AC 120-35C 

Date: 9/27/04 

Initiated By: AFS-230 

ADVISORY CIRCULAR 

Line Operational Simulations: Line Oriented Flight 

Training, Special Purpose Operational Training, 

Line Operational Evaluation 

U.S. DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Flight Standards Service 

Subject: LINE OPERATIONAL 

SIMULATIONS: LINE ORIENTED 

FLIGHT TRAINING, SPECIAL 

PURPOSE OPERATIONAL 

TRAINING, LINE OPERATIONAL 

EVALUATION

Date: 9/27/04

Initiated By: AFS-230 

AC No: 120-35C

Change:

1. PURPOSE. This advisory circular (AC) presents guidelines for the design and 

implementation of line operational simulations (LOS), including line-oriented flight training 

(LOFT), special purpose operational training (SPOT), and line operational evaluation (LOE). 

This document does not interpret the regulations; interpretations are issued only under 

established agency guidelines. As operators develop LOS, they should develop an 

interdependent relationship between their Human Factors, crew resource management (CRM), 

flight operations, and safety initiatives since they are linked to a common safety goal. 

2. CANCELLATION. AC 120-35B, Line Operational Simulations: Line Oriented Flight 

Training, Special Purpose Operational Training, Line Operational Evaluation, dated 

September 6, 1990, is canceled. 

3. RELATED REGULATIONS. 

a. Title 14 of the Code of Federal Regulations (14 CFR) part 121, Operating Requirements: 

Domestic, Flag, and Supplemental Operations; Subpart N - Training Program; Appendix F - 

Proficiency Check Requirements; Appendix H - Advanced Simulation Plan. 

b. Title 14 CFR part 135, Operating Requirements: Commuter and On Demand Operations 

and Rules Governing Persons on Board Such Aircraft; Subpart H - Training. 

c. Title 14 CFR part 142, Training Centers. 

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

4. DEFINITIONS. The following terms are used throughout this AC and are defined as 

follows: 
AC 120-35C 9/27/04 

a. Advanced Qualification Program (AQP). AQP provides an alternate method of 

qualifying and certifying, if required, pilots, flight engineers, flight attendants, aircraft 

dispatchers, instructors, evaluators, and other operations personnel subject to the training and 

evaluation requirements of parts 121 and 135. AQP is a systematic methodology for developing 

the content of training programs. AQP incorporates data-driven quality control processes for 

validating and maintaining the effectiveness of curriculum content. AQP encourages innovation 

in the methods and technology that are used during instruction and evaluation, and efficient 

management of training systems. 

b. Aviation Safety Action Program (ASAP). ASAP provides a vehicle whereby 

employees of participating air carriers and repair station certificate holders can identify and 

report safety issues for resolution, without fear that the Federal Aviation Administration (FAA) 

will use reports accepted under the program to take legal enforcement action against them, or 

that companies will use such information to take disciplinary action. These programs are 

designed to encourage participation from various employee groups, such as flight crewmembers, 

mechanics, flight attendants, and dispatchers. 

c. Aviation Safety Reporting System (ASRS). National Aeronautics and Space 

Administration (NASA)-administered program that provides for the receipt, analysis, and deidentification of aviation safety reports; in addition, periodic reports of findings obtained through 

the reporting program are published and distributed to the public, the aviation community, and 

FAA. 

d. Evaluator. A person who has satisfactorily completed training and evaluation that 

qualifies that person to evaluate the performance of crewmembers, instructors, other evaluators, 

aircraft dispatchers, and other operations personnel in an approved AQP. 

e. Event. An integral part of training or evaluation that is task-oriented and requires the use 

of specific procedures. 

f. Event Set. A relatively independent segment of a scenario made up of several events, 

including an event trigger, possible distracters, and supporting events. 

g. Flight Operational Quality Assurance (FOQA). A program to improve flight safety by 

providing more information about, and greater insight into, the total flight operations 

environment through routine recording and analysis of digital flight data generated during flight 

operations. Analysis of FOQA data can reveal situations that require improved operating, 

training, and maintenance procedures, practices, equipment, and infrastructure. 

h. Line Operational Evaluation (LOE). LOE is an evaluation of individual and crew 

performance in a flight simulation device conducted during real-time (LOS). LOE is primarily 

designed in accordance with an approved design methodology for crewmember evaluation under 

an AQP. 

