FAA-S-8081-21 6
c. An applicant who is a mechanic must meet the currency requirements of 14 CFR part 65.
d. An applicant must be currently employed by a part 121 or part 135 air carrier; however, an applicant is not required to have been continuously employed by a qualified air carrier between the time the applicant passes the knowledge test and the time the applicant applies to take the oral and flight tests.
2. Applicants in Military Service. An applicant in military service may qualify for an extension under the following conditions:
a. The applicant must currently be participating in a scheduled military transport service.
b. The applicant must currently be participating in a military flight engineer or maintenance training program.
c. The applicant must have participated in a flight engineer or maintenance training program at the time of passing the knowledge test, or must have begun a flight engineer or maintenance training program within 24-calendar months after passing the knowledge test.
Extended Test Report Validity: Documentation Examiners shall not accept an expired AC Form 8080-2, Airman Written Test Report, or an expired Airman Test Report, unless the applicant presents written evidence supporting extended validity of the report.
When such documentation is presented by the applicant and is found satisfactory by the examiner, the examiner shall enter, date, and sign the following statement on the test report: “The period of validity of this test report has been extended in accordance with the provisions of 14 CFR part 63, section 63.35(d).”
Completed FAA Form 8400-3, Application for an Airman Certificate and/or Rating The applicant must present a completed FAA Form 8400-3, Application for an Airman Certificate and/or Rating, including an authorized instructor’s recommendation in box 7 of the form.
FAA-S-8081-217 Other Practical Test Prerequisites: Documentation Prerequisites for initial issuance of a flight engineer certificate with a class rating include the seven alternatives shown in 14 CFR part 63, section 63.37(b)(1) through (7). Those seven alternatives specify aeronautical experience requirements and/or training requirements. The applicant must present documentation showing that the requirements have been met in at least one of the seven alternatives, shown in groups 1 through 3 below. Documentation must include satisfactory evidence of the completion of the appropriate flight training in the duties of a flight engineer.
NOTE: Any actual airplane training received to meet the provisions of section 63.37(b) or of part 63, appendix C, must not be acquired during revenue operations.
Group 1: Applicants who qualify for the practical test under the provisions of section 63.37(b) subparagraphs (1), (2), (3), or (4) , must present documentation of receiving a minimum of 5 hours’ flight training in the duties of a flight engineer in an actual airplane of the same class that will be used for the practical test.
NOTE: The flight time required for the practical test shall not be credited as part of the required flight instruction in an airplane.
Group 2: There is no specific requirement for flight training in the duties of a flight engineer in an airplane for applicants qualifying for the practical test under the provisions of section 63.37(b) subparagraphs (5) and (6) ; consequently, there is no flight training documentation requirement.
Group 3: Applicants successfully completing part 63, appendix C, flight engineer ground and flight course of instruction under the provisions of section 63.37(b) subparagraph (7), must provide documentation of having received flight instruction in an airplane (see section 63.37(a)), as specified in part 63, appendix C, (a)(3). All of this flight training must be in the same type of airplane used in the approved course . A flight simulation device may be used for a portion of the flight training as described in the following tables.
FAA-S-8081-21 8 Table 1. Applicants who do not possess at least a commercial pilot certificate with an instrument rating must receive at least 10 hours of flight training in the duties of a flight engineer . Up to half of that requirement may be satisfied through the use of a flight simulation device as shown in Table 1 below. This training must be in a flight simulation device that accurately reproduces the design, function, and control characteristics, as pertaining to the duties and responsibilities of a flight engineer, of the type of airplane flown.
Flight Simulation Device Flight Training Substitution Ratio (Training Device: Airplane) Substitution Limit Level A or Higher Flight Simulator (SIM) 2:1 5 hours (50%) (Requires 10 hours in SIM and 5 hours in aircraft.)
Level 5 or Higher Flight Training Device (FTD) 3:1 5 hours (50%) (Requires 15 hours in FTD and 5 hours in aircraft.)
