Appendix 4 Y N Comments
d. Does this section describe at what point in the curriculum that a seat substitute would be used?
e. Does the applicant acknowledge that all occurrences of seat position substitution including the qualification of the seat substitute must be reported?
5 Operations Phases IV and V – Instructor/Evaluator Requirements Y N Comments
a. Does the applicant identify by title each instructor or evaluator position?
b. Does the applicant describe the job function(s) that each instructor or evaluator is authorized to perform?
6 Data Plan Y N Comments
a. Does the data plan have a prologue that establishes the intended purpose and methods for the collection, management, analysis, and r eporting of AQP training/evaluation data for each curriculum?
b. Does the prologue specify how the data plan will be maintained and updated?
c. Does the prologue acknowledge the airline’s responsibility to collect and analyze more data than is required to be submitted to the FAA in or der to adequately identify performance trends and make changes to factors that impact the crewmember or aircraft dispatcher performance?
d. Does the data plan address the methods
(e.g., gradesheets, computer-input screens, etc.)
u sed to collect performance/proficiency data for all curriculums?
e. Does the data plan address data input quality control, security, and usability?
f. Does the data plan address data management as the means and strategy the AQP airline intends to employ to store, access, and assimilate the AQP/SVTP performance/proficiency data that is collected?
g. Does the data plan address the type of software the data management system employs
(e.g., relational database, spreadsheet etc.), the o rganization of the information in the electronic medium (e.g., database definition, database table r elationships, spreadsheet description, etc.) and a d escription of the user interface to this data management system?
Appendix 4 Y N Comments
h. Does the data plan address the type of analysis it will employ to facilitate the AQP performance information needs of the airline and the FAA?
This discussion of the data analysis must address how each type of AQP data will be analyzed.
i. Does the data plan address the FAA data submission requirements including format and frequency?
j. Does the data plan address the type of data format it will employ for the reports, (e.g., tabular reports, graphs)?
k. Does the data plan address the frequency of the reports, both internal and FAA?
l. Does the data plan identify the internal airline personnel that will receive the reports?
m. Does the data plan include copies of all forms used for data acquisition and grading?
n. Does the data plan include a database description of data field types and a graphical depiction of the Database table relationships?
o. Does the data plan address a quality assurance strategy for ensuring data integrity? Does this strategy include instructor and evaluator grading calibration?
Appendix 4 Annual AQP Report – Phases IV & V. AQP requires that each AQP certificate prepare an annual AQP report for the FAA. This report is based on the certificate holder’s analysis of the data that is collected during training and at strategic points (validation/evaluation gates) in each curriculum and maintained in the proficiency/performance database (PPDB). AQP requires data collection and analysis in order to establish and maintain quality control of curricula for crewmembers, aircraft dispatchers, instructors, and evaluators. The annual AQP report should summarize the lessons learned and adjustments made to the curriculum(s) during the reporting period. The report should also include projected or proposed changes to the curriculum(s) based on the certificate holder’s current analysis. The actual adjustments made to the AQP are reflected in revisions to the approved AQP documents. The report should be submitted to the FAA no later than 60 days past the end of the report period. The reporting period is usually based on the approval date for a particular curriculum in either Phase IV or V. During AQP development, particularly for multiple fleet operators, with different approval dates for multiple curriculums, the reporting period may be modifiable as agreed upon by the FAA and the certificate holder. Copies of the report should be distributed the Principal Operations Inspector (POI) and the appropriate Safety Standards office at least 2 weeks prior to the annual AQP review meeting.
Annual AQP Report Y N Comments
a. Is there a prologue or introduction to the report that addresses how each type of AQP data w as analyzed? This prologue should corroborate the information in the I&O Plan.
b. Does the report discuss data reliability and consistency?
c. Does the report summarize the internal quality assurance reports as addressed in the I&O Plan?
d. Does the report validate the effectiveness of the AQP with supporting evidence of successful training and evaluation?
e. Is the report supported by the FAA analysis of the submitted data?
f. Does the report identify any trends, problem areas, and potential deficiencies that could result in decreased proficiency?
g. Does the report include a description of corrective measures taken and any resulting changes to curriculums?
h. Does the report include any projected corrective measures to be taken and provide rationale for these changes?
i. Does the report indicate a need for changes to the AQP maintenance strategy as described in the I&O Plan?
j. Does the report indicate a need for changes to the certificate holders data plan as described in the I&O Plan?
k. Does the report provide an analytical comparison of data between equivalent periods in preceding years?
l. Does the report identify any future operational changes that will affect the AQP (operational changes or trainee demographics)?