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9/27/04 AC 120-35C 

i. Line Oriented Flight Training (LOFT). LOFT is conducted as a line operation and 

allows for no interruption by the instructor during the session except for a non-disruptive 

acceleration of uneventful enroute segments. There are two types of LOFT: 

(1) Qualification LOFT. Qualification LOFT is a simulator training session to facilitate 

the transition from flight simulation to operational flying by integrating technical knowledge, 

flying skills, procedural knowledge and CRM into the operational environment. The session 

allows the crew to practice those technical skills presented in previous training in a real-world 

“line” environment. The primary objective of qualification LOFT is to meet the requirements of 

initial qualification within part 121, appendix H, and will be conducted in a simulator approved 

under part 121, appendix H. 

(2) Recurrent LOFT. Recurrent LOFT is a simulator training session conducted during 

any phase of recurrent training and allows the crew to practice both technical and CRM skills in 

an uninterrupted real world “line” environment. The design of recurrent LOFT scenarios centers 

on CRM objectives as defined in AC 120-51, Crew Resource Management Training, current 

edition. Recurrent LOFT may be used to meet recurrent flight training requirements and it also 

meets the requirements of part 121, section 121.409, as allowed by section 121.441. 

j. Line Operational Simulation (LOS). LOS is a training or evaluation session conducted 

in a “line environment” setting. LOS includes LOFT, Special Purpose Operational Training 

(SPOT), and LOE. Instruction and training is based on learning objectives, behavioral 

observation, and assessment of performance progress and instructor or check airman debriefing 

or critique (feedback). The training objectives under AQP are proficiency objectives that include 

both technical and CRM issues identified by a task analysis. In an LOE, aircrew technical and 

CRM performance are formally evaluated. 

k. LOS Facilitator. For LOFT or SPOT, an instructor who administers the training session. 

For an AQP LOE, a check airman who administers the evaluation session. 

l. Proficiency Objective. An objective containing the criteria for a required level of 

performance. 

m. Seat Dependent-Task Familiar. Describes a flight crewmember who is familiar with 

and can satisfactorily accomplish the duties of a particular cockpit duty position, though not 

qualified for that duty position. For example, a second-in-command (SIC) candidate who 

performs the duties of the pilot in command (PIC) during simulator training. 

n. Special Purpose Operational Training (SPOT). SPOT is a simulator training session 

designed to address specific training objectives. Training objectives are based on technical and 

CRM requirements, and include specific training objectives to be critiqued and debriefed on both 

technical and CRM performance. SPOT may consist of full or partial flight segments depending 

on the training objectives for the flight.

Par 4 Page iii 
AC 120-35C 9/27/04 

o. Task Familiar. Describes a flight crewmember who is familiar with and can 

satisfactorily accomplish the duties of a particular crew duty position, though not qualified for 

that duty position. For example, an SIC candidate who performs the duties of the PIC during 

simulator training.

5. RELATED READING MATERIAL. 

a. AC 120-40, Airplane Simulator Qualification, current edition. 

b. AC 120-45, Airplane Flight Training Device Qualification, current edition. 

c. AC 120-51, Crew Resource Management Training, current edition. 

d. AC 120-54, Advanced Qualification Program, current edition. 

NOTE: These ACs may be downloaded free of charge from the following 

FAA public Web site: www.faa.gov/avr/afs. Scroll down to Regulations and 

Guidance or Information Advisories. 

6. BACKGROUND. 

a. The use of gate-to-gate flight simulator scenarios, known as LOFT, began in the 

mid-1970s as a means to provide pilot training that is more representative of actual flight 

operations than is maneuver-based training alone. LOFT was soon recognized as a highly 

effective means of developing and practicing CRM skills. Due to the role of CRM issues in 

accident causation, it has become evident that training curriculums must develop pilot 

proficiency in both technical and CRM skills. While LOFT is designed to include all phases of

flight, scenario-based training may also include limited portions of flight designed to focus on 

specific operational training needs, known as SPOT. Air carriers with an approved AQP must 

also conduct evaluated LOFTs, known as LOE, for jeopardy grading purposes. These three 

methodologies, LOFT, SPOT, and LOE, are now grouped under the general heading of LOS. 

b. The introductory CRM training that many flight crewmembers have experienced is 

similar to the foundation of a building: It is an essential structural part, but by itself the 

foundation has limited operational use. If CRM training is to be operationally effective, it must 

be built into other training steps and activities in a systematic way. A structured LOS design 

process is employed to specify and integrate the required CRM and technical skills into line 

operational LOS scenarios. 

c. LOS is an environment that is structured to allow and encourage the application of 

technical and CRM concepts to a situation that enables conceptual knowledge to become

working knowledge. Instead of being programmed with a solution, the crew can manage the 

operational environment and process available information to learn its limits, properties, and 

operational relevance. LOS can be conducted in a simulator or flight training device (FTD), 

Page iv Par 4 
9/27/04 AC 120-35C 

depending on whether the LOS is for training or evaluation, and the requisite fidelity of the 

training/evaluation media. 

d. Much of the information in this AC stems from a working paper developed by the Airline 

Transport Association Training Committee, AQP Subcommittee, LOFT Design Focus Group. 

