Par 7-3 Page 81
v. SVTP review meetings must be scheduled to occur on an annual basis, unless sooner requested by the FAA or by the certificate holder, to be attended by representatives of the certificate holder, the certificate holder’s POI, and Air Carrier Training Systems and Voluntary Safety Programs Branch at a location and on a date to be determined by the POI. The purpose will be to review:
(1) Compliance with the terms and conditions of this exemption.
(2) Data collection issues.
(3) Data results including, in particular, the identification of trends, as well as any associated action taken or warranted.
(4) The status of the certificate holder’s progress toward transitioning its aircraft fleets out of this SVE into AQP.
SECTION 2. THE PETITION FOR EXEMPTION
7-4. GENERAL. The petition for exemption to allow transition to AQP is made in accordance with 14 CFR part 11, § 11.25. Figure 7-1 illustrates sequence of events for obtaining and applying the Single Visit Exemption (SVE).
FIGURE 7-1.
SINGLE VISIT EXEMPTION (SVE) PROCESS 7-
5. THE PETITION PROCESS. Any interested person may petition the Administrator to issue, amend, or repeal a rule. Each petitioner must submit, unless good cause is shown, the petition at least 120 days before the proposed effective date of the exemption. Each petition must
Par 7-5 Page 82 be submitted in duplicate to the FAA at the Rules Docket (AGC-10), Federal Aviation Administration, 800 Independence Avenue, SW., Washington, DC 20591. Electronic versions may be submitted via the Docket Management System website at https://www.regulations.gov/.
7-6. THE PETITION. The petition should include a citation of each rule from which relief is requested, and a brief description of the general nature of the relief requested. In addition to identifying the regulation, the petition must explain in detail the interest of the petitioner in seeking the exemption. It must show why granting the exemption would be in the public interest and how safety will not be compromised. Finally, this information must be summarized in a format that may be published in the Federal Register. For the SVE, the applicable regulations are:
• Section 121.433(c)(1)(iii).
• Section 121.441(a)(1).
• Section 121.441(b)(1) and appendix F.
• Section 121.440(a) (when petitioning for “random” line check authority).
a. Interest of the Petitioner. The petition must explain the interests of the petitioner in the action requested, the nature and extent of the relief, and a description of each aircraft or person to be covered by the exemption.
b. Public Interest. The petition must present information, views, or arguments to support the action sought and the reasons why the granting of the request would be in the public interest.
c. Safety Considerations. The petitioner should state the reason(s) why the exemption would not adversely affect safety.
d. Safety Equivalency. Explain why the action taken would provide a level of safety equal to that provided by the rule from which the exemption is sought.
7-7. GRANTING OF THE PETITION. Upon being granted the petition through issuance of the exemption and with FAA approval of the SVTP plan, the applicant may transition specific fleets or all fleets of aircraft to the SVTP. The applicant will stipulate which fleets in the SVTP plan. See Figure 7-1 for an overview of this process. The process time expected for standard (generic) petitions is 90 days. Deviations from the standard single visit training petitions are not recommended.
NOTE: Deviations from the standard SVE petition may entail a lengthy process time. Therefore, the petitioner may want to consider submitting a separate petition for such deviations.
Par 7-8 Page 83
7-8. RENEWAL REQUIREMENTS FOR THE SVE.
a. The exemption is issued for an initial 24-month period. The FAA expects that the applicant will be ready to enter Phase IV of the AQP between 24 and 30 months. If the applicant knows that any fleet will not be ready to enter Phase IV before the exemption expires, they may submit a petition for renewal. The renewal petition should be submitted no later than 180 days prior to exemption expiration. The following statements should be included in petitioner’s renewal request:
• The petitioner should state the exemption number and request an extension for 2 years from the original expiration date.
• If applicable, the petitioner should state that all of the conditions that existed in the original petition are still in effect, and will remain so for the entire period of the extension.
• The petitioner should state that the request is in the public interest because the petitioner’s approved SVTP will continue to maintain an equivalent or better level of safety to the training programs it replaced.
b. The FAA decision towards renewal will be based on a review and analysis of the applicant’s reasonable progression towards completing AQP. Once the applicant has entered Phase IV on all its fleets, the exemption will be allowed to expire unless it includes the random line check. In that case it will be necessary to renew every 2 years or petition for the Random Line Check Exemption separately.
