Par 16 Page 23
(5) The signature of the authorized instructor who completed the academic portion of the course; and
(6) A sequential number on the certificate starting with the first four identifiers of the training provider’s certificate number.
17. FAILURE OF KNOWLEDGE TEST.
a. Failure to Pass. Applicants who do not pass the ATP Airplane Knowledge Test must follow the provisions provided in § 61.49.
b. Authorized Instructor. For the purposes of the required retraining, “an authorized instructor” is an instructor that:
(1) Meets the instructor qualifications described in subparagraph 10a of this AC;
(2) Has completed the ground instructor training requirements in subparagraph 10b of this AC; and
(3) Is employed by a training provider authorized to provide the ATP CTP.
NOTE: Applicants may seek retraining from any authorized training provider.
18. INTERNAL EVALUATION PROGRAM (IEP).
a. Identify and Eliminate Deficiencies. An effective IEP would identify and attempt to eliminate deficiencies identified within the training program. At minimum the proposed IEP must measure, track, and analyze:
(1) Student performance on both quiz and test scores;
(2) Student graduation rates; and
(3) Student feedback forms.
b. Amend Deficiencies. Based on the analysis of the data captured from the measurements above, the training provider should then identify course deficiencies and then amend as appropriate:
(1) Instructor performance; and/or
(2) Course material.
NOTE: Further guidance on developing IEPs can be found in the current edition of AC 120-59, Air Carrier Internal Evaluation Programs.
19. FSTD MINIMUM EQUIPMENT REQUIREMENTS. The following describes the minimum equipment the FSTD must have for use in the ATP CTP.
Par 19 Page 24
a. FTD. A Level 4 or higher FTD qualified under part 60 is required. The equipment used in the FTD portion of the program should also be equipped with:
(1) FMS;
(2) Electronic Flight Information Systems (EFIS) (PFD and ND);
(3) TCAS; and
(4) TAWS.
NOTE: For alternative training devices which the training provider believes can meet the learning objectives defined in this AC, training providers may submit a detailed request in its application for course approval or course revision.
b. FFS. A Level C or higher FFS qualified under part 60 is required. As part of the evaluation of the FFS training topics and learning objectives, the FAA reviewed all of the approved FFSs under part 60 including the associated weights of the aircraft they represent.
Based on that review, the FAA has determined an FFS representing an aircraft with a maximum takeoff weight (MTOW) of at least 40,000 pounds is necessary to meet the objectives of the ATP CTP.
(1) Minimum Weight of the Aircraft that the FFS Represents. The weight of the aircraft the simulator represents is an important factor in ensuring handling characteristics of a typical transport aircraft. The 40,000 pound minimum requirement will ensure the device can replicate the lower performance margins and handling qualities inherent in transport category aircraft when being operated near their maximum operating weight at altitudes near their service ceiling.
(2) Apply for a Deviation. If a training provider seeks to use a device that does not meet the weight criteria set forth in § 61.156 but believes it can adequately demonstrate the learning objectives, it must apply for a deviation.
(a) Deviation requests must be submitted to the certificate holder’s assigned principal operations inspector or TCPM. Once the assigned inspector is satisfied the submitted device meets the learning objectives of the course as defined by the guidance contained in this AC, the assigned inspector should forward to the appropriate FAA RFSD for review.
(b) If the RFSD concurs with the deviation request they will then forward to the Air Transportation Division (AFS-200) in Washington, D.C. If AFS-200 feels the deviation request is creditable, the National Simulator Program (NSP) office (AFS-205) will be assigned to review the device to determine if the device meets the learning objectives of the course. If the NSP has a favorable review, AFS-200 will issue the deviation request for a period not to exceed 2 years.
Appendix 1 APPENDIX 1. UPSET PREVENTION AND RECOVERY TRAINING (UPRT)
RECOVERY TEMPLATE AND SCENARIOS
1. Upset Recovery Template.
The following Upset Prevention and Recovery template was created by Airbus, ATR, Boeing, Bombardier and Embraer. The Original Equipment Manufacturer (OEM) recovery techniques will be updated in their respective manuals and remain consistent with the information contained in the Airplane Upset Recovery Training Aid (AURTA), Revision 2. It is important to note that correct interpretation and application of techniques and recommendations can only be determined when the supporting information is well understood.