This AC provides a structured design process for LOS design and implementation and builds 

upon air carrier experience with developing and implementing scenarios to provide guidelines 

for LOS programs.

7. REQUIREMENTS AND CONCEPTS 

a. LOFT is a useful training method because it gives crewmembers the opportunity to 

practice line operations (e.g., maneuvers, operating skills, systems operations, and the operator’s 

procedures) with a full crew in a realistic environment. Crewmembers learn to handle a variety 

of real-time scenarios that include routine, abnormal, and emergency situations. They also learn 

and practice CRM skills, including crew coordination, judgment, decisionmaking, and 

communication skills. The overall objective of LOFT is to improve total flightcrew 

performance, thereby preventing incidents and accidents during operational flying. Since the 

early 1980s, new issues that are related to the requirements of section 121.409, part 121, 

appendix H, and expanding opportunities for the use of LOFT or other LOS have emerged. 

Requirements include: 

(1) Section 121.409. Section 121.409(b) delineates the requirements of recurrent LOFT, 

which may be substituted on an alternate basis for the proficiency training requirement as 

specified in section 121.441. Section 121.409(b) requires a complete crew to be used in 

recurrent LOFT, but does not provide detail on what constitutes a complete crew. The guidance 

provided in this AC recognizes a complete crew as one that is line qualified or line familiar (see 

definitions in paragraph 4). 

(2) Part 121, appendix H. Appendix H contains rules for operators who choose to 

provide flight crewmember training under an Advanced Simulation Plan. While appendix H 

provides a detailed description for implementing training, the specific LOFT components are not 

clearly described. This AC presents guidelines for implementing qualification LOFT as required 

under appendix H or as may be used within any other approved training program. This AC 

discusses how qualification LOFT is designed to help flight crewmembers transition from a 

training environment to operational flying. 

(3) SFAR 58 AQP. AQP encourages the use of LOS in its qualification and continuing 

qualification (recurrent) curriculums. 

b. SPOT. New training concepts and training media have provided the opportunity to 

creatively tailor training sessions to address specific training objectives. Training objectives are 

based on technical and CRM requirements. SPOT may consist of full or partial flight segments 

depending on the training objectives for the flight. This AC presents guidelines in conducting 

SPOT. 

Par 6 Page v 
AC 120-35C 9/27/04 

c. LOE. The LOE is the primary means of proficiency evaluation under an AQP. This 

evaluation addresses the individual’s ability to demonstrate technical and CRM skills appropriate 

to fulfilling job requirements in a full mission scenario environment. The intent of an LOE is to 

evaluate and verify that an individual’s job knowledge, technical skills, and CRM skills are 

commensurate with AQP qualification standards. The LOE is conducted in a simulation device 

approved for its intended use in the AQP. 

8. SUMMARY. This AC identifies four types of LOS: (1) Recurrent LOFT (in reference to 

sections 121.409, 121.427, 121.433, and 121.441, SFAR 58 and part 121, appendix F); (2) 

Qualification LOFT (in reference to part 121, appendix H); (3) SPOT, which is line oriented 

training that addresses specific training objectives; and (4) LOE, which is a line-oriented 

evaluation designed for persons participating in an AQP. It defines the terms used in describing 

LOS. It provides guidance for conducting LOFT, SPOT and LOE. It defines the role of 

instructors and evaluators and provides guidance for designing LOS scenarios.

9. COMMENTS INVITED. Suggestions or comments on this AC should be addressed to the 

Federal Aviation Administration, Air Transportation Division, AFS-200, 800 Independence 

Avenue, SW., Washington, DC 20591. 