SECTION 3. SVTP
7-9. OVERVIEW. The SVE requires that the applicant develop an SVTP that complies with each of the conditions and limitations of the exemption. The SVTP serves as a blueprint of the steps and procedures that an AQP applicant will implement to transition from a traditional training program to a program as authorized in the exemption. The applicant must submit the initial SVTP and any subsequent revisions through its POI to the appropriate Safety Standards office manager for approval prior to the execution of training under its SVTP or its revisions.
7-10. CONTENTS. The conditions and limitations set forth in the grant of exemption will specify the requirements and provide the details necessary to conduct an SVTP. An example of a generic grant of exemption and SVTP is available on the AQP website or by requesting a copy from the appropriate Safety Standards office manager.
7-11. SVTP PROFICIENCY CHECK. In accordance with the SVE grant, a proficiency check must be conducted at least every 12 months, plus or minus 1 month, for each crewmember in a flight simulator or in an aircraft, approved for its intended use by the POI. The applicant must ensure that all proficiency checks consist of maneuvers, tasks, and procedures approved by the Administrator. In lieu of a traditional proficiency check, as allowed by the grant, the applicant may propose a check ride consisting of fixed and variable maneuvers.
Par 7-11 Page 84
a. Maneuvers: Fixed and Variable.
(1) Fixed Maneuvers. These are a subset of part 121 appendix F flight maneuvers that are identified by the applicant as being critical to evaluating the proficiency of each pilot. Any fixed maneuver items proposed by the applicant will specify applicable duty position (PIC, SIC, or both, and where applicable, FE), and pilot-flying role (pilot flying (PF) or pilot monitoring (PM)) to be addressed in proficiency checks for each maneuver. A typical proficiency check should include four to six fixed maneuvers for the PIC and three to four fixed maneuvers for the SIC. Figure 7-2 contains a sample of fixed maneuvers.
(2) Variable Maneuvers. These are part 121 appendix F flight maneuvers or other maneuvers that are identified by the applicant as being fundamental to their operations. A typical proficiency check would include two or more variable maneuvers for each pilot. There are two approaches for determining how variable maneuvers will be used. The first approach is to identify the variable maneuvers that each pilot will be evaluated on during a period (1 year) and gather data on these maneuvers. A second approach is to have a list of variable maneuvers that can be sampled evenly throughout the period. The advantage of the second method, particularly for an applicant with a large number of pilots, is that more maneuvers can be sampled and a more accurate picture of the overall proficiency of the flightcrews can be obtained. Another advantage to sampling variable maneuvers is that it allows company check airman the flexibility to adjust proficiency checks based on company needs. The use of sampled variable maneuvers requires tight control in the scheduling of these events to ensure that each maneuver is sampled evenly and that each pilot is administered the same number of maneuvers. Figure 7-2 contains a sample of variable maneuvers for an operator that uses a sampling methodology.
b. Proficiency Check Administration. Proficiency checks must be accomplished to the maximum extent feasible in a crew-oriented setting with a PIC, SIC, and where applicable, an FE. The applicant must identify the performance standards to be employed on all tasks, maneuvers, and procedures. Where appropriate, current FAA practical flight test advisory materials (FAA-S-ACS-11, Airline Transport Pilot and Aircraft Type Rating Practical Test Standards for Airplane, as revised), and pertinent Flight Standardization Board (FSB) Reports for a given type aircraft must be used for guidance in developing specifications for performance standards. The specification of performance standards must be submitted, through the POI, to the appropriate Safety Standards office manager for approval prior to implementation of the applicant’s proposed SVTP.
7-12. APPROVAL OF THE SVTP. Upon acceptance by the FAA, the appropriate Safety Standards office manager and the POI will issue a joint letter of approval to the applicant. The POI will amend the operation specifications (OpSpecs) to include the SVE and notify the applicant to implement the SVTP.
NOTE: It is the responsibility of the POI to approve all LOFT scenarios.
7-13. REVISIONS. Changes to the program (adding different aircraft) and any revisions to the documents must coincide with the conditions set forth in the exemption and must have an acceptable revision control methodology. Revisions submitted should include:
a. A brief synopsis of each change and what pages/items are affected.
b. Change bars, or acceptable substitute, identifying the text/chart that has been changed.
Par 7-13 Page 85
c. The date of the revision and revision number on each page or graphic.
d. The List of Effective Pages (LEP).
