? 3 c/ 

U.S. Department Advisory 

of Transportation 

Federal Aviation 

Administration Circular 

Subject: OPERATIONAL USE AND 

MODIFICATION OF ELECTRONIC 

CHECKLISTS 

Date: 4/24/96 

Initiated by: AFS-400 

AC No: 120-64 

1. PURPOSE. This advisory circular (AC) provides an acceptable means, but not the only means, to 

address the processes for approval, operational use, and modification of electronic checklists (ECL) and 

ECL data by air carriers. 

2. FOCUS. This AC applies to air carriers using installed ECL systems under Federal Aviation Regulations 

(FAR) parts 121 or 135. Operators under FAR parts 9 1 or 125 may also use the criteria of this AC to 

the extent that provisions of this AC are pertinent to their aircraft and operations. This AC is primarily 

intended for ECL systems that have checklist items or procedures that may be modified by the operator. 

Portions of this AC may be applicable to the use of ECL systems that are fixed by their type design (for 

example, when necessary to ensure use of compatible paper checklists). This AC does not apply to handheld independent ECL devices, devices otherwise temporarily attached to a flight deck surface, or devices 

incidental to flight deck function that are added by the aircraft operator. 

3. RELATED MATERIAL. 

a. FAR g§ 1.1; 1.2; 91.9; FAR part 121 subparts N and 0; FAR 5 125.287(b); FAR part 135 subpart 

H; Special Federal Aviation Regulation (SFAR) 58, Advanced Qualification Program. 

AC 120-53, Crew Qualification and Pilot Type Rating Requirements for Transport Category Aircraft 

Opeited Under FAR Part 121, and AC 120-45, Airplane Flight Training Device Qualification current edition. 

Copies of these documents may be obtained from U.S. Department of Transportation, Subseqient Distribution 

Office, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785. 

c. Federal Aviation Administration (FAA) Order 8400.10, Air Transportation Operations Inspector’s 

Handbook. Copies of this document may be purchased from: New Orders, Superintendent of Documents, 

P.O. Box 371954, Pittsburgh, PA 15250-7954. 

4. BACKGROUND Simple forms of ECL’s have been used in various types of aircraft. In the past, 

these systems typically were not modifiable by the operator, and use of these ECL’s often required crew 

action to “check off’ the completion of an action item. These ECL systems have been integrated into some 

other flight deck display (for example, weather radar or Electronic Centralized Aircraft Monitoring (ECAM)), 

have been installed by an operator as an incidental flight deck aid, or have been independently displayed 

on a hand-held device. Recently, ECL’s have become more versatile as they address more complex logic 

and may include closed loop responses. For example, the completion of an action item may be sensed by 

the ECL system, and a non-normal (abnormal or emergency) checklist may be displayed automatically upon 

detection of the related fault. As such, ECL’s provide a means to accomplish checklists with a reduction 

of “head-down” time and a reduction in the possibility of crew error. ECL checklist data has also become 

modifiable by the operator. The information in this AC is intended to facilitate the development and moditication of these operator-modifiable ECL’s and to provide guidance for the operational use of ECL’s to assist 

operators in integrating ECL’s into their crew resource management (CRM) and training programs. 
AC E&64 4LW96 

5. DEFINITIONS. For convenience, some definitions in this AC are repeated from other pertinent FAA 

references. Other definitions are unique to this AC, and their app!ication is limited to use with ECL. 

a. Aircraft Evaluation Group (AEG). FAA offices responsible for operational aspects of newly certificated, modified, or “in-service” aircraft. AEG’s establish FAA criteria for new and variant aircraft for pilot 

qualification, master minimum equipment lists (MMEL), continuing airworthiness, and other such requirements 

contained in FAR parts 43,61,91,121,125, and 135. 