James J. Ballough 

Director, Flight Standards Service 

Page vi Par 7 
9/27/04 AC 120-35C

CONTENTS 

Page 

CHAPTER 1. BASIC ELEMENTS OF LOS 

100. General........................................................................................................................1 

101. LOS Philosophy..........................................................................................................1

102. Crew Composition and Participation..........................................................................1 

103. Real-World Situations.................................................................................................1 

104. No-Jeopardy Training .................................................................................................2 

105. Phases of LOS.............................................................................................................2 

106. Training Hours, LOE, Recurrent LOFT and Qualification LOFT .............................3 

107. LOS Scenarios ............................................................................................................3 

108. Approval of Scenarios ................................................................................................4 

109. Pre-LOS Briefing........................................................................................................4

110. CRM Component of the Pre-LOS Briefing ................................................................6 

111. LOS CRM Briefing and Crew Orientation .................................................................7 

112. Preflight Activities......................................................................................................8 

113. Crewmember Responsibilities....................................................................................9 

114. Debriefing the LOS.....................................................................................................9 

115. LOE...........................................................................................................................11 

116. Use of Audiovisual Equipment and Animation Software.........................................12 

117. Additional Training/LOFT Completion....................................................................12 

118. Basic Elements of LOS Summarized........................................................................12 

119. FAA Philosophy........................................................................................................12 

CHAPTER 2. TYPES OF LINE OPERATIONAL FLIGHT TRAINING 

200. General......................................................................................................................15 

201. Recurrent LOFT........................................................................................................15 

202. Guidelines For Recurrent LOFT...............................................................................15 

Table 2-1. Recurrent LOFT Substitution Table.......................................................16 

203. Qualification LOFT ..................................................................................................16 

Table 2-2. Qualification LOFT Substitution Table .................................................17 

CHAPTER 3. SPECIAL PURPOSE OPERATIONAL TRAINING 

300. General......................................................................................................................19 

301. Guidelines for SPOT.................................................................................................19 

CHAPTER 4. LINE OPERATIONAL EVALUATION 

400. General......................................................................................................................21 

401. Elements Resembling Line Operational Flight Training (LOFT) ............................21 

402. Evaluation .................................................................................................................21 

403. Evaluator...................................................................................................................21 

404. LOE Media................................................................................................................21 

Page vii 
AC 120-35C 9/27/04 

Page 

CHAPTER 5. THE ROLE OF INSTRUCTORS 

500. Minimum Qualifications...........................................................................................23 

501. Instructor Responsibilities ........................................................................................23 

CHAPTER 6. LINE OPERATIONAL SIMULATION SCENARIO DESIGN 

600. Line Operational Simulation (LOS) Scenario Design Methodologies.....................25 

601. Philosophy of LOS Design and Conduct..................................................................25 

602. Scenario Design Process...........................................................................................26 

Table 6-1. LOS Design Methodology......................................................................28 

603. Identification of Primary CRM Training Objectives................................................30 

604. Identification of Primary Technical Objectives........................................................30 

605. Developing LOS Scenarios With Automation Themes............................................30 

606. Identification of Possible Incidents That Will Produce the Training Objectives.....31 

607. Event Set Solution Versus Management and Event Trigger Selection ....................32 

Table 6-2. Selected Scenario Event Set Index With Phase of Flight and Proficiency 

Objectives .................................................................................................................35 

608. The Event Set Matrix................................................................................................35 

609. Integration And Validation of CRM Skills to Event Sets.........................................36 

Table 6-3. Selected Scenario Event Set Index With Phase of Flight and CRM 

Behaviors..................................................................................................................38 

Table 6-4. The Event Set Matrix .............................................................................39 

Table 6-5. The Event Set Assessment/Grade Sheet.................................................40 

610. Scripting and Validating the LOS Scenario..............................................................41 

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9/27/04 AC 120-35C 

CHAPTER 1. BASIC ELEMENTS OF LINE OPERATIONAL SIMULATION 

100. GENERAL. Certain elements about line operational simulation (LOS) must be 

understood to ensure that its primary objective, to provide realistic line-oriented flight training 

(LOFT) and evaluation, are met. These elements apply to both recurrent and qualification 

LOFT, and are described in this chapter. 

NOTE: Some or all of these elements may also apply to special purpose 

operational training (SPOT) and line operational evaluation (LOE). See 

chapters 5 and 6 of this AC for more information on how these concepts 

apply to these types of LOSs. 

101. LOS PHILOSOPHY. 

a. The overall objective of LOS is to improve total flightcrew performance by combining 

crew resource management (CRM) and technical skills. CRM skills include techniques that 

allow and encourage crews to become better problem-solvers and resource managers. The LOS 

context must be structured to enable CRM behaviors to emerge and the crew to become aware of 

them; that is, the scenario must last long enough for crew traits to become evident and should 

require CRM skills to be displayed in response to specific circumstances. Similarly, scenario 

construction should focus on the CRM and technical objectives integrated into a training 

program. 

b. LOFT and SPOT are training events in which crews can enhance their CRM and technical 

skills. LOE contains events in which CRM and technical skills are assessed. LOS learning and 

assessment should not be artificially stress-free; crewmembers should maintain performance 

parameters applicable to their phase of training. This will require crews to handle failures and 

their consequences. If the LOS instructor identifies crewmember performance deficiencies, 

additional training or instruction should be provided. 