Appendix 4 Page 21 (and 22) Y N Comments
m. Does the report analyze training and evaluation feedback as part of the collected data t o determine the effectiveness of the training program?
n. Does the report analyze on-time completion rates for training curriculums and initial operating experience?
o. Does the report analyze special tracking rates?
p. Does the report analyze instructor/evaluator (I/E) rater reliability training results?
q. Does the report analyze instructor comments as part of the collected data to determine the effectiveness of the training program?
r. Does the report analyze first look data?
s. Does the report analyze maneuvers data?
t. Does the report analyze LOE data by technical topics, and CRM elements?
u. Does the report analyze Line check data (exclusive of initial OE)?
v. Does the report address progress towards Phases III, IV, & V in other fleets (as applicable)?
w. Does the report address seat substitution rates?
x. Does the report address recordkeeping?
y. Does the report address adherence to the I&O Plan?
z. Does the report address the validity and usefulness of the qualification standards?
aa. Does the report address internal audit or FAA surveillance findings?
bb. Does the report address related safety programs (i.e., FOQA/ASAP)?
Appendix 5 APPENDIX 5.
ADVANCED QUALIFICATION PROGRAM QUALIFICATION
STANDARDS DOCUMENTATION This is the section of the Job Task Analysis that serves as the foundation document for the sample qualification standards that follow. Task 6.1 serves as the basis for the Terminal Proficiency Objective (TPO)-level qualification standard while subtasks 6.1.1 and 6.1.2 serve as the foundation for the Supporting Proficiency Objective (SPO)-level qualification standards.
Generic Airlines Inc. Operations Manual Volume 9 Chapter 3: Qualification Standards, B757 Flightcrew Rev. # 5 Dated 10/01/07
6. Approach Operations and Landing
6.1 Perform an Instrument Approach*
6.1.1 Perform a 2 Engine Precision Approach Cat I ILS and Landing*
6.1.2 Perform a 1 Engine Inoperative Cat I ILS Approach*
6.1.2 Perform CAT II ILS
6.1.3 Perform CAT IIIb ILS
6.1.4 Perform Coupled Autopilot Approach and Autoland Procedures
6.1.5 Perform Non-Precision Approach Procedures (VOR, NDB, LOC, LOC/BC, LDA, SDF, ASR, RNav/FMS, GPS)
6.1.6 Perform an IMC One Engine Inoperative Missed Approach
6.2 Visual Approach
6.3.1 Perform Visual Approach and Landing
6.3.2 Perform Visual Approach and Rejected landing * Used as an example.
Appendix 5 Generic Airlines Inc Operations Manual Volume 9 Chapter 3: Qualification Standards, B757 Flightcrew Rev. # 8 Dated 10/25/07 Task: 6.1 Perform an Instrument Approach Duty Position: All Criticality: Yes Currency: Yes Curricula: Qualification and Continuing Qualification Performance Statement:
All instrument approach procedures will be conducted in accordance with the applicable profiles as outlined in Volume 6 of the Operations Manual (B757 Flight Standards). During all instrument approaches, the PF will configure the airplane so as to be stabilized on the approach by 500 feet below the FAF. The PNF will continuously monitor the approach and make the required instrument approach altitude calls and deviation calls based on the parameters defined in Volume 6 Chapter 3, of the Operations Manual.
Conditions:
IMC * lowest approach minimums Turbulence * light Strong Crosswinds Present * 15K Icing Conditions Present * light rime Contingencies:
Flight Director Inop FMS Inop Autopilot Inoperative * Wind shear Loss of ATC Communication Engine Failure Inside of the FAF Loss of Flight/Navigation Instrument Standards:
During all instrument approaches, the PF achieves and maintains a stable airspeed, descent rate, vertical flight path, and configuration by 500 feet below the FAF. Between 1000 feet and 500 feet above DH or MDA, only minimum deviations from the standards below occur, and are corrected with the proper calls and responses as defined in Volume 6 of the Operations Manual. Below 500 above DH or MDA in IMC conditions, with any deviations greater than these standards, the crew calls for and executes a missed approach. The following standards apply: Prior to the FAF, the PF maintains desired altitude within +/- 100 ft., desired heading within +/- 5 degrees, and desired airspeed within +/- 10 knots; Inside the FAF or Final Segment, the PF maintains desired Airspeed within +5 or -0 knots, Localizer or VOR course within 1/2 dot either side, RMI course within +/- 5 degrees, Glideslope within 1/2 dot either side, Sink rate within 1000 fpm, and desired altitude on a non-precision approach within +50/-0 feet. The crew makes all of the required instrument approach calls and responses as detailed in Volume 6 of the Operations Manual.