b. Aircraft Cert$cation Ome (ACO). FAA offices responsible for the determination of aircraft airworthiness regarding issuance of type certificates (TC), supplemental type certificates (STC), and other issues 

related to FAR parts 21, 23, 25, 27, 29, 31, 33, 34, 35, 36, and other similar airworthiness rules. ACO’s 

are also responsible for technical assessment of service difficulties, including development of airworthiness 

directives (AD). 

c. Certi@xte Management OfficeUnit (CMOKMU). A Flight Standards office that is responsible 

for administration of a FAR part 121 or 135 operating certificate for a particular operator. 

d Closed Loop Checklist Items. Checklist items for which an ECL system can determine completion 

status (for example, by sensing the system status or switch/control position). 

e. Crew Resource Management (CRM). The effective use of all available resources: human resources, 

hardware, and information. 

$ Deferred Checklist Items. A function of some ECL systems in which line items in a non-normal 

checklist are automatically inserted into a normal or non-normal checklist to be accomplished later in the 

flight. The deferred items are typically ones that are appropriate to accomplish during a later phase of flight, 

such as the approach phase. 

g. Electronic Checklist (ECL). A checklist that is displayed to the flightcrew by means of some 

electronic device. 

h. Elecaonic Checklist Data. The menus, titles, text, and associated attributes of the checklists stored 

in the ECL system data base. These data may in some systems be modifiable by the operator. Attributes 

include items such as closed loop logic links, setting the values of time functions, and deferred item functions. 

i. Electronic Checklist Data Base. The data base containing the text and attributes used to define 

the checklist within an ECL system. 

j. Electronic Checklist Operating Sofiare. The software that processes the data provided by the 

ECL data base, the sensing system, fault detection system, and crew interface controls to display and manage 

ECL’s. This software is approved as part of the type design or STC and cannot be modified by the operator 

or a third party without appropriate changes to the type certification. 

k. Electronic Checklist System. A system and related elements that include, but are not limited to, 

an electronic display, a switch and/or state sensing system, operating software, a fault detection system, 

crew interface controls, and a data base. 

1. Flight Standardization Board (FSB). The FAA board responsible for establishing or revising crew 

qualification requirements (for example, training, checking, currency, and type rating(s) for new or variant 

aircraft). FSB’s are usually established for each turbojet, turboprop, and certain other aircraft used in air 

transportation. 

m. Maintenance Review Board (MRB). The FAA element responsible for the development, acceptance, 

and revision of initial minimum maintenance and inspection requirements for derivative and newly typecertificated transport category aircraft and powerplants. 
404.96 AC 12044 

n. Master Minimum Equipment List (MMEL). An MMEL contains a list of items of equipment 

and instruments that may be inoperative on a specific type of aircraft (for example, BE-200, Beechcraft 

model 200). It is also the basis for the development of an individual operator’s minimum equipment list 

ww. 

o. Operator-Modifiable Electronic Checklists. Refers to ECL systems having ECL data bases that 

are modifiable by the operator or modified for the operator by the original equipment manufacturer (OEM) 

or third party vendor without the requirement for an STC or change to an aircraft TC. These modifications 

include, but are not limited to, the ability to alter text, parameters, menus, checklist titles, and checklist 

groupings used to define an ECL data base, but does not include modification to the ECL operating software. 

p. Open Loop Checklist Item. Checklist items that an ECL system cannot determine completion status 

(for example, by sensing system status or switch/control position). Crew action is required to indicate completion of these items. 

q. Original Equipment Manufacturer (OEM). The manufacturer responsible for receiving the original 

TC for the aircraft, engines, or component requiring certification. 

r. Principal Inspector. One of three FAA principal inspectors: principal avionics inspector (PAI), 

principal operations inspector (POI), or principal maintenance inspector (PMI). 

s. Principal Avionics Inspector (PAZ). 

avionics issues relative to a specific operator. 

The FAA inspector assigned responsibility for overseeing all 

t. Principal Operations Inspector (POI). The FAA inspector assigned responsibility for overseeing 

all operational issues relative to a specific operator, such as training programs, operations specifications 

approval, and MEL approval. 

u. Principal Maintenance Inspector (PMI). 

all maintenance issues relative to a specific operator. 