102. CREW COMPOSITION AND PARTICIPATION. LOS should take place in a line 

operational environment with a complete crew. A complete crew concept allows crewmembers 

to use their full resources and creativity to create a complete learning experience. A complete 

crew consists of crewmembers for each seat position who are line-qualified or in qualification 

training for their respective seat positions. During LOS, each crewmember performs both as an 

individual and as a member of a team, as is expected during line operations. Line crewmembers 

must be scheduled and paired together, as much as practical, in a standard crew configuration 

(e.g., line captain with line first officer). Circumstances will occur where the initial composition 

of the schedule cannot be maintained. Hiring requirements, high first officer to captain ratios, 

illness or failure of a crewmember to progress, are all situations that would necessitate providing 

a seat substitute to complete the training. In all cases, the seat substitute must be task-familiar 

with the duty position.

103. REAL-WORLD SITUATIONS. LOS should contain scenarios of real world, line 

operational situations, which progress in real time. These scenarios should be representative of 

flight segments where an entire en route operation is completed. In cases of flights with flight 

Par 100 Page 1 
AC 120-35C 9/27/04 

segments involving repetitive events, the en route segments may be compressed. However, if the 

scenario is compressed, enough time should be allotted for crewmembers to resume or restart the 

scenario without confusion. In addition, the scenario compression method must be designed and 

executed to minimize degradation of scenario realism and enhance training or checking. 

104. NO-JEOPARDY TRAINING. LOFT and SPOT are “no-jeopardy” training (i.e., there is 

no certificate action based on LOFT/SPOT performance). If the LOFT instructor identifies 

crewmember performance deficiencies, additional training or instruction will be provided. This 

training or instruction should be in a form most appropriate to correct the specific performance 

deficiency, including additional LOFT. Before the crewmember may return to line operations, 

the performance deficiencies will be corrected, and the instructor will document the training as 

satisfactorily completed. The “no-jeopardy” concept allows crewmembers to use their full 

resources and creativity. At the end of a LOFT session and after debriefing, the instructor 

certifies that the training has been completed. 

105. PHASES OF LOS. LOS scenarios should contain the following phases 

a. Briefing. Before the flight segment begins, the instructor should brief crewmembers on 

the LOS scenario, including the training objectives, and the role of the instructor (i.e., the 

instructor is considered “not present,” except as an air traffic controller (ATC) or as another 

ground base entity). The role of the flightcrew should be discussed in the briefing (i.e., flight 

crewmembers should perform their duties just as they would in line operations). Information 

about “the environmental setting of the scenario” should also be discussed. 

b. Preflight Planning Documents and Activities. Preflight planning documents (e.g., 

weather reports and flight plans) should be prepared with the operator’s particular training 

objectives in mind. For example, the operator may choose to have crewmembers learn how to 

handle unfavorable weather conditions or how to correct improper fuel loads. Preflight activities 

include cockpit setup, computation of takeoff data, etc. 

c. Flight Segment. The flight segment includes taxi, takeoff, climb, cruise, descent, and 

landing, as appropriate. It should also include the time in which communication with ATC and 

other ground agencies takes place. 

d. Debriefing. Debriefing should include feedback to crewmembers on their performance. 

Positive comments regarding crew performance should be emphasized in the debriefing as well 

as crew performance that needs improvement. The debriefing involves instructor critiques of 

individual crewmembers and of the crew as a team. Also, it is important that crewmembers be 

given the opportunity to critique and analyze their own performance and review key points of the 

video record, if used (see paragraphs 314 and 316 for further discussion of critiques, debriefing, 

and use of video records). 

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9/27/04 AC 120-35C 

106. TRAINING HOURS, LOE, RECURRENT LOFT AND QUALIFICATION LOFT. 

The Administrator will approve the content and duration of LOFT/LOE scenarios. By regulation, 

recurrent LOFT and qualification LOFT must be scheduled for at least 4 hours. The 4 hours of 

crewmember, simulator/flight training device (FTD) training should include cockpit preparation, 

preflight activities, crew briefings, and interactions with flight dispatch and other ground 

agencies. Reasonable amounts of time should be allowed for problem solving (e.g., consulting 

minimum equipment lists and operations manuals, preparing takeoff data, as well as other crew 

actions that are occasioned by the training scenario). Any additional hours of LOS session time, 

beyond the LOFT scenario(s), may be used for other specific training requirements subject to the 

approval of the FAA. All crewmembers participating in a LOFT session are credited with 4 

hours of training time. 

