comprehensively identified differences in the particular fleet. This includes appropriate ODR table comparisons between the base aircraft and each related aircraft.
(c) The operator’s assessment of the effects of differences on flight characteristics and procedures for the base aircraft and each related aircraft are suitable and valid.
(d) The compliance methods listed are consistent with the requirements of the MDR tables, footnotes, other pertinent FSB report recommendations, the applicable CFR, authorized deviations, and associated advisory materials.
(e) ODR provisions adequately address any “subtle differences” between related aircraft that have a possibility of inducing potentially serious pilot errors.
(f) Training materials, methods, devices, and FSTDs proposed are acceptable, approved by the NSP if necessary, or if FSB recommendations are applied, the ODR tables meet FSB constraints.
(g) Aviation safety inspectors (ASI) and Aircrew Program Designee (APD) are prepared to apply FSB report checking standards.
(h) Implementation plans are adequate and consistent with FSB recommendations and other FAA policy.
Appendix 2
(i) Other factors determined necessary by the POI are considered and any requirements met.
(4) Example ODR Tables and MDRs. The POI uses the example ODR tables and the MDRs provided in the FSB report as a basis for evaluating the suitability of a particular operator’s proposed ODR table. The MDR always remains the primary basis for comparison.
The AEG should be consulted in the absence of conclusive guidance in making such judgments.
Guidance for evaluation of specific system or maneuver items may be found by comparison of the proposal with the example ODR table shown in the FSB report and other approved ODR tables. The operator may use devices, techniques, or methods of an equal or higher difference level. Critical methods should be at least at the level specified by the FSB on the MDRs and shown in the example ODR table. Actual ODR tables proposed by the operator may show a variety of compliance methods to satisfy a particular item, ranging from level A through the level required by the MDRs. For example, if the MDR requirement is a minimum of level C, the operator may propose to use a combination of level A bulletins, level B slide tape presentations, and level C training devices to satisfy pertinent items. However, at least level C should be shown for critical items. The operator may choose to satisfy level C with level D or level E methods.
(5) ODR Review Example. The following is an example of the process for review of a specific item on a proposed ODR table. For each proposed ODR item both the FSB example ODR table and MDRs are consulted and compared with the operator’s proposal. If the MDRs specify that level C devices are needed for training, checking, and currency between the base aircraft and a related aircraft and the example ODR table shows applicable level C systems differences or maneuvers, then the POI should ensure that the proposed ODR table submitted also shows at least level C for those pertinent systems or maneuvers.
c. Base and Other Aircraft Identification.
(1) Selecting the Base Aircraft. Base aircraft are defined in Appendix 1. In general, base aircraft are used as reference for comparison of differences that affect, or could affect, pilot knowledge, skills, or abilities pertinent to flight safety. A base aircraft should typically be the aircraft that the operator trains to first, the aircraft that the operator has the largest number of, the aircraft most pilots fly frequently, or the aircraft that represents a configuration that the operator eventually will have as a standard. Another aircraft may be selected as a base aircraft when the previous base aircraft is being phased out, converted to a new configuration, or other such factors. A base aircraft may be reassigned at the discretion of the operator with FAA concurrence. A base aircraft is identified by make, type, and series or other distinguishing classifications. Classification should distinguish pertinent differences in configuration, handling characteristics, performance, procedures, limitations, controls, instruments, indicators, systems, installed equipment, options, or modifications.
(2) Identifying Related Aircraft. A related aircraft is an aircraft or a group of aircraft with the same characteristics that have pertinent differences from a base aircraft. Pertinent differences are those that require different or additional pilot knowledge, skills, and/or abilities that affect flight safety. Differences considered pertinent are those relating to configuration, handling characteristics, performance, procedures, limitations, controls, instruments, indicators, systems, installed equipment, options, or modifications. Related aircraft can exist between Page 37
Appendix 2 different types, series or within a type/series. When identified in FSB reports, any aircraft included in a MDR table is considered a related aircraft. Like base aircraft, operators identify related aircraft by one of the following:
• Type/series.
• FAA registration “N number.”
• Operator tail number.
• Any other classification that can uniquely distinguish pertinent differences between each related aircraft group and a base aircraft.