7-14. IMPLEMENTATION OF THE SVTP. On the implementation date, the flightcrew member transition should proceed as follows:
a. PICs scheduled for a 6-month flight training session may receive a line check during the 3-month eligibility period in lieu of the training. The single visit training sessions will occur during their base month (plus or minus 1 month), 6 months later.
b. PICs scheduled for a recurrent proficiency check during their base month will receive the single visit training sessions.
c. SICs and FEs (if applicable) scheduled for proficiency checks will receive the single visit training sessions.
NOTE: The pairing of flightcrew members into training cycles is one of the required features of the SVTP and may necessitate changing the base month for some individuals.
7-15. DATA SUBMISSION AND REPORTING REQUIREMENTS. The monthly submission of performance/proficiency data, a quarterly progress report towards AQP, and annual SVTP report are conditions of the SVE. The annual SVTP report will:
a. Document training and checking effectiveness through analysis of data acquired.
b. Incorporate comparisons of data between equivalent periods in the preceding year.
c. Identify any trends, common problem areas; or potential deficiencies.
d. Include a description of any corrective steps taken or warranted.
7-16. SVTP REVIEW MEETING. This annual meeting is called by the POI, who specifies the time and location. Attendees include: Air Carrier Training Systems and Voluntary Safety Programs Branch, the applicant, and other FAA personnel responsible for SVTP oversight.
Agenda items include:
• Compliance with terms and conditions of the exemption.
• Data collection and analysis.
• Data results, including the identification of trends, as well as any associated action taken or warranted Discussion of quarterly progress reports and adherence to the Master AQP Transition Schedule (MATS).
• LOFT and event set design problems and suitability.
• Methods that are used to avoid repetition of LOFT/LOS scenarios.
• Discussion of SVTP proposed and past changes.
• AQP challenges and difficulties.
• Suggested improvements.
• Performance standards and instructor/evaluation calibration.
Par 7-16 Page 86 FIGURE 7-2.
SAMPLE OF PROFICIENCY CHECK FIXED AND VARIABLE MANEUVERS Fixed: PIC PF; SIC PM; FE SUPPORT 1 ILS To CAT I Minimums 2 Takeoff With Engine Failure After V1 Before V2 3 Engine-Out ILS Approach and Missed Approach 4 Engine-Out Landing 5 Non-Precision Approach 6 Rejected Takeoff 7 Low Visibility Taxi and Takeoff 8 CAT II/III Approach
Fixed: PIC PM; SIC PF; FE SUPPORT 1 ILS To CAT I Minimums and Missed Approach 2 Takeoff With Engine Failure After V1 Before V2 3 Engine-Out ILS Approach and Landing 4 Non-Precision Approach (VOR, NDB, LOC, LOC/BC,LDA, SDF, ASR, RNAV/FMS, GPS)
Variable: PIC, SIC, FE SUPPORT 1 APU Fire 2 Asymmetrical Inboard Trailing Edge Flaps 3 Asymmetrical Outboard Trailing Edge Flaps 4 Emergency Evacuation 5 Engine Fire/Severe Damage 6 Essential Power Failure Light ON 7 Fuel Dumping-Main Tanks 8 Generator Field and Generator Breaker Tripped 9 GPWS In-flight Escape Maneuver 10 Holding 11 Landing and Landing Rollout in Crosswind 12 Loss of all Generators 13 Manual Landing Gear Extension 14 Pack Trip Off Light ON 15 Perform Bleed Air Trip Off Light ON procedure 16 Rapid Decompression 17 Rejected start/Overtemp 18 Rejected start procedure-No ignition 19 System A Restoration/Loss 20 System B Overheat Light ON 21 System B Restoration/Loss 22 Two Engine Inoperative Approach 23 Wheel Well Fire 24 Wind shear avoidance and precautionary procedures-On Approach 25 Wind shear avoidance and precautionary procedures-On Takeoff (after V1)
Fixed and Variable: Flight Engineer (Where Applicable) 1 Duties During Engine-Out Takeoffs and Landings 2 Duties During CAT II/III Approach 3 Duties During Rejected Takeoff 4 Normal, Abnormal and Emergency Procedures 5 Aircraft Systems Knowledge and Procedures
Par 8-1 Page 87 CHAPTER 8. AQP DATA MANAGEMENT SECTION 1. INTRODUCTION
8-1. OVERVIEW. This chapter provides general guidance for the management of performance/proficiency data within an Advanced Qualification Program (AQP) and a Single Visit Training Program (SVTP). It also defines the minimal requirements for the collection and submission to the FAA of de-identified curriculum data. Guidance for data management is found in the AQP Data Management Guide that is produced by the Airlines for America’s (A4A) Data Management Focus Group.
a. Regulatory Requirement. Data collection and analysis processes acceptable to the Administrator that will ensure that the certificate holder obtains performance information on its crewmembers, instructors, and evaluators that will enable the certificate holder and the FAA to determine whether the form and content of training and evaluation activities are satisfactorily accomplishing the overall objectives of the curriculum.