107. LOS SCENARIOS. LOS scenarios should be formatted using the following guidelines: 

a. Objectives. The operator should assign specific training objectives to each scenario. 

These training objectives should be based on the particular needs of the operator. For example, 

if an operator is experiencing an unusual frequency of a specific operational problem, such as 

wet or icy runways, the scenarios should be designed to include exposure to that particular 

operational problem. Other specific objectives may include winter operations training, unusual 

airport or runway operations, alternate operation of automated systems, etc. The FAA may also 

identify training objectives based upon documented trends. 

b. Scenario Construction. A variety of scenarios can be constructed by choosing different 

combinations of elements from the suggested categories listed below. Scenarios should be 

representative of the flight segment appropriate to the operations being conducted by the 

operator. 

(1) Pre-flight activities might contain elements such as icing or cargo loading anomalies 

that the crew must address during pre-flight planning and cockpit preparation. 

(2) Taxi operations, including the concept of navigating the aircraft from the gate to the 

runway or from the runway to the gate using available signage and charts to prevent runway 

incursions. 

(3) Origin, routing, and destination (e.g., short vs. long routes). 

(4) Revised arrival procedures (e.g., an unexpected runway change). 

(5) Alternate operation of flight management systems. 

(6) Abnormal and emergency conditions, including simple conditions (e.g., a potential 

hot start) and complex conditions that continue for the entire flight (e.g., a failed essential 

alternating current bus). 

(7) Adverse weather conditions. 

Par 106 Page 3 
AC 120-35C 9/27/04 

(8) Partial or full loss of integrated flight management systems. 

c. Scenario Cues. Some scenarios should introduce cues that would indicate grossly 

incorrect pitch trim setting. For all-cargo operations, some scenarios should introduce cues that 

would indicate grossly incorrect cargo loading (e.g., the instructor verbally advises the crew that 

another flight observes the nose strut appears bottomed-out; that the airplane appears excessively 

nose-high on all attitude instruments; or that nosewheel steering is skipping during turns, even 

on dry pavement). 

d. Scenario Timing. Scenarios should run in real time. This may include inactive time to 

realistically resemble actual operations. 

e. Scenarios Development. Scenarios should contain realistic circumstances such as 

messages from ATC or flight attendant interruptions. Scenarios should also be developed to 

observe checklist management procedures, standard callouts, leadership qualities, assertiveness, 

crew coordination, communication and ground movement operations. Operators may use these 

elements to design full-length, real-time scenarios, as well as shorter scenarios that teach specific 

skills (e.g., windshear, special navigation equipment, traffic alert and collision avoidance system, 

incorrect pitch trim settings, incorrect cargo loading, etc.). 

f. Scenario Updates. Scenarios should be updated periodically (at least annually) to help 

ensure they continue to meet training objectives. Just as crewmembers cannot anticipate all 

flight operational situations, operators should try to prevent crewmembers from anticipating the 

entire content of the scenarios. 

108. APPROVAL OF SCENARIOS. The Administrator will approve LOFT and LOE 

scenarios. When submitting LOFT or LOE scenarios for approval, operators should state what 

training objectives they expect to achieve. Operators may elect to submit specific LOFT or LOE 

scenarios or a description of a system that uses a menu of different flight situations and 

environmental conditions that can be selected randomly to construct a variety of LOFT or LOE 

scenarios. In any case, scenarios that comply with the elements provided in this AC and meet 

the operator’s stated training or evaluation objectives may be approved. Detailed scripts of the 

scenarios are not required for FAA approval. When updated, scenarios should conform to the 

same guidelines that apply to original approval. 

109. PRE-LOS BRIEFING. 

a. The philosophy underlying the particular LOS being administered should be thoroughly 

explained before the crew begins to plan for the flight. Inadequate LOS briefings often set the 

stage for problems that later interfere with LOS realism. The most common difficulty is 

failure to convince the crew that the LOS facilitator is functionally not present in the 

simulator—that he or she will not be available for communication except in roles as ATC, 

company, maintenance, etc. The latter fact cannot be overly stressed in the pre-LOS briefing.

Page 4 Par 107 
9/27/04 AC 120-35C 

Emphasis is also needed to make certain the cabin crew is considered in operating the flight 

and that they are also a resource. 

b. The following LOS conduct principles should be presented in the preflight briefing: 

(1) Except for the LOE, LOS is designed as a pure learning experience. 

(2) The facilitator’s role in LOS is to manage the training situation to maximize learning. 