Table 2. Applicants who have at least a commercial pilot certificate with an instrument rating must receive at least 10 hours of flight training in the duties of a flight engineer. The 10 hours may be entirely satisfied in a flight simulation device as shown in Table 2 below.
Flight Simulation Device Flight Training Substitution Ratio (Training Device: Airplane) Substitution Limit Level A or Higher Flight Simulator (SIM) 2:1 10 hours (100%) (Requires 20 hours in SIM.)
Level 5 or Higher Flight Training Device (FTD) 3:1 5 hours (50%) (Requires 15 hours in FTD and 10 hours in SIM or 5 hours in aircraft.)
FAA-S-8081-219 Retesting After Failure: Documentation When retesting within 30 days after failing a practical test, the applicant must present FAA Form 8400-3, Application for an Airman Certificate and/or Rating, including an authorized instructor’s recommendation in box 7 of the form and a notation that additional training, to proficiency, has been conducted in the unsatisfactory areas shown on FAA Form 8060-5, Notice of Disapproval of Application. A copy of FAA Form 8060- 5 must be attached.
Adding a Class Rating to an Existing Flight Engineer Certificate:
Documentation When seeking to add a class rating to an existing flight engineer certificate, the applicant must additionally present that certificate before taking the practical test.
Aircraft and Equipment Requirements for the Practical Test If appropriate to a specific task listed in appendix 1 of this practical test standard, the applicant is required to provide an appropriate and airworthy aircraft for the practical test. Its operating limitations must not prohibit the TASKS required on the practical test. The aircraft and crew complement must require a flight engineer.
Use of FAA-Approved Flight Simulators and Flight Training Devices for Testing 14 CFR part 63 permits, under certain conditions, the use of approved flight engineer training devices for testing emergency and abnormal procedures during the flight portion of the practical test as set forth in the appropriate table of appendix 1 of this practical test standard.
NOTE 1: Any Level 5 or higher FTD equipped with all relevant systems and approved by the FAA, or any level flight simulator so equipped and approved, may be used to meet the flight engineer training device allowances of part 63.
NOTE 2: A Principle Operation Inspector’s (POI) approval of a Level 5 flight training device must be coordinat ed with the National Simulator Program Manager in accordance with AC 120-45, Airplane Flight Training Device Qualification, paragraph 7(L)(2).
FAA-S-8081-21 10 Exemption No. 4901, as amended, permits the use of approved flight simulation devices, under certain conditions, for the normal procedures portion of the practical test as set forth in the appropriate table of appendix 1.
In SECTION TWO, the aircraft “PREFLIGHT INSPECTION” TASKS must be accomplished using the appropriate training equipment, in accordance with the appropriate table in appendix 1.
Each inflight procedure must be performed by the flight engineer applicant in an FTD, flight simulator, or an aircraft. Appendix 1 of this practical test standard must be consulted to identify the procedures that may be accomplished in, and the qualification level of, an FTD or flight simulator.
Testing in TASKS and in Normal, Abnormal, and Emergency Procedures When the practical test is accomplished in an aircraft, certain TASK elements may be accomplished through simulated actions in the interest of safety and practicality , but when accomplished in an FTD or flight simulator, these same actions would not be simulated. For example, when in an aircraft, a simulated engine fire may be addressed by retarding the throttle to idle, simulating the shutdown of the engine, simulating the discharge of the fire suppression agent, simulating the disconnection of the associated electronics, hydraulics, pneumatics, etc.;
however, when the same emergency condition is addressed in an FTD or a flight simulator, all TASK elements must be accomplished as would be expected under actual circumstances. It is important to understand that whether accomplished in an FTD, flight simulator, or aircraft, all TASKS and TASK elements for each procedure will have the same performance criteria applied in evaluating an applicant’s performance.
Inspectors and examiners should be guided by the following when conducting the flight test phase of the practical test:
1. Practical Test Standards. The TASKS and procedures that must be evaluated are shown in the practical test standards, as amended.
2. Operator’s Manual or Aircraft Flight Manual. The specific manner that TASKS and procedures must be accomplished by the applicant are shown in the operator’s manual or aircraft flight manual.