Volume 6 of the Operations Manual The crew complies with all ATC instructions and clearances or advises ATC if unable. The crew complies with the specific instrument approach profile as depicted in Volume 6 of the Operations Manual. The instrument approach procedure is flown correctly and adjusted as necessary based on equipment availability or other factors. The crew immediately initiates a missed approach upon arriving at the DH or MAP if the required visual references are not distinctly visible. The landing checklist is completed in a timely manner without errors or omissions.
At all times during the approach, the crew uses standard phraseology and procedures to improve situational awareness, and communicates changes in systems or flight profiles in a clear, timely manner. The crew demonstrates strong knowledge of, and makes sound judgments concerning instrument approach procedures and policies.
Media: Level C FFS Evaluation Strategy: Qualification - Maneuvers Validation/Continuing Qualification - LOE Reference:
Volume 6 of the Operations Manual Airman’s Information Manual Chapter: 1 Airman’s Information Manual Chapter: 5 Jeppesen Airway Manual * identifies specific condition used during qualification validation/evaluation
Appendix 5 Generic Airlines Inc Operations Manual Volume 9 Chapter 3: Qualification Standards, B757 Flightcrew Rev. # 8 Dated 10/25/07 \ Task: 6.1.1 Perform a 2 Engine Precision Approach CAT I ILS Duty Position: All Criticality: No Currency: Yes Curricula: Qualification and Continuing Qualification Performance Statement:
The crew will complete the appropriate approach briefing prior to the initial approach fix. Once cleared for the approach, the PF will configure the airplane prior to the FAF per the Generic Airline B-767 Precision Approach Profile, so as to be stabilized on the approach by 500 feet below the FAF as outlined in Volume 6 of the Operations Manual.
The PF will call for the configuration changes and the PM will perform each action. The landing checklist will be completed during the approach prior to landing. The PM will give the required altitude calls in reference to DH as outlined in Volume 6 of the Operations Manual. When deviations from the standards occur, the PNF will give the proper correction call outs as defined in Volume 6 of the Operations Manual. With the adequate visual references in sight, the crew will execute the required calls and responses and transition to a normal landing. If, upon arriving at DH, neither the approach lights nor runway is in sight, then the PM will call for the missed approach. If upon arriving at DH and only the approach light system is visible the PF may continue the approach down to 100 feet above touchdown zone elevation. If at this point the requirements of FAR 91.175 are not visible, the PF will call for the missed approach and the crew will perform the missed approach procedures. If the runway environment becomes visible prior to 1000 feet above DH, the PM will call the runway in sight and the PF will state “Visual Calls.” The PM will then proceed with stating the appropriate visual approach calls and the visual approach procedures may be applied.
Conditions:
IMC Strong Crosswinds Present Icing Conditions Present Contingencies:
Flight Director Inop FMS Inop Autopilot Inoperative Standards:
For all precision instrument approaches, the PF achieves and maintains a stable airspeed, descent rate, vertical flight path, and configuration by 500 Below DH. Between 1000 feet and 500 feet above DH, only minimum deviations from the standards below occur, and are corrected with the proper calls and responses as defined in Chapter 6, Volume 6 of the Operations Manual). Below 1000 above DH in IMC conditions, with any deviations greater than these standards, the crew calls for and executes a missed approach. The following standards apply: Prior to the FAF, the PF maintains desired altitude within +/- 100 ft., desired heading within +/- 5 degrees, and desired airspeed within +/- 10 knots; Inside the FAF or Final Segment, the PF maintains desired Airspeed within +5 or -0 knots, Localizer course within 1/2 dot either side, and Glideslope within 1/2 dot either side. The crew makes all of the required instrument approach calls and responses as detailed in Volume 6 of the Operations Manual. The crew complies with all ATC instructions and clearances or advises ATC if unable. The crew complies with the Generic Airlines Precision Instrument Approach Profile as depicted in Volume 6 of the Operations Manual). The instrument approach procedure is flown correctly and adjusted as necessary based on equipment availability or other factors. The crew immediately initiates a missed approach upon arriving at the DH if the required visual references are not distinctly visible. The landing checklist is completed in a timely manner without errors or omissions. The crew demonstrates strong knowledge of, and makes sound judgements.