This does not include scenario interruptions to “teach” right solutions, or to “test” the trainees. It 

does include instructor guidance to prevent scenario degradation to negative learning and 

reinforcement of preferred or standardized solutions to problems. The opportunity for full selfanalysis is provided during the debriefing. The LOS facilitator will take notes only to assist in 

this debriefing. 

(3) LOS is a training concept designed to accent technical proficiency, as well as 

command responsibilities, crew coordination, communication, and CRM. Line realism is 

maintained to the greatest extent possible. 

(4) All phases of flight will be sequenced in real time. Center-stored routing will be 

followed unless the crew or ATC requests rerouting. 

(5) Mistakes may be made, just as they sometimes occur on the line, and the aircrew is 

expected to continue the operation. 

(6) Frequently, there is no book solution to an LOS exercise—there may be no “one 

correct” solution. For example, the crew may decide that a diversion is more prudent than 

landing at the filed destination. Scenarios should be written to offer several operational choices. 

(7) All abnormal or emergency situations will be handled in the appropriate manner. 

These situations will last throughout the flight, unless they can be corrected by the use of 

alternate operations or any line resources normally at the crew’s disposal. 

(8) Equipment will be placarded according to minimum equipment list (MEL) procedure 

and noted in the logbook. The aircrew will consider placarded items legal per the aircraft MEL. 

The instructor/check airman has the responsibility to determine whether effective 

training/checking can take place with the inoperative equipment. 

(9) During an Advanced Qualification Programs (AQP) LOE, the crew will be given 

line-oriented situations to address as a part of the evaluation. The crew will be expected to 

perform to standards in both technical and CRM skills that have been trained during an AQP. 

The evaluator will be assessing outcomes of event sets that have been designed with specific 

success criteria. In addition, the evaluator will assess the technical and CRM skills of the 

aircrew against defined criteria. 

(10) Headsets and emergency breathing equipment will be used by all crewmembers as 

required in line operations. 

Par 109 Page 5 
AC 120-35C 9/27/04 

110. CRM COMPONENT OF THE PRE-LOS BRIEFING: 

a. In addition to establishing the rules for the conduct of LOS, the LOS briefing should 

include a reverse briefing on CRM factors affecting crew performance. The concept of 

reverse briefing is to elicit information from the crew by encouraging them to brief 

themselves, helping to determine their level of expertise. Reverse briefing makes the crew 

active participants rather than passive recipients of briefings on issues already understood. 

Questions using the CRM behavioral indicators (AC 120-51, Crew Resource Management 

Training, current edition, appendix 1), mentioned in paragraphs b, c, d, and e below, can 

effectively elicit the level of understanding that the crew has about human factors and 

technical proficiency issues. 

b. The crew could be asked to discuss the conduct and quality of an effective creworiented briefing. Crew performance is highly associated with the quality of the initial crew 

briefing. The following is an example of carefully selected opening questions that will help to 

initiate the discussion: 

(1) What can be said to create an atmosphere for establishing the team concept and 

environment within the flight deck and with flight service?

(2) What are the components of a briefing that is operationally thorough, interesting, 

and addresses coordination, planning, and problems?

(3) Overall responsibility is primarily a captain’s function; what are the 

responsibilities of the other crewmembers and how can they add significantly to planning and 

definition of potential problem areas?

(4) What can be done to make cabin crewmembers feel they are part of the team? The 

importance of the crew briefing cannot be overstated. 

c. Questions that encourage crews to consider communication issues include: 

(1) How does the crew view inquiry and advocacy?

(2) To what extent should crew members advocate a course of action they feel is best, 

even when it involves conflict and disagreements with others?

(3) What is their feeling towards the relationship between inquiry and advocacy and 

the captain’s authority? 

(4) How do they define the proper balance between authority and assertiveness?

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(5) What are the indications that a crew is concerned with the effective 

accomplishment of necessary tasks? 

(6) Can they give examples where poor workload management and the lack of 

situational awareness has contributed to accidents or incidents? 

(7) Does casual social conversation during periods of low workload indicate a lack of 

vigilance?

(8) What can be done to avoid overloading individual crewmembers? 

d. The relationship between CRM and technical proficiency is a rich area for crew 

discussion. Some important questions to ask include: 

(1) What is their understanding of the relationship between technical proficiency and 

CRM?

(2) Can CRM overcome a lack of technical proficiency?

e. LOS assumes knowledge of systems and an understanding of, and proficiency in, skills 

involving procedures and techniques. Training programs have always been concerned with 

developing the specialized skills required to be technically proficient crewmembers. 