The FAA inspector assigned responsibility for overseeing 

v. Supplemental Type Cert@ate (STC). An FAA certificate attesting to the fact that a modification 

to an aircraft, engine, or other component meets airworthiness requirements of the FAR. 

W. Type Certificre (TC). An FAA certificate attesting to the fact that an aircraft, engine, or other 

component meets airworthiness requirements of the FAR. 

x. Type Certification. FAA initial approval of or approval of changes in an aircraft’s type design 

by TC, amendment to a TC, STC, or field approval. 

6. ECL CERTIFICATION AND OPERATIONAL APPROVAL. 

a. General 

(I) Use of ECL in Line Operations. This requires both FAA airworthiness certification and operational approval. In accordance with paragraph 6b, airworthiness certification of ECL refers to FAA approval 

of a type design or changes in an aircraft’s type design by amendment to a TC or issuance of an STC. 

In accordance with paragraph 6c, operational approval pertains to initial approval or changes in the ECL 

data base to training and maintenance programs, manuals; operational procedures, MEL’s, and other such 

areas necessary for safe and effective ECL use. An airworthiness TC/STC of an ECL system alone does 

not constitute operational approval for use of an ECL. 

(2) Responsibilities of Various FAA Of&es Regarding‘ ECL. ACO’s approve type designs and 

changes to type designs by issuing TC’s and STC’s. AEG’s formulate operational criteria for specific aircraft 

types related to ECL training, checklist evaluation, operator modification of checklist data, maintenance, 

3 
AC 120-64 4124196 

MMEL’s or other operational issues, as necessary. FAA Flight Standards District Offices (FSDO) use information developed by AEG’s to review a particular operator’s programs. FSDO’s review a particular operator’s 

training and maintenance programs, operational procedures, MEL’s, etc., to determine if they are consistent 

with criteria specified in MMEL’s, the FSB, and IvIRB reports. In certain instances, Flight Standards offices 

review and approve minor variations in ECL installations regarding use of an STC, service bulletin, or an 

operator’s engineering order, for a particular aircraft installation when AC0 approval is not required. 

b. FM Airworthiness Cert$mtion. 

(1) Gene&. FAA airworthiness certification of ECL refers to FAA approval of a type design 

or changes in an aircraft’s type design by TC, amendment to a TC, or issuance of an STC. Airworthiness 

certification is required for initial installation, initial type design approval, or modification of any component 

of an ECL system, including ECL operating software or software used to verify the acceptability or validity 

of electronic checklist data bases. Airworthiness certification does not apply to ECL data, data bases, or 

revisions to ECL data bases. ECL data bases are addressed by operating requirements. An ECL data base, 

however, may be provided in conjunction with ECL operating software, before certification, to permit evaluation and verification of that operating software by the OEM. 

NOTE: Criteria for ECL system airworthiness certification are as specified by the FAR for a “Type 

Design,” a 6“Qp Design” change for use of an aircraft manufacturer’s “service bulletin,” or by STC. 

(2) Minor Changes Regarding Application of Provis~ns of STC’s or Service BulMins. Minor 

changes regarding application of provisions of au STC or manufacturer’s service bulletin may be made in 

accordance with a particular operator’s Engineering Change Order procedures or equivalent means. Examples 

of minor changes include necessary adjustment of wire routing or electrical connector pin assignments, or 

accommodation of different sensors otherwise meeting pertinent Aeronautical Radio, Inc. (ARINC) characteristics. 

(3) Major Changes Regarding Application of Provisions of ST& or Service Bulletins. Changes 

other than those addressed in paragraph 6b(2) are considered “major changes” and require FAA certification. 

Certification involving components with ECL system part number changes are made through the STC process 

(for example, changes to an ECL system component such as a control, an indicator, or the operating software). 