NOTE: The FAA uses de-identified data for program monitoring, not for individual crewmember, dispatcher, or other operations personnel monitoring.
b. Validation. The principal goal of the AQP is true proficiency-based training and qualification. This proficiency-based (expressed as performance objectives) is systematically developed and maintained, then continuously validated through the collection and analysis of performance/proficiency data. Data collection and analysis is a fundamental part of AQP and is also required for air carriers operating under an approved SVTP.
8-2. DEFINITIONS. In AQP, data is classified into the two broad categories of individual qualification records and performance/proficiency data.
a. Individual Qualification Records (Crew Records). These are identifiable records maintained in sufficient detail on each crewmember, instructor, and evaluator who is qualifying or has qualified under an AQP. These records show how and when the individual satisfied the requirements of each curriculum and therefore each assigned duty position. Air carriers may maintain a manual recordkeeping system, or a computerized recordkeeping system, based on the standard Title 14 of the Code of Federal Regulations (14 CFR) part 121 or 135 recordkeeping requirements. The recordkeeping process in AQP does not differ from traditional recordkeeping requirements.
b. Performance/Proficiency Data. This is de-identified information that represents the results of an individual’s ability to successfully demonstrate the performance objectives of each curriculum. This information is captured during validation and evaluation gates as a crewmember progresses through an AQP curriculum. This data is collected from each crewmember’s performance and is stored in aggregate in a Performance/Proficiency Database (PPDB). This data is used to analyze training programs and/or groups of participants, not for tracking individual accomplishment. Successful collection and analysis of this data will identify and correct problems, validate AQP curriculums, and identify developing trends.
Par 8-3 Page 88 SECTION 2. DATA MANAGEMENT
8-3. OVERVIEW. In AQP, data management is a continual process of data collection, entry, validation, and submission.
8-4. DATA COLLECTION—SVTP AND AQP.
a. SVTP. Collecting SVTP data essentially is a data collection process superimposed over the traditional recurrent training and line check program. SVTP data is collected for flight maneuvers performed during first-look sessions, proficiency, and line checks. This data consists of grades using a rating scale with associated reason codes as required in the certificate holder’s Single Visit Exemption (SVE) and contained in the individual carrier’s approved SVTP.
Figure 8-1 illustrates the single visit data collection fields required for submission to the FAA.
b. AQP. AQP data collection is required for all AQP curricula as defined by each carrier’s approved AQP data collection and analysis section of the certificate holder’s Implementation & Operations Plan (I&O Plan). AQP data is collected at each validation or evaluation gate. This data consists of graded proficiency objectives using a rating scale with associated reason codes (if applicable). Data collection requirements for the AQP will vary with the curriculum, the type of curriculum activity (training, validation, or evaluation), the type of participant (crewmember, instructor, or evaluator), and the overall management objectives for use of the data. Figure 8-1 illustrates the AQP data collection fields required for submission to the FAA. All performance data collected on each proficiency objective must be relative to the applicable AQP qualification standards defined for the training and evaluation activities.
NOTE: For each crewmember in a qualification or continuing qualification curriculum, the FAA must be able to associate the data records applicable for that crewmember in that curriculum through logical grouping of the records, or linkage by a common de-identified index number (but not by name).
8-5. DATA ENTRY. All performance data collected throughout the SVTP and AQP is entered into the carrier’s PPDB. Typically, this is an electronic database for ease in analysis, comparison, and reporting purposes. Considerations for data entry include the method, the hardware/software required for data input, and the hardware/software required for data storage and manipulation.
Database design is at the discretion of the carrier, providing that the design can generate the required report tables specified.
NOTE: The manager of the appropriate Safety Standards office requests copies of all grade sheets used in the evaluations or used through each gate.
8-6. DATA SUBMISSION. The FAA has established the minimal requirements for the submission of de-identified data by curriculum. Figures 8-2 through 8-4 summarize the submission requirements in three tables. The three tables are the Performance Data Report Table (PDRT), the Skill Reason Table (SklRsn) and the Training Objectives Report Table (TORT).