FAA-S-8081-2111
3. Selection of Procedures. Examiners shall evaluate as many procedures as necessary to determine that the applicant meets the knowledge and skill set forth in the Objective of each TASK.
Examiners shall vary the selection and sequence of procedures on successive flight tests in order to evaluate the effectiveness of the operator’s training program.
4. Combining, Compounding, and Overloading. Good judgment is essential to avoid overloading the applicant with unrealistic combinations of TASKS. On the other hand, if the applicant should fail to accomplish a TASK or procedure satisfactorily, it would be realistic to introduce an additional problem that would logically result from the unsatisfactory accomplishment of an earlier TASK. This guideline confines the compounding of problems to a particular aircraft system or related systems.
Inspector and Examiner Responsibility The inspector or examiner conducting the practical test is responsible for determining that the applicant meets the prerequisites for certification and the standards outlined in this practical test standard. The examiner shall meet this responsibility by determining that the applicant’s knowledge and skill meet the Objectives in all required TASKS.
Practical Test Administered To Applicants Eligible Under 14 CFR part 63, section 63.37(b)(1), (2), (3), or (4) or Otherwise Not Eligible For Use of Exemption 4901 , As Amended The practical test is divided into three phases.
Phase 1—Equipment Examination. Phase 1 is conducted on the ground as an oral exam, written exam, or a combination of both, to determine the applicant’s knowledge of the aircraft systems, required operating procedures, performance, and limitations.
Phase 2—Preflight. Phase 2 is conducted on the ground using an aircraft consisting of an inspection of the aircraft exterior, cabin interior, and the flight deck.
FAA-S-8081-21 12 Phase 3—Flight. Phase 3 begins on the ground and includes flight phases that must be in an aircraft. This phase includes: flight deck setup;
engine start; taxi; before takeoff checks; after takeoff checks; inflight procedures; approach and landing checks; after-landing procedures;
parking and securing; and normal, abnormal, and emergency procedures. The flight portion of the practical test may be conducted in as little as 1.5 to 2 hours in instances when the examiner prepares and conducts the flight check scenario effectively and when the applicant performs well.
NOTE: Certain portions of Phase 3, limited to emergency procedure(s) may be conducted in an approved flight engineer training device (Level 5 or higher FTD or any approved flight simulator).
Practical Test Administered to Applicants Eligible Under 14 CFR part 63, section 63.37(b)(7) or Otherwise Eligible For Use of Exemption 4901, As Amended The practical test utilizing Exemption 4901, as amended, is divided into three phases for the restricted certificate, or four phases for the unrestricted certificate. If an unrestricted certificate is being sought, the practical test includes the three phases evaluated for the restricted certificate, plus a fourth phase, line operational evaluation (LOE).
Restricted Certificate.
Phase 1—Equipment Examination. Phase 1 is conducted on the ground as an oral exam, written exam, or a combination of both, to determine the applicant’s knowledge of the aircraft systems, required operating procedures, performance, and limitations.
Phase 2—Preflight. Phase 2 is conducted on the ground using an aircraft or for part 121 applicants, an approved pictorial representation, consisting of an inspection of the aircraft exterior, cabin interior, and the flight deck.
Phase 3—Flight. Phase 3 begins on the ground and includes flight phases that may be in an aircraft, an approved flight simulation device, or a combination of both, as set forth in appendix 1. This phase includes:
flight deck setup; engine start; taxi; before takeoff checks; after takeoff checks; inflight procedures; approach and landing checks; after-landing procedures; parking and securing; and normal, abnormal, and emergency procedures. The flight portion of the practical test may be conducted in as little as 1.5 to 2 hours in instances when the examiner prepares and conducts the flight check scenario effectively and when the applicant performs well.
FAA-S-8081-2113 The restricted certificate is issued with the following statement:
“This certificate is subject to the provisions of Exemption 4901, as amended.”
Refer to Exemption No. 4901, as amended, for conditions and limitations in using flight simulation during the practical test and for guidance in removing the certificate restriction.