For changes where applicable criteria are uncertain, or where the effects of changes are not clearly understood, 

changes are approved only after consultation with an appropriate ACO. 

c. Operational Approval. 

(I) ApprovaZ Criteria. This AC and FAA Order 84lO.10 provide criteria for operational approval 

of ECL. Additional criteria for training and/or evaluation may also be found in FSB reports applicable to 

a particular aircraft type. Maintenance requirements are as described by an MRB report for a specific aircraft 

type or in FAA-approved maintenance instructions identified in conjunction with a TC, STC, AD, or OEM’s 

service bulletin. 

(2) Approval Methods. Operational approval for the changes and use of an operator-modifiable 

ECL is through an operator’s POI. The POI, before to authorizing operational approval, reviews the following: 

(i) The process used by the operator to modify ECL data, verify its accuracy, and incorporate 

ECL changes in applicable aircraft. This process review by the PO1 also includes the method used by the 

operator to track ECL revisions and their applicability to individual aircraft in the operator’s fleet, and the 

method the operator uses to maintain consistency between the paper back-up version of the checklist and 

the electronic version. Appropriate revision records should be maintained for both electronic and paper checklists to ensure use of current information and to document the revision history to establish the rationale 

for checklist items or changes. 

4 
4i24l96 AC 12044 

NOTE: Due to the nature of some ECL’s, the paper and electronic versions of the cbeckiist may not 

be identical; however, the resultant crew actions called for in the checklist should be the same regardless 

of the version in use. 

, 

(ii) The entire electronic checklist data base including the original, each proposed revision, 

and the corresponding paper version, is not necessary for the PO1 to review. The PO1 need only review 

those portions of the data base that have been changed. The PO1 may use suitable paper or on-screen computer 

reports of the revised checklist to complete necessary reviews. 

NOTE: According to volume 3, chapter 15, section 2, of FAA Order 8400.10, Air Transportation Operations Inspector’s Handbook, ECL operations may be initiated folIowing appropriate review and PO1 

approval. 

(3) Approval Procedures. 

(i) General In order to take full advantage of ECL system capabilities, and enable timely 

changes to ECL data, operators, with PO1 approval, may modify ECL data using processes and procedures 

equivalent to those used for a paper checklist. 

(ii) ModijkzbiZify. Operators may modify the ECL, or have the ECL modified by the OEM 

or a third party vendor. These modifications may include checklist text, checklist titles, menus, sequence 

of checklists or checklist items, use of and selection of closed loop or open loop logic, and deletion or 

addition of checklists or checklist items. Operators may not modify, without airworthiness certification, checklist operating software, software used to verify the validity of checklist data bases, hardware, and closed 

loop logic used by the ECL system. 

(iii) Acceptable Modification Processes. 

(A) General. Operators should establish a consistent and methodical process for modifying ECL data. Acceptable processes may be similar to those used to modify paper checklists. These processes 

will include but are not limited to those representing modification preparation, data modification, and approval 

and release as described in paragraph 6c(3)(iii)(B)-(D). 

(B) Modijicatiun Preparation. Each modification should be the result of a documented 

change requirement generated by the operator, the OEM, or the Administrator. Each change requirement 

is reviewed for configuration applicability. Each airplane configuration should be considered for the modification’s effect on ECL. With configuration effects determined, the necessary documentation to accomplish 

the change is compiled. The preparation process ends with an operator’s approved procedure change, an 

update of the configuration documentation, and an assigned part number. 

(C) Data Modifiation. While many data administration methods are available, each 

modification to the ECL data base should be made to a data base representing the ECL version to be modified. 

Each ECL modification is accompanied by a corresponding change to the paper checklist and flightcrew 

operations manual as applicable. Following the necessary data entry, a new data base on the appropriate 

media is created along with a paper and/or electronic differences report. To aid operator and PO1 review 

of ECL revisions, accurate and complete reports must be available, either on-screen or in a paper version. 

