GM1 FCD.415 Difference levels -- Training, checking, and currency

• ED Decision 2021/012/R found in: CS-FCD Issue 2 - Flight Crew Data (Jun 2023)

GM1 FCD.415 Difference levels — Training, checking, and currency ED Decision 2021/012/R (a) While particular aircraft are often assigned the same level for training, checking, and currency (for example, C/C/C), this is not always the case. Training, checking, and currency levels may be assigned independently. As an example, a candidate aircraft may be assigned level C for training, level B for checking, and level D for currency (for example, C/B/D). (b) Difference level — Training As an example, for the use of a training device associated with a higher difference level than required, if level C differences have been assessed due to the installation of a different FMS, pilots may be trained using the FMS installed in an FSTD that is used as a system trainer, if a dedicated part task FMS training device is not available. (1) Level A training Compliance with level A training is typically achieved by methods such as issuance of operating manual page revisions, dissemination of flight crew operating bulletins or difference handouts to describe minor differences between aircraft. Level A training is normally limited to situations such as the following: (i) the change introduces a different version of a system or equipment for which the flight crew has already demonstrated understanding and the ability to use it safely (for example, an updated version of an engine); or (ii) information highlighting a difference that, once brought to the attention of a crew, is self-evident, inherently obvious and easily understood (for example, a communication radio panel installed in a different location, a different exhaust gas temperature limit which is placarded, or changes to abnormal ‘read and do’ procedures). (2) Level B training Level B aided instruction typically employs means such as presentations, tutorials, CBT, stand-up lectures, or videos. (3) Level C training While level C systems or equipment, and procedures, knowledge or skills relate to specific rather than fully integrated tasks, the performance of the steps to accomplish normal, abnormal and emergency procedures or manoeuvres related to particular systems such as INS, FMS, or TCAS trainers, may be necessary. Examples of devices acceptable for level C training: (i) interactive training to include FMS trainers, and systems trainers; (ii) qualified FSTDs; (iii) specific systems incorporated in an FSTD; or (iv) a static aircraft. (4) Level D training The use of an FSTD for manoeuvre training or an aircraft, as mentioned in [CS FCD.420(a)](#_DxCrossRefBm1036031405), may be specified for the conduct of specific manoeuvres or handling differences, such as HUD training or a manoeuvre (for example, no-flap landing, tail-rotor control failure, etc.). In such cases, the number of hours required should normally be limited to an appropriate number of hours within Level D training. (5) Level E training For safety reasons, if the training is performed in an aircraft, consideration must be given to high-risk situations, such as engine loss, by not shutting down the engine but rather by simulating the engine failure, using safe original-equipment manufacturer (OEM)-recommended methods, for example such as training mode, or by setting the affected engine to idle or zero thrust. (c) Difference level — Checking (1) Level A checking Difference items should be included as an integral part of subsequent proficiency checks. (2) Level B checking Level B checking typically applies to particular tasks or systems, or equipment and procedures, such as INS, FMS, TCAS, or other individual systems or related groups of systems. (3) Level C checking An example of level C checking would be the evaluation of a sequence of manoeuvres demonstrating a pilot’s ability to use a flight guidance control system or flight management system. An acceptable scenario would include each relevant phase of flight, but would not necessarily address manoeuvres that do not relate to the set up or use of the FD or FMS. (d) Difference level — Currency (1) Level A currency Level A currency consists of a self-review as necessary. (2) Level B currency Self-review is usually accomplished by review of material provided by the operator to pilots. Such currency may be undertaken at an individual pilot’s initiative; however, the operator identifies the material and the frequency or other situations in which the material should be reviewed. Self-review may be based on manual information, bulletins, aircraft placards, memos, class hand-outs, videotapes or DVDs, or other memory aids that describe the differences, procedures, manoeuvres, or limits for the aircraft that pilots are flying. An example of how compliance with level B currency can be demonstrated would be the issuance of a bulletin which directs pilots to review specific operating manual information. Level B currency may be regained by reviewing the pertinent information, including bulletins, if that variant has not been flown within a specified period (for example, by flying that variant or by having completed a review of the differences in limitations and procedures within the past 90 days). Another method of compliance would be pilot certification on a dispatch release that they have reviewed the pertinent information for a particular variant to be flown on that trip. However, level B currency cannot be achieved solely by reviewing the class notes taken by and at the initiative of an individual pilot, unless the adequacy of those notes is verified by the operator. (3) Level C currency An example of level C currency would be the establishment of INS currency, FMS currency, flight guidance control system currency, or other particular currency that is necessary for safe operation of an aircraft. Establishment of level C currency for an FMS would typically require a pilot to fly the aircraft within a specified period or to re-establish currency. Typically, currency constraints for level C are 90 days. However, some systems or procedures may require shorter time limits while others may be longer than the normal interval for proficiency checks, if the pertinent items are not always addressed by these checks. Examples of methods acceptable for addressing level C currency are: (i) pilot scheduling practices resulting in a pilot being scheduled to fly a variant with the pertinent system, equipment, or procedure within the specified period; (ii) tracking of an individual pilot’s flying to ensure that the particular system, equipment, or procedure has been flown within the specified period; (iii) use of a higher-level method (level D or E currency). Re-establishing level C currency Means to re-establish currency include flights with an appropriately qualified TRI, completion of proficiency training, or a proficiency check. In the case of a non-current co-pilot, a designated PIC may be authorised to accompany a flight crew member to re-establish currency. In some instances, a formal re-familiarisation period in the actual aircraft with the applicable system operating while on ground may be acceptable. Such re-familiarisation periods are completed using an operator-established procedure under the supervision of a pilot designated by the operator. (4) Level D currency A typical application of level D currency is to specify selected manoeuvres, such as take-off, departure, arrival, approach, or landing, which are to be performed using a particular FGCS and instrument display system. A pilot either flies an aircraft equipped with the FGCS and particular display system sufficiently often to retain familiarity and competence within the specified currency period, or re-establishes currency. Examples of methods acceptable for addressing level D currency are: (i) tracking of flights by an individual pilot to assure experience within the specified currency period; (ii) tracking of completion of specific manoeuvres based on logbook entries, ACARS data, or other reliable records to assure experience within the specified currency period; (iii) scheduling of aircraft or crews to permit currency requirements to be met with verification that each pilot has actually accomplished the assigned or an equivalent schedule; (iv) completion of pilot certification, proficiency check, proficiency training, ATQP evaluations, or other pertinent events in which designated manoeuvres are performed in a device or simulator acceptable for level D currency; (v) use of a higher level method (level E currency). Re-establishing level D currency Means to re-establish currency include flight with an appropriately qualified TRI during training or in line operations, completion of proficiency training, a proficiency check, or ATQP proficiency evaluation. (5) Level E currency If FGCS, FMS, EFIS, navigation, or other system or manoeuvre experience is the basis for a currency requirement, approval of an operator’s programme at level E includes use of those systems in conjunction with satisfactory take-off and landing requirements. In such an instance making three simulator take-offs and landings in VFR closed traffic without using the FGCS, EFIS, or FMS may not be sufficient to meet level E currency requirements. When credit is permitted between aircraft of common flight characteristics, pertinent currency requirements for knowledge, skills, procedures, or other manoeuvres not related to take-off and landings may be necessary. Re-establishing level E currency Means to re-establish currency include flight with an appropriately qualified TRI during training or in line operations, completion of proficiency training, a proficiency check, or ATQP evaluation. [Issue No: FCD/2]