The following techniques represent a logical progression for recovering the aircraft. They are not necessarily procedural. The sequence of actions is for guidance only and represents a series of options for the pilot to consider and to use depending on the situation. Not all actions may, or should, be necessary once recovery is underway. If needed, use pitch trim sparingly. Careful use of rudder to aid roll control should be considered only if roll control is ineffective and the airplane is not stalled.
These techniques assume the aircraft is not stalled. A stalled condition can exist at any attitude and may be recognized by continuous stall warning activation accompanied by one of the following:
• Buffeting, which could be heavy at times.
• Lack of pitch authority and/or roll control.
• Inability to arrest descent rate.
If the aircraft is stalled, recovery from the stall must be accomplished first by applying and maintaining nose-down elevator until stall recovery is complete and stick shaker activation ceases.
NOTE: Operators should work with their airplane manufacturers) to ensure they have the manufacturer-approved, airplane-specific upset prevention and recovery guidance and techniques in their operating manual.
NOTE: The manufacturer's procedures take precedence over the following recommendations:
Appendix 1 Nose-High Recommendation 'Recognize and confirm the developing situation. Announce: "Nose High" PE PM 2 AP - DISCONNECT Monitor Airspeed and A/THR - OFF Attitude throughout the APPLY as much nose down control input as required to obtain a nose-down recovery and announce any pitch rate. continued divergence.
Thrust - Adjust (if required) Roll - Adjust (if required) not to exceed 60 degrees When Airspeed is sufficiently increasing: RECOVER to level flight Recovery to level flight may require use of pitch trim.
1 If the AP and/or A/THR are responding correctly, it may not be appropriate to decrease the level of automation while assessing if the divergence is being stopped.
2 A large out of trim condition could be encountered when the A/P is disconnected.
3 Avoid stall because of premature recovery or excessive g loading.
Warning: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.
Nose-Low Recommendation Recognize and confirm the developing situation. Announce: "Nose Low" PM 2AP - DISCONNECT Monitor Airspeed and A/THR - OFF Attitude throughout the recovery RECOVER from stall if required and announce any continued ROLL in the shortest direction to wings level. divergence.
Thrust and Drag Adjust (if required) Recover to level flight Recovery to level flight may require use of pitch trim.
If the AP and/or A/THR are responding correctly, it may not be appropriate to decrease the level of automation while assessing if the divergence is being stopped.
2A large out of trim condition could be encountered when the A/P is disconnected.
It may be necessray to reduce the g loading by applying forward control pressure to improve roll effectiveness.
*Avoid stall because of premature recovery or excessive g loading.
Warning: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads Page 2
Appendix 1
2. Upset Recovery Scenarios. Two scenarios were constructed using the philosophies and concepts described in this advisory circular (AC). The examples should be easily tailored to any transport category airplane. The examples given are not intended to be limiting in any way, they are provided as a framework for developing a training curriculum.
NOTE: The manufacturer’s procedures take precedence over the recommendations in this AC.
SCENARIO 1: NOSE HIGH INSTRUCTOR ROLE Initiate a condition which will result in an unexpected nose high attitude (40° or greater) with full power.
OBJECTIVE The pilot will recognize the nose high attitude and immediately perform the upset recovery procedure.
EMPHASIS AREAS • Recognition and recovery.
• Crew coordination.
• Angle of attack (AOA) management.
• Aural and visual warnings (environment and airplane cuing).
• Surprise and startle.
• Situational awareness (SA) while returning to desired flightpath after the upset recovery, including such items as heading, altitude, other aircraft, and flight deck automation.
FSTD SETUP
CONSIDERATIONS Use of simulator capabilities to induce a nose high attitude may include:
• Automated simulator presets.
• Airspeed slewing.
• Attitude changes.
• Airplane weight and center of gravity (CG) changes.
• Environmental changes.
SCENARIO ELEMENTS • Upon recognizing the first indication of an upset, perform the upset recovery procedure.
• The necessity for smooth, deliberate, and positive control inputs to avoid increasing load factors.
• If the airplane is equipped with underwing mounted engines, the pilot should demonstrate recovery by reducing thrust to approximately midrange until a detectable nose-down pitch rate is achieved.
Appendix 1
COMPLETION
STANDARDS
• Recognizes and confirms the situation.
• Verifies the autopilot and autothrottle/autothrust are disconnected.