These reports are then su+&ted to the operator’s PO1 for approval or acceptance per volume, chapter 15, 

section 2, of FAA Order 8400.10. Acceptable reports must include all revised material, including text, relative 

to the previously approved version and all data base attributes necessary for the reviewer to determine checklist 

suitability and technical accuracy. These attributes include the typepf checklist item (note, action item, deferred 

item, etc.), open loop, closed loop sensing, timer functions and any other data base attributes that determine 

ECL function for a particular checklist. Finally, any quality assurance assessments must be included, particularly if the data modification has been performed by a party other than the certificate holder. 

(0) Approval and Release. The PO1 review of the modification should result in approval 

and/or instructions for further modification. The PO1 will document the approval per volume 3, chapter 15, 

5 
AC 120-64 MUI 

section 2, paragraph 2109, of FAA Order 8400.10, indicating the version of ECL data base approved and 

the aircraft to which it applies. Upon approval, the operator will implement the modification per current 

policies used to implement paper checklist changes, as moditied to accommodate the electronic medium. 

(E) Data Transm&sion. The operator may electronically transmit approved ECL data 

bases to remote installation locations provided that a process exists to ensure that the data loaded into the 

airplane system is the same as that which was approved before transmission. This data integrity assurance 

process may or may not utilize verification software in the on-board system or verification software in a 

ground-based system. 

(iv) Electronic Checklist Authoring Considerations. ECL’s generally retain the same design 

considerations as paper checklists. This includes the need for the paper checklist and the ECL to appropriately 

account for applicable approved aircraft flight manual (AF’M) procedures. However there are some unique 

aspects of ECL’s that must be considered during the authoring process: 

(A) The ECL and the paper checklist should be consistent. Minor differences, however, 

may exist. An example of such a difference is when the ECL version of the checklist may have a separate 

checklist for left and right engine failure, whereas a paper version of the checklist may combine these two 

procedures into a single checklist, with the notation that it may apply to either left or right engine failure 

(for example, L for left). 

(B) To reduce the possibility of errors, interruptions, and the number of cases where the 

pilot is required to page forward on the display, the number of checklist items should be minimized to 

the extent necessary to efficiently complete the required actions. 

(C!) Checklist steps should be concise and simple. Common and simple words should 

be used whenever possible. 

(0) The most important items should generally be displayed early in the checklist. 

(E) The title of a checklist should be consistent with any warning/caution light and/or 

message terminology which alerts the crew to the fault. 

(F) Deferred checklist items or other similar features may be used, if ECL design permits, 

to lessen flightcrew reliance on memory. This will permit the ECL system to automatically display information 

or checklist items later in the flight. 

(G) Checklists should not be specified for very simple routine actions where the ECL 

contributes no safety benefit and a paper checklist would not have been used. 

(H) The need to address consequential checklists should be considered. Some actions 

accomplished as a result of one checklist may cause automatic callup of an unnecessary checklist. Such 

consequential checklists should either be inhibited, or appropriate notes should be included instructing the 

crew not to accomplish them. An example of a consequential checklist would be “low oil pressure” or 

“generator failure” after accomplishing an engine shutdown procedure. 

7. FLIGHTCREW QUALIFICATION FOR THE USE OF ECL’s. 

a. Generul. U.S carriers must address the following ECL flightcrew qualification issues: 

(I) Initial qualification. 

(2) Differences qualification (if applicable). \ 

(3) Recurrent qualification. 

(4) Currency. 

(5) Requalification. 

6 
4f2496 AC 120-64 

NOTE: Aii carriers may address the above issues individually or as part of au integrated program. 

For example, if an ECL is added to an operator’s existing fleet, initial ECL training may be conducted 

separately from initial aircraft or recurrent training. Due to the integral relationship of crew coordination 

and ECL operation, ECL training not associated with initial ECL introduction should be provided as 

a part of an operator’s training program. 

b. Initial Ground Training. As a minimum, the following topics are to be addressed during initial 

ground training: 

(1) General concepts and assumptions relating to ECL. 