Media: Level C FFS Qualifying Evaluation Event: Maneuvers Validation/Continuing Qualification – Line Check (Sample) Reference:
Volume 6 of the Operations Manual Airman’s Information Manual Chapter: 1 Airman’s Information Manual Chapter: 5 Jeppesen Airway Manual
Appendix 5 Generic Airlines Inc Operations Manual Volume 9 Chapter 3: Qualification Standards, B757 Flightcrew Rev. # 8 Dated 10/25/07
6.1.2 Perform One Engine Inoperative CAT I ILS Approach Duty Position: All Criticality: Yes Currency: No Curricula: Qualification and Continuing Qualification Performance Statement:
The crew will complete the appropriate approach briefing prior to the initial approach fix. Once cleared for the approach, the PF will configure the airplane prior to the FAF per the Generic Airline B767 Precision Approach Profile, so as to be stabilized on the approach by 500 feet below the FAF as outlined in Volume 6 of the Operations Manual. The PF will call for the configuration changes and the PM will perform each action. The landing checklist will be completed during the approach prior to landing. The PM will give the required altitude calls in reference to DH as outlined in Volume 6 of the Operations Manual. When deviations from the standards occur, the PM will give the proper correction call outs as defined in Volume 6 of the Operations Manual. With the adequate visual references in sight, the crew will execute the required calls and responses and transition to a normal landing. If, upon arriving at DH, neither the approach lights or runway is in sight, then the PM will call for the missed approach.
If upon arriving at DH and only the approach light system is visible the PF may continue the approach down to 100 feet above touchdown zone elevation. If at this point the requirements of FAR 91.175 are not visible, the PF will call for the missed approach and the crew will perform the missed approach procedures. If the runway environment becomes visible prior to 1000 feet above DH, the PM will call the runway in sight and the PF will state “Visual Calls.” The PM will then proceed with stating the appropriate visual approach calls and the visual approach procedures may be applied.
Conditions:
IMC Strong Crosswinds Present Contingencies:
Autopilot Inoperative Standards:
The PF achieves and maintains a stable airspeed, descent rate, vertical flight path, and configuration by 500 below DH. Between 1000 feet and 500 feet above DH, only minimum deviations from the standards below occur, and are corrected with the proper calls and responses as defined in Chapter 6, Volume 6 of the Operations Manual). Below 1000 above DH in IMC conditions, with any deviations greater than these standards, the crew calls for and executes a missed approach. The following standards apply: Prior to the FAF, the PF maintains desired altitude within +/- 100 ft., desired heading within +/- 5 degrees, and desired airspeed within +/- 10 knots; Inside the FAF or Final Segment, the PF maintains desired Airspeed within +5 or -0 knots, Localizer course within 1/2 dot either side, and Glideslope within 1/2 dot either side. The crew makes all of the required instrument approach calls and responses as detailed in Volume 6 of the Operations Manual. The crew complies with all ATC instructions and clearances or advises ATC if unable. The crew complies with the Generic Airlines Precision Instrument Approach Profile as depicted in Volume 6 of the Operations Manual). The instrument approach procedure is flown correctly and adjusted as necessary based on equipment availability or other factors. The crew immediately initiates a missed approach upon arriving at the DH if the required visual references are not distinctly visible. The landing checklist is completed in a timely manner without errors or omissions. The crew demonstrates strong knowledge of, and makes sound judgments.
Media: Level C FFS Qualifying Evaluation Event: Maneuvers Validation/Continuing Qualification: Maneuvers Validation Reference:
Volume 6 of the Operations Manual Airman’s Information Manual Chapter: 1 Airman’s Information Manual Chapter: 5 Jeppesen Airway Manual