• Proper recovery consists of up to full nose-down elevator and, if required, by using stabilizer trim to relieve elevator control pressure. A steady nose-down pitch rate should be achieved and it should be noted that the airplane would be near zero g and the associated characteristics of such.
• When approaching the horizon, the student checks airspeed, adjusts thrust, and establishes the appropriate pitch attitude and stabilizer trim setting for level flight.
COMMON STUDENT ERRORS
• Fails to disengage the autopilot and autothrottle.
• Hesitates to use up to full control input
• Overtrims nose-down stabilizer.
• Fails to use nose-up stabilizer trim.
SCENARIO 2: NOSE LOW INSTRUCTOR ROLE Initiate a condition which will result in an unexpected nose low attitude (approximately 20 degrees).
OBJECTIVE The pilot will recognize the nose low attitude and immediately perform the upset recovery procedure.
EMPHASIS AREAS • Recognition and recovery.
• Crew coordination.
• AOA management.
• Aural and visual warnings (environment and airplane cuing).
• Surprise and startle.
• Situational awareness (SA) while returning to desired flightpath after the upset recovery, including such items as heading, altitude, other aircraft, and flight deck automation.
FSTD SETUP
CONSIDERATIONS Use of simulator capabilities to induce a nose low attitude may include:
• Automated simulator presets.
• Airspeed slewing.
• Attitude changes.
• Airplane weight and center of gravity (CG) changes.
• Environmental changes.
Appendix 1 Page 5 (and 6) SCENARIO ELEMENTS • Upon recognizing the first indication of an upset, perform the upset recovery procedure.
• The necessity for smooth, deliberate, and positive control inputs to avoid increasing load factors.
COMPLETION
STANDARDS
• Recognizes and confirms the situation.
• Verifies the autopilot and autothrottle/autothrust are disconnected.
• Proper recovery consists of rolling to approaching wings level, then applying nose-up elevator;
applying stabilizer trim, if necessary; and adjusting thrust and drag as necessary.
• For a satisfactory nose-low recovery, the student must avoid ground impact and accelerated stall and respect g-force and airspeed limitations.
• Recovers to stabilized flight with a pitch, thrust, and airplane configuration that corresponds to the desired airspeed.
COMMON STUDENT ERRORS
• Forgets to disengage the autopilot and or autothrottle.
• Fails to use full control inputs.
• Initiates pull-up before approaching wings level.
• Attempts to precisely obtain wings level and delays pull-up.
• Enters secondary stall.
• Exceeds positive g force during pull-up.
• Fails to reduce thrust to idle for high speed.
• Fails to use speedbrakes, if required.
• Achieves inadequate pull-up to avoid ground impact.
Appendix 2 APPENDIX 2. DOCUMENTING PREVIOUS EXPERIENCE GUIDANCE To be eligible to teach the airline transport pilot (ATP) Certification Training Program (CTP), an instructor must have at least two years of air carrier experience as defined in Title 14 of the Code of Federal Regulations (14 CFR) part 121, § 121.410, part 135, § 135.336, part 141, § 141.33, or part 142, § 142.54. The following guidance may be used to assist in documenting previous air carrier experience.
Lost or Unattainable Records. A principal operations inspector (POI) may accept an affidavit as a method to document previous experience if an instructor is unable to produce suitable employment records because:
1. The records are lost;
2. The air carrier or program manager (PM) is defunct; or
3. The air carrier or PM remains in existence but no longer has the records.
Supporting Documentation. The instructor must submit a signed and notarized statement (affidavit) attesting to the previous experience. The statement should be substantiated by all available evidence, such as completed check ride forms, available training records, logbook entries, and other records attesting to flight operation participation, associated pay stubs, W-2 forms (financially confidential information redacted), tax returns, a statement from a current, or former employee of the air carrier or program manager, and other proofs of employment. Both the pilot and training provider must read, sign, and submit a notarized statement containing the information found in this appendix and provide both affidavits with supporting documentation to the POI or Training Center Program Manager (TCPM). If the affidavits and documentation reasonably support the claimed experience, the POI or TCPM may accept the information as meeting the previous experience requirement. An affidavit without any supporting documentation should not be accepted.
a. False Statements. A pilot who has lost or is unable to obtain suitable records should be reminded that any fraudulent or intentionally false statements concerning these records are a basis for enforcement action in accordance with Title 18 of the United States Code (18 U.S.C.), § 1001.1, and 14 CFR part 61 that could result in a fine, imprisonment, and action against any certificate or rating held.
b. Supporting Documentation Review. The POI or TCPM should consider the following when determining the acceptability of the documentation provided:
1. Review Records. Review and determine the validity of the records.
2. Ensure Clarity. Ensure that records clearly identify the air carrier and associated employment.
3. Review Federal Aviation Administration (FAA) Database. Review FAA database(s) to determine if the air carrier or program manager has records to verify its existence.