(2) System components and operation as appropriate to the design of the particular ECL system, 

including controls and displays, flight crew checkoff of completed items, the use of automatic timing features 

(e.g., for discharge of fire extinguishing agents), open/closed loop sensing, checklist prioritization, interface 

with other aircraft systems, and menu structure. 

(3) ECL failure indications. 

(4) Applicable limitations. 

(5) The air carrier’s maintenance logbook or other reporting procedures for ECL failures or checklist 

errors, if not otherwise addressed by routine maintenance or operational reporting procedures. 

c. Initial and Requal$cation Flight Tmining. Flight training is appropriate to ensure that crews 

have the necessary knowledge and skills to effectively use ECL’s. As a minimum, the following should 

be addressed during initial and requalification flight training: 

(1) Automatic and manual checklist access; menu operation. 

(2) Use of the checklist for normal and non-normal/emergency procedures, including proper crew 

coordination and relationship with CRM, where appropriate. 

(3) Use of deferred checklist items, if appropriate. 

(4) Use of paper back-up checklists in the event of ECL failure or possible inconsistency between 

the ECL and paper versions. 

d Initial and RequuliQ?cat%n ECL Checks. Individual crewmember knowledge and use of ECL should 

be evaluated before operational use. Acceptable means of initial assessment include: 

(1) Evaluation by an authorized representative of the operator using a simulator or training device 

capable of modeling normal and non-normal/emergency checklists, and/or 

(2) Computer-based testing, and/or 

(3) Other alternate means of testing acceptable to the Administrator. For alternate methods, the 

air carrier must demonstrate equivalent effectiveness to one of the methods above. Alternate methods may 

be approved by the operator’s POI. 

Instructors and check airmen who have received initial or differences training on the ECL equipment may 

conduct initial ECL crewmember evaluations as authorized by the operator and POI. 

e. Recurrent ECL Training. Recurrent training on ECL operation should be integrated into and/or 

conducted in conjunction with established recurrent training programs. Recurrent ECL training should address 

significant issues identified by line operation, system, or checklist changes. 

$ ECL Recurrent Checking. Dedicated ECL recurrent checking is not required. Recurrent checking 

should be incorporated as an element of routine proficiency training or proficiency check programs. 

7 
AC 12044 4Lw96 

g. ECL Currency. Once crews have operated ECL-equipped aircraft, and as long as recurrent training 

is accomplished in accordance with paragraph 7e specific ECL currency requirements are not necessary. 

However, for crews trained in ECL operation but who have not flown an ECL-equipped aircraft within 

one year from completion of initial ECL training or ECL recurrent training, ECL requalification training 

must be completed. An acceptable ECL requalification training curriculum should be developed in accordance 

with Volume III, Chapter 2, sections 6 and 9, of FAA Order 8400.10, and may be based on use of computerbased training (CBT), a training device, or a simulator. As an alternative, initial ECL operation may be 

supervised by those flight instructors or check airmen who have received initial or differences training on 

the ECL equipment and are qualified for its use. 

h. ECL Requalification. Dedicated requalification training for ECL is not required. Crew member 

requalifying on an aircraft for the same crew position or upgraded to a different crew position should meet 

requirements as specified in paragraph 7c or 7g as applicable to ECL proficiency. Successful completion 

of a proficiency check that includes ECL use may be acceptable instead of currency or requalification ECL 

training in paragraph 7c or 7g. 