Unrestricted Certificate.
Phases 1 through 3 above, and;
Phase 4—Line Operational Evaluation (LOE). Phase 4 is conducted in accordance with Exemption 4901, as amended, when an unrestricted certificate is sought using an approved Level A or higher flight simulator (no aircraft) for the practical test. This phase is an evaluation of normal procedures conducted with a complete crew that is task familiar in accordance with AC 120-35 , Line Operational Simulations: Line Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation, and is conducted in a scenario that is real-world, real-time, and uninterrupted. LOE’s are conducted to determine the applicant’s ability to perform satisfactorily as a crewmember in normal operational flight regimes. The applicant must demonstrate effective communication and coordination with other crewmembers while performing in the duty position. It is important to note that there is a major difference between the LOE required by Exemption No. 4901, as amended, and Line Oriented Flight Training (LOFT) associated with training requirements elsewhere. LOE is an evaluation of the applicant’s performance that is an integral part of the applicant’s practical test and may not be combined with any other portion of the practical test. It must be conducted by an FAA inspector or by a designated flight engineer examiner.
The LOE must include a normal start at the gate, taxi, takeoff, a climb to FL 330 or the maximum flight level based on specific performance for the planned flight, a normal descent and landing, taxi in, and shutdown. It must be at least 2 hours in duration of which 1.5 hours must be in flight.
The applicant should be required to compute cruise power settings, maximum altitudes, and fuel consumption. A diversion to an alternate airport that requires the recalculation of fuel and landing data by the applicant should also be included.
FAA-S-8081-21 14 Unlike preceding test phases that focus on aircraft systems and approved procedures, the LOE replicates an actual real-time, line operational flight that does not include emergencies; however, subtle malfunctions may be introduced to test the applicant’s monitoring of aircraft systems. Questions should be delayed until the debriefing session following the evaluation.
The unrestricted flight engineer certificate may not be issued until satisfactory completion of the LOE.
Satisfactory Performance The practical test is passed if, in the judgment of the examiner, the applicant demonstrates satisfactory performance with regard to:
1. executing TASKS within the aircraft’s performance capabilities and limitations, including use of its systems;
2. executing normal, abnormal, and emergency procedures TASKS appropriate to the aircraft;
3. executing procedures expeditiously and accurately;
4. demonstrating crew resource management;
5. applying systems knowledge; and
6. showing mastery of the aircraft systems and procedures , within the standards outlined in this practical test standard , with the successful outcome of a TASK never in doubt.
Unsatisfactory Performance Consistently exceeding tolerances or limitations stated in the TASK, Objective, or aircraft operating manual(s), or failure to take prompt corrective action when tolerances or limitations are exceeded, are indicative of unsatisfactory performance. Any action, or lack thereof, by the applicant that requires corrective intervention by the examiner or another crewmember to maintain safe flight, shall be disqualifying.
NOTE: It is vitally important that the applicant, other crewmembers, and the examiner use proper and effective scanning techniques to observe other traffic in the area throughout the flight regime.
If, in the judgment of the examiner, the applicant’s performance of any TASK is unsatisfactory, the associated AREA OF OPERATION is failed;
therefore, the practical test is failed. Examiners shall not repeat TASKS that have been attempted and failed. The examiner or the applicant may discontinue the test at any time after the failure of a TASK makes the applicant ineligible for the certificate or rating sought. The practical test will be continued only with the consent of the applicant. In such cases, it is usually better for the examiner to continue with the practical test to complete the other TASKS. If the examiner determines that the entire practical test must be repeated, the practical test should not be continued, but should be terminated immediately. If the practical test is
FAA-S-8081-2115 either continued or discontinued, the applicant is entitled to credit for AREAS OF OPERATION satisfactorily completed ; however, during a retest, and at the discretion of the examiner, any TASK may be reevaluated including those previously passed. Whether the remaining parts of the practical test are continued or not after a failure, a notice of disapproval must be issued.