The information in these tables is downloaded from the carrier’s PPDB. The submissions are forwarded to the manager of the appropriate Safety Standards office electronically in 1 calendar-month blocks for both the SVTP and AQP using a Microsoft Access (.mdb) format
Par 8-6 Page 89 within 2 months of collection. The FAA will analyze the de-identified data using standard automated queries and reports to identify AQP performance trends. Figures 8-2, 8-3, and 8-4 contain specifications for each field in the three tables.
a. PDRT. The PDRT contains a listing of 23 fields that are reported for every measured item, providing a separate record for each. A measured item is a maneuver, task, procedure, or event set, and is the main component for data analysis. These fields provide a record of the results of the performance of each measured item along with supporting data for reporting and analysis. Certain supporting data fields (airline designator, curriculum, etc.) repeat for each record and can be automatically generated from a query/software routine. Each field in the PDRT must contain an entry, alpha/numeric, numeric, or text. Figure 8-2 contains the specifications for each field, defines the meaning of each field item, and provides examples of the field values.
b. SklRsn. An unsatisfactory rating (Mrate) of a measured item requires that a reason be entered to explain the rating. All reasons are entered in the SklRsn in field No. 24, Skill Reason Text. This table allows the carriers to report more than one Skill Reason Text for an unsatisfactory rating of a measured item without having to enter multiple records. There are only two fields in this table.
(1) The first field is Field No. 5 (SklRsn), which is the same as in the PDRT and provides the linkage between the two tables. For each record in the PDRT where one or more Skill Reasons need to be reported, an identifier is entered in the SklRsn field that is unique to the measured item. This identifier can be a concatenation of the fields that make it unique. For instance: Fleet+EvalType+CmID+Mitem. As long as the identifier is unique to the record, it is the carrier’s discretion to determine which fields are used.
NOTE: If this approach is used, care must be taken to ensure that none of the component field contains an NA value.
(2) The second field in the SklRsn Table is the Skill Reason Text, the field that will contain descriptive text for each reason relevant to a particular measured item. For example:
Systems Knowledge, Procedural, CRM, Technical Knowledge, etc.
c. TORT. This table is comprised of training objective(s) associated with each measured item. It provides a means of auditing the relationship between the measured item and the task analysis, qualification standards, and the curriculum. There are four fields in this table. The TORT links to the PDRT through the first field, Measured Item ID (MItemID). The second field, Objective ID (ObjID) is an identifier assigned to each Terminal Proficiency Objective (TPO) or Supporting Proficiency Objective (SPO). The Objective ID may be the same as the Measured ID if it is a single TPO or SPO. However, in the case of a measured item that is an event set, there may be several training objective identifiers associated to the Measured Item ID. The third field, Objective Title (ObjTitle) is a text description of the training objective. The last field in this table is the Objective Type (ObjType) that identifies the training objective as a TPO or SPO.
Par 8-6 Page 90
d. The File Naming Convention. Data submissions must use the file-naming format (xyzmmyya.mdb) as shown in the example below:
S ECTION 3. DATA ANALYSIS AND REPORTS
8-7. OVERVIEW. The primary users of data reports are internal carrier personnel and the FAA. Chapter 2, Section 7 discusses the specific reporting requirements to the FAA.
a. Air Carrier. AQP requires that the data collection conducted by the air carrier for its own use in monitoring curricula will support more analytical detail and diagnostic functions than the data collected for submission to the FAA. The FAA expects the certificate holder to do an in-depth analysis of the effectiveness of the training. Reporting of data is based on the analysis of the PPDB to provide information on the curriculum and participant groups (crewmembers, instructor/evaluators). Once the data is collected and entered into the PPDB, an analysis should be performed on the aggregate information. Statistical analysis of the proficiency data enables carriers to make an internal assessment of their performance. Carriers should tailor these processes and techniques to suit their own requirements. Each carrier’s data collection and performance assessment processes should be refined over time, based on their own practical experience. That is, the measures and processes should be optimized on an iterative basis to provide the degree of discrimination in crewmember performance needed to establish effective quality control over AQP curricula. See the A4A’s Data Management guide for a more extensive discussion on reports and their use.
b. FAA. The data submissions to the FAA are primarily ratings and reason codes associated with performance measures taken at validation and evaluation gates and supporting data. The data, presented to the FAA in the three tables previously discussed is analyzed using the Data Analysis Reporting Tool (DART). This tool allows Principal Operations Inspectors (POI) and the appropriate Safety Standards office personnel to conduct trend analysis to monitor overall program effectiveness.