8. METHODS FOR USE OF ECL. 

a. Standard Practices. To fully benefit from the advantages of ECL technoIogy, OEM’s and operators 

should establish standard practices and methods for flight deck use of electronic checklists. These standards, 

as a minimum, should specifically address crew coordination methods for normal and non-normal/emergency 

checklists, callouts, use of open/closed loop items, use of deferred items and/or operational notes, if applicable, 

and the method for determining and declaring that a checklist item or entire checklist is complete. 

b. Impact on Crew Workload. Operators should consider the impact on crew workload in determining 

the method of ECL use. Maximum advantage should be taken of the availability of closed loop sensing, 

appropriate use of checklist deferred items, and automatic annunciation of the completion of checklist items 

or entire checklists. For example, a requirement to call out or manually check off each item when a system 

can automatically annunciate completion may simply add workload and distraction without increasing benefits 

relative to the use of a paper checklist. However, in some limited cases, callout of certain completed items 

or checklists may be necessary to ensure total crew awareness of system or airplane status. 

9. OTHER OPERATIONS ISSUES. 

o. Paper Backup. A current paper backup checklist must be carried on board the aircraft and be 

readily accessible to the crew. The checklist steps in the paper backup must be equivalent to the steps in 

the electronic checklist data base. The exact text and format may vary to accommodate differences in the 

use of electronic and paper checklists, but the checklist steps must result in the same crew actions. 

b. Database Identifiation. Means shall be provided to enable the flight crew to uniquely identify 

the ECL data base installed on the airplane for the purpose of confirming compatibility between the ECL 

data base and the paper backup, or to otherwise confirm the validity of the data base. 

c. Manuals and Other Publications. AFM’s, operating manuals, maintenance manuals, general policy 

manuals, or other manuals, publications, or written materials (e.g., operating bulletins) that may relate to 

ECL operation should be amended to describe ECL equipment, procedures, and policies. 

d. MMEUMEL. Operators should formulate necessary MEL revisions to accommodate ECL before 

activation of the ECL system for operations for each particular fleet. MEL revisions must be consistent 

with the MMEL established for each aircraft type. An example of&n acceptable MMEL provision is provided 

in Appendix 1. 

10. TRAINING DEVICE AND SIMULATOR CHARACTERISTICS. 

a. Ground Training Methods. Appropriate methods suitable to each operator’s training programs may 

be used. 

8 
M&W6 AC 120-64 

b. Flight Training Method& Flight training devices for initial ECL training should have the following 

characteristics: 

(I) The ability to functionally represent ECL displays, controls, indications and integration with 

other aircraft systems (such as closed loop sensing). 

(2) For aircraft requiring more than one cockpit crewmember, the ability to permit the demonstration 

of normal crew coordination in conjunction with ECL operation. 

(3) The ability of the ECL system to interactively respond to crewmember inputs. 

c. Acceptable Flight Training Devices/SimulQtors. Any one or combination of the following flight 

training devices or simulators which meet the characteristics of paragraph lOb( 1) may be used: 

(I) Level A through D simulators, 

(2) Level 4 through 7 flight training devices, or 

(3) Dedicated ECL training devices, including computer-based training devices, acceptable to the 

FAA (including those “Aircraft Systems Integration” training devices described in volume 3, chapter 2, 

section 5, paragraph 443, of FAA Order 8400.10, which are suitable for ECL training). 

Flight training device and simulator levels are as defined by AC 120-4514 and SFAR 58; and they are described 

in FAA Order 8400.10 and applicable FSB reports. 

NOTE: Flight training devices suitable for ECL training should represent typical system interaction 

with the ECL system to the extent necessary to ensure trainees are capable of addressing all significant 

features and/or variations (e.g., deferred line items, timer functions, closed loop, open loop, notes) of 

normal and non-normal/emergency checklists. 

d. FAA Approval of Dedicated ECL Training Devices. For the purposes of ECL flight training, dedicated training devices may use simplified ECL, display, and aircraft characteristics. The accurate modeling 

of specific aircraft system characteristics, of actual ECL logic, use of identical controls and displays, simulation 

of optional functions, and other such factors are not necessary as long as the effects of simplification do 

not adversely affect crew performance or the effects can otherwise be addressed during ground training, 

flight training, or initial line operations. Dedicated ECL training devices referenced by paragraph 1Oc are 

approved by POI’s after consultation with the FSB. 

e. ECL in Simulators. Unless ECL is an integral part of a type design (e.g., A320/330/340 ECAM) 

there is no current FAA requirement to incorporate a subsequently added ECL capability incidental to crew 

procedures into existing simulators (e.g., a simple lighted display of takeoff and landing checklist items). 