When the examiner determines that a TASK is incomplete, or the outcome uncertain, the examiner may require the applicant to repeat that TASK, or portions of that TASK. This provision has been made in the interest of fairness and does not mean that instruction or practice is permitted during the certification process. When practical, the remaining TASKS of the practical test phase should be completed before repeating the questionable TASK. If the second attempt to perform a questionable TASK is not clearly satisfactory, the examiner shall consider it unsatisfactory.
If the practical test must be terminated for unsatisfactory performance and there are other TASKS that have not been tested or still need to be repeated, a notice of disapproval shall be issued listing the AREAS OF OPERATION that have not been successfully completed.
When a practical test is discontinued for reasons other than unsatisfactory performance (i.e., equipment failure, weather, air sickness), FAA Form 8400-3, Application for an Airman Certificate and/or Rating, and if applicable, the applicant’s knowledge test report, should be returned to the applicant. The examiner at that time should prepare, sign, and issue a Letter of Discontinuance to the applicant. The Letter of Discontinuance should identify the portions of the practical test that were successfully completed.
Recording Unsatisfactory Performance This practical test standard uses the terms AREA OF OPERATION and TASK to denote areas in which competency must be demonstrated.
When a disapproval notice is issued, the examiner must record the applicant’s unsatisfactory performance in terms of AREA OF OPERATION and TASK appropriate to the practical test conducted. In addition, the examiner should document the date of satisfactory completion of the oral evaluation. Recording the date of successful oral completion on the disapproval notice is essential for determining when the oral must be reaccomplished.
FAA-S-8081-21 16 Crew Resource Management (CRM) CRM refers to the effective use of all available resources; human resources, hardware, and information. Human resources include all groups routinely working with the cockpit crew who are involved in decisions that are required to operate a flight safely. These groups include, but are not limited to: aircraft dispatchers, cabin crewmembers, maintenance personnel, and air traffic controllers. CRM is not a single TASK. CRM is a set of competencies relating to communication and crew coordination which must be evident in all TASKS . CRM competencies may be grouped into three clusters of observable behavior, as follows.
1. COMMUNICATION PROCESSES AND DECISIONS
a. Briefing
b. Inquiry/Advocacy/Assertiveness
c. Self-Critique
d. Communication with Available Personnel Resources
e. Decision Making
2. BUILDING AND MAINTENANCE OF A FLIGHT TEAM
a. Leadership/Followership
b. Interpersonal Relationships
3. WORKLOAD MANAGEMENT AND SITUATIONAL
AWARENESS
a. Preparation/Planning
b. Vigilance
c. Workload Distribution
d. Distraction Avoidance
e. Wake Turbulence Avoidance How the Examiner Applies CRM Examiners must exhibit good CRM in conducting tests while requiring the same from applicants undergoing those tests.
The majority of aviation accidents and incidents are due, at least in part, to CRM-related human failures. Valid and reliable criteria have not yet been developed for objective evaluation of CRM competencies ;
therefore, evaluations of performance in respect to CRM are often largely subjective. Pass/Fail judgments based on CRM-related performance issues must be made carefully.
FAA-S-8081-2117 Some Pass/Fail judgments relating to CRM are entirely objective and simple to make. Judgments about required communications procedures, such as required briefings and required call-outs are good examples. In such cases, the operator or the aircraft manufacturer specifies what should be briefed and when the briefings should occur. The examiner simply makes an objective judgment as to whether the required communications procedure was or was not performed correctly.
Deficiencies in CRM competencies almost always contribute to unsatisfactory TASK performance; therefore, these competencies provide an extremely valuable framework for debriefing. For debriefing purposes, an amplified list of these competencies, expressed as behavioral markers, may be found in AC 120-51, Crew Resource Management Training, as amended.
Applicant's Use of Checklists Throughout the practical test, the applicant is evaluated on the use of each appropriate checklist. Proper use is dependent on the specific TASK being evaluated. The situation may be that the use of the checklist, while accomplishing elements of an Objective, would be either unsafe or impractical. In this case, a review of the checklist after the elements have been accomplished would be considered appropriate.