(3) Accounting for Each Related Aircraft. The important factor in base and related aircraft identification and ODR table preparation is that regardless of the combination used, there should be direct and complete traceability of both differences and compliance methods. There must be a clear description showing the adequacy of compliance methods to assure proper training, checking, and currency to safely operate each aircraft assigned.
d. Approval of ODRs. Following review and determination that an operator’s program addresses the FSB recommendations, the POI approves that particular program by signing ODRs. ODR tables are approved for each applicable related aircraft. Signature of ODRs or revisions, together with other relevant documents such as training programs and OpSpecs, constitute approval by the POI of that operator’s differences and/or related aircraft differences training, checking, and currency program requirements. ODR tables are used for most programs.
In instances where aircraft have only a few minor differences at level A, approval may take the form of a letter including necessary information in lieu of using tables.
e. FSB Revision of MDRs or Other FSB Recommendations. When requested, the FSB reviews an operator’s proposals and if necessary modifies MDRs and other FSB recommendations. Major changes in the MDR table may require review by the full FSB. The FSB may consider minor changes or interpretations on an ad hoc basis between FSB meetings for that aircraft. For some requests changes can be made based on existing or the supplied information. Complex cases may require testing to be conducted by the applicant before the MDR table is changed. Should the MDRs be updated to accommodate a change request, the proposed ODR can be approved within the new MDRs.
f. Proving Tests. When a related aircraft is introduced by an applicant, the requirements for proving tests may be effected. FAA Order 8900.1 describes policies for FAA approval of proving tests.
g. Line-Oriented Flight Training (LOFT) or SLF. When operators have LOFT or SLF programs and additional related aircraft are approved, the POI should review those LOFT or SLF programs to assure applicability to each related aircraft. SLF in the aircraft, or in some instances FFS (as determined by the FSB), may be necessary in accordance with recommendations of the FSB report and with the approval of the POI.
h. OE. As described in this AC and FSB reports, OE is consistent with definitions and requirements of the applicable CFR.
Appendix 2
i. Limitations on the Total Number of Related Aircraft. When mixed fleet flying involves pilots operating more than a base aircraft and a single additional related aircraft, additional constraints limiting the total number of aircraft may apply. When more than two related aircraft are flown, POIs should specifically ensure that subtle or compounded differences between the various related aircraft do not result in confusion of procedures, maneuvers, or limitations. ODRs proposed for the overall combination of aircraft to be flown should be examined to ensure the following:
(1) That multiple differences do not result in confusion of requirements or an excessive level of complexity for pilots to adjust to or retain important differences information;
(2) That subtle variations in difference information are not mistakenly applied and lead to unsafe conditions; and
(3) That the amount of difference information is not excessive, not applied to the wrong aircraft, or not forgotten.
j. Compliance Checklist for CHDOs. FSB reports provide a regulatory compliance checklist. The checklist identifies those 14 CFR, ACs, or other FAA requirements that are in compliance. Title 14 CFR items not shown on the checklist or items shown but not reviewed by the AEG/FSB for compliance should be reviewed by the CHDO before POI approval of OpSpecs permitting those aircraft to be used. Items found not compliant by the AEG/FSB should be reconciled and compliance established before operation. The compliance checklist is an aid to CHDOs used to show the status of those 14 CFR items evaluated by the AEG/FSB, but does not comprehensively address all possible items that an operator may need to demonstrate compliance. OpSpecs, exemptions, deviations, or other factors, which the AEG/FSB may not be aware of, may also apply and may modify compliance status or methods shown in the checklist.
k. Aircraft That Do Not Have an FSB Report. When an FSB report is not prepared for a given type-certificated aircraft, or when MDRs or other recommendations are not shown, programs are approved in accordance with the applicable CFR, Order 8900.1, and other pertinent inspector guidance material.
8. APPLICATION OF FSB REQUIREMENTS.
a. General. FAA pilot certification inspectors and Designated Pilot Examiners (DPE) should be familiar with FSB recommendations regarding the proper administration of any necessary checks or evaluations for aircraft covered by the FSB report.
b. Checks Regarding Complex Systems.
(1) Partial proficiency checking is required for differences associated with systems that are determined to be at or greater than level C.
(2) Complex systems checks include hands-on operation and ensure demonstrated procedural proficiency in each applicable mode or function. Specific items and flight phases to be checked are specified (e.g., initialization, takeoff, departure, cruise, arrival, approach, and pertinent nonnormals).