However, eventual incorporation of ECL functions in flight simulators used for initial, transition, upgrade, 

requalification, differences, or proficiency training and airmen certification is desirable. Since ECL training 

and evaluation may be enhanced by use of simulators with ECL, credit may be permitted for programs 

using such simulators. Simplified ECL academic training and reduced numbers of ECL practice scenario 

demonstrations are examples of credits which may be permitted by principal inspectors when ECL-equipped 

simulators are used. Operators are encouraged to consider inclusion of ECL capability in new simulators, 

and in modification of existing simulators when major simulator capability upgrades occur. When ECL is 

part of the basic type design (e.g., A320/330/340 ECAM), suitable ECL capability must be available in 

simulators used for that type aircraft. The ECL operating system configuration used in the simulator should 

reflect the ECL configuration of the aircraft to which the crews are assigned. 

11. OPERATING EXPERIENCE, LINE CHECKS, AND ROUTE CHECKS. When ECL-equipped 

aircraft are used for line checks, route checks, or in conducting operating experience to satisfy requirements 

of FAR part 121, check airmen should routinely incorporate proper ECL use as a discussion, demonstration 

or evaluation factor. When appropriate, ECL should be addressed during FAR part 135 line checks 

(FAR s 135.299) or FAR part 125 pilot competency checks (FAR § 125.287(b)). 

9 
AC 120-64 4124196 

12. AIRCRAFT WITH ECL SYSTEM DIFFERENCES. Operators having aircraft with ECL systems 

differences in displays, controls, or procedures, or involved with interchange operations, must account for 

those ECL system differences. This is accomplished as part of an approved differences training program 

in accordance with FAR parts 121 and 135, initial and recurrent pilot testing requirements in accordance 

with FAR part 125, or as otherwise specified in applicable FSB reports concerning crew qualification pertaining 

to a particular aircraft type. d 

I%‘illiam J. White ” 

Deputy Director, Flight Standards Service 

10 
AC 120-64 

Appendix 1 

APPENDIX 1. SAMPLE ECL MMEL ITEMS 

---------------------v----------w-----v3 

r U.S. DEPARTMENT OF TRANSPORTATION I I 

1 FEDERAL AVIATION ADMINISTRATION 

I 

MASTER MINIMUM EQUIPMENT LIST 

t,,,, -------------- ----r ------ --‘------1 i 

I I REVISION NO: , PAGE: 

MODEL XYZ I DATE: 31-xX 

--_-_---_--_ -------------------------- I 

1. r 2. NUMBER INSTALLED 

SYSTEM 8 

SEQUENCE 

I NUMBERS 

I- -----------a 

; 31 INDICATING 8 

RECORDING SYSTEMS 

I 

i 

1 61-2 ~gwC.&onbd 

I 

I 

I 

I 

I -61-8Etectronic 

I 

Cheddist System 

I 

I 

I 

I 

I 

i 

I 

I’ 

I 

I 

I 

I 

I 

-------A----- 

F NUMBER REQUIRED FOR DISPATCH 

I 

r------------------- 

14. REMARKS OR EXCEPTIONS -1 

I 

(0) May bs inoperative pmvided approved 

paper cheddists are available and used 1 

r’ 

(M)(O) May be inoperative or deactivated 

provided approved paper checktists ars I 

availabte and used 

1 

I 

I 

I 

I 

I 

I 

I 

I 

1 

, 

I 

I 

Q U.S. GOVERNMENT PRINTING OFFICE: 1996 719-379/8273% 1