Par 8-7 Page 91 FIGURE 8-1. DATA SUBMISSION REQUIREMENTS Training Program Single Visit Advanced Qualification Program Curriculum Recurrent Qualification Continuing Qualification Table # Field Short Name FL PC LC SV PV MV LOE LC FL MV LOE LC Performance Data Report Table 1 Measured Item MItem Req. Req Req Des Des Req Req Req Req Req Req Req 2 Measured Item ID MitemID N/A N/A N/A Des Des Req Req Req Req Req Req Req 3 Measured Item Rating Mrate Req. Req Req Des Des Req Req Req Req Req Req Req 4 Rating Meaning Rmean Des Des Des Des Des Req Req Req Req Req Req Req 5 Skill/Reason SklRsn Req. Req Req N/A N/A Req Req Req Req Req Req Req 6 PF/PNF PFPNF Req** Req Req N/A N/A DES Req Req Req** DES Req Req 7 Is Currency Item? Currcy N/A N/A N/A N/A N/A Req N/A N/A Req Req N/A N/A 8 Is Critical Item Crit N/A N/A N/A N/A N/A Req N/A N/A Req Req N/A N/A 9 Crew ID CrewID Req. Req Req Req*** Req.*** Req Req Req Req Req Req Req 10 Evaluation Date EvalDate Req. Req Req Req Req Req Req Req Req Req Req Req 11 Airline Designator AirDsgn Req Req Req Req Req Req Req Req Req Req Req Req 12 FAA Fleet Designator Fleet Req Req Req Req Req Req Req Req Req Req Req Req 13 Training Program TrPgm Req Req Req Req Req Req Req Req Req Req Req Req 14 Curriculum Curr N/A N/A N/A Req Req Req Req Req Req Req Req Req 15 Evaluation Type EvalType Req Req Req Req Req Req Req Req Req Req Req Req 16 FAA Simulator ID SimID DES DES N/A N/A N/A Req Req N/A Req Req Req N/A 17 Evaluator ID EvaltrID DES DES DES Req Req Req Req Req Req Req Req Req 18 FAA Inspector ID FAAID DES DES DES Req Req Req Req Req Req Req Req Req 19 Random LC Geo. Area GeoArea N/A N/A Req N/A N/A N/A N/A N/A N/A N/A N/A Req 20 Comments Comment Des Des Des Des Des Des Des Des Des Des Des Des 21 Crewmember ID CmID Req Req Req Req Req Req Req Req Req Req Req Req 22 Crew Position CrewPos Req Req Req Req Req Req Req Req Req Req Req Req 23 Evaluation Rating Type EvalRtg N/A Req Req Req Req Req Req Req N/A Req Req Req
Skill Reason Table 5 Skill/Reason SklRsn Req Req Req N/A N/A Req Req Req Req N/A Req Req 24 Skill Reason Text SklRsnText Req Req Req N/A N/A Req Req Req Req N/A Req Req
Par 8-7 Page 92 FIGURE 8-1. DATA SUBMISSION REQUIREMENTS (CONTINUED) Training Objectives Report Table 2 Measured Item ID MItemID N/A N/A N/A Des Des Req Req Req Req Req Req Req 25 Objective ID ObjID N/A N/A N/A Des Des Req Req Req Req Req Req Req 26 Objective Title ObjTitle N/A N/A N/A Des Des Req Req Req Req Req Req Req 27 Objective Type ObjType N/A N/A N/A Des Des Req Req Req Req Req Req Req Req - A required entry.
N/A - If no value is to be entered, use N/A. Leave no blank fields.
Des - Desired. This is optional information that is not required, but desired for submission. If not submitted, then N/A must be entered as the value.
** - See Notes in Data Reporting Format - Figure 8-2.
*** - If there is no crew pairing for Systems or Procedures Val, submit the single CmID (No. 21) for the crewmember.
SVT - Single Visit Training Qual - AQP Qualification Curriculum CQ - AQP Continuing Qualification Curriculum FL - First Look Maneuvers PC - Proficiency Check SV - Systems Validation PV - Procedures Validation MV - Maneuvers Validation LOE - Line Operational Evaluation LC - Line Check