Appendix 2
4. Review Program Tracking and Reporting Subsystem (PTRS) Records. Review PTRS records that may support the nominee’s activities with the air carrier or program manager.
(This is not required but could be used for confirmation in some cases.)
5. Review Evidence. Review evidence the nominee has provided that confirms the air carrier or program manager no longer retains the records or has not responded to a record request for an air carrier or program manager that currently remains in existence.
6. Review Participation and Qualification. Review records or supporting documents
(e.g., logbooks, dispatch releases, evidence of employment, or a statement from a current or former employee of the air carrier or program manager) that attest to or confirm flight program participation and qualification as a pilot for the air carrier or program manager.
Appendix 2 APPENDIX 2-1. INSTRUCTOR PREVIOUS EXPERIENCE AFFIDAVIT STATE OF ___________________________________ COUNTY OF _________________________________ ________[Name of applicant]_____________________, being duly sworn, says:
1. On [today’s date], I, [Name of applicant], certify that I have been unable to find or obtain the records documenting my employment with [air carrier/operator/program manager] from [date] to [date].
2. I acknowledge that any fraudulent or intentionally false statements concerning aeronautical experience are a basis for suspension or revocation of any certificate or rating I hold.
Considering the above, I offer the following statement in lieu of the actual records:
____ I, [Name of applicant], hereby attest that I was employed as a [pilot in command or second in command] for [Name of part 121 air carrier], a part 121 air carrier based in [city, state, country], from [date] to [date].
____ I, [Name of applicant], hereby attest that I was employed as a pilot in command, as required by § 135.243(a)(1), for [Name of part 135 air carrier/operator], a part 135 [air carrier or operator] based in [city, state, country], from [date] to [date].
____ I, [Name of applicant], hereby attest that I was employed as a pilot in command, as required by § 91.1053(a)(2)(i), for [Name of part 91K operator], a part 91K program manager based in [city, state, country], from [date] to [date].
_____________________________________________________________________ Airman’s Signature _____________________________________________________________________ Airman’s Name (Printed) and Pilot Certificate Number SUBSCRIBED AND SWORN TO before me this ________ day of _______________, ______ [Seal] Notary Public in and for County_________________________________________________ State of __________________________________________________ My Commission expires on __________________________________
Appendix 2 APPENDIX 2-2. TRAINING PROVIDER AFFIDAVIT FOR LOST/UNOBTAINABLE
PREVIOUS EXPERIENCE DOCUMENTATION STATE OF ___________________________________ COUNTY OF _________________________________ __________[Name of Company Representative]___________________, being duly sworn, says:
1. On [today’s date], I, [Company Representative], [Company Name], certify that I have been unable to find or obtain the records documenting that [instructor’s name] was employed by [Company Name] from [date] to [date].
2. I have made a good faith effort to obtain such records. Notwithstanding this effort, I have been unable to find such records. I do not know where such records presently are, or where they may be found. I believe them to be lost or destroyed.
3. I acknowledge that any fraudulent or intentionally false statements concerning aeronautical experience are a basis for suspension or revocation of any certificate or rating I hold, as well as revocation or suspension of this [air carrier certificate or management specifications].
For the above reason, I offer the below statement in lieu of the actual records:
I, [Company Representative], on behalf of [company name], attest the information above is accurate and therefore [Name of instructor] meets the baseline requirements of an instructor as set forth in §§ 121.410 (b)(2), 135.336(b)(2), 141.33(4)(ii), or 142.54(b).
Company Representative’s Signature___________________________________ Company Representative’s Pilot Certificate Number (if applicable)___________ Company Representative’s Name (Print)________________________________ Company Name and Certificate Number___________________________ SUBSCRIBED AND SWORN TO before me this ________ day of _______________, _______ [Seal] Notary Public in and for County__________________________________________________ State of __________________________________________________ My Commission expires on __________________________________