However, how well the entire crew discharges the technical aspects of the flight reflects 

awareness that a high degree of technical proficiency is essential for safe and efficient 

operations. In the briefing, it must be made very clear that demonstrated mastery of CRM 

concepts cannot overcome a lack of proficiency, but just as importantly, high technical 

proficiency cannot guarantee safe operations in the absence of effective crew coordination. 

f. Also useful is a discussion of the crew attitudes toward self-critique. What is their 

understanding of critique? Do they see any benefit in reviewing positive behavior? Have the 

crewmembers used critique on line operations? When do they feel critique is appropriate? 

g. These are just a few of the issues that can be addressed in an LOS briefing. The proper 

briefing will reinforce CRM principles and technical procedures learned during initial and 

recurrent training. Without a proper briefing, LOS becomes a full mission simulation without 

a focus. Though it can be a positive learning experience, it will usually be centered on 

individual technical proficiency and abnormal checklist usage. 

111. LOS CRM BRIEFING AND CREW ORIENTATION. 

a. A thorough LOS CRM briefing provides the following: 

(1) Establishes an environment for open and interactive communication (e.g., calls for 

questions or comments, answers questions directly, listens with patience, does not interrupt or 

“talk over,” does not rush through the briefing, makes eye contact as appropriate).

Par 110 Page 7 
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(2) Is interactive, two-way, and emphasizes the importance of questions, critique, and 

the offering of information.

(3) Sets the agenda, outlines expectations, and establishes a “team concept.”

(4) Covers pertinent safety and operational issues.

(5) Identifies potential problems such as weather, delays, and abnormal system

operations.

(6) Provides guidelines for crew actions; division of labor and crew workload are 

addressed.

(7) Sets expectations for how deviations in simulator performance and mechanical 

problems are to be handled.

b. The briefing that includes CRM issues will also give direction to the LOS facilitator’s 

conduct of the LOS. It will help to focus the facilitator’s observations on the CRM behaviors 

that will later be highlighted in debriefing. 

c. The briefing should prepare the crew for an effective training experience. A good 

briefing is operationally thorough, interesting, and will provide an overview of the overall 

LOS. Effective facilitators create the appropriate training environment and demonstrate their 

own commitment to LOS. The crew will be prepared to participate in an authentic simulation 

of the line operations and the crew debriefing following the simulator training. 

112. PREFLIGHT ACTIVITIES. 

a. LOS facilitators will provide the crew with complete flight planning documentation. 

An effort should be made to duplicate, as closely as possible, the preflight and dispatch 

process. The weather sequences, weight and balance, and other documents should be the 

same as those provided prior to line flights, and include the following LOS planning and 

preparation documents: 

(1) Dispatch release with center-stored flight plan and flight plan analysis. 

(2) Weight and balance, loading and fuel loading instructions. 

(3) Weather and forecasts. 

(4) Notices to Airmen/Intams. 

(5) Performance data sheet and automated terminal information service information. 

(6) Inbound maintenance log sheets signed off. 

Page 8 Par 111 
9/27/04 AC 120-35C 

(7) Continued items. 

(8) MEL placards. 

(9) Company documents. 

b. The flightcrew should be in the simulator early enough to allow adequate time for the 

crew to perform a normal flight deck preflight setup. If it is customary for the flight engineer 

to enter the flight deck before the captain and first officer, that sequence should be adhered to. 

However, in the interest of saving time, it is possible to modify the scenario to provide shorter 

ground times, as on a through flight. A planned departure time toward which all preparations 

can be directed helps to ensure that these activities are performed efficiently, and also helps to 

enhance the realism of an LOS scenario. 

c. Certain simulator problems that cause interference with the realism associated with 

LOS can occur. If a component required for a given scenario is inoperative, that scenario 

should not be flown. However, minor simulator malfunctions can be placarded, in accordance 

with MEL procedures, just as the maintenance crew would do on the line. If an actual 

equipment failure occurs in flight, and it is consistent with failures that could occur in an 

aircraft, the scenario can proceed, with modification if necessary. 

113. CREWMEMBER RESPONSIBILITIES. Crewmembers’ duties include: 

a. Perform their normal flight duties. 

b. Use avionics equipment as they would normally do during flight. Radio frequencies must 

be changed as required. 

c. Be natural in character and operation. They should not be inhibited or try to operate in a 

manner calculated to give the “Academy” solution or to please the LOS facilitators. 

d. Plan the flight as one would a real line flight, with any service the company or ATC 

normally provides available to the crew. 

e. Perform all normal procedures and communications, such as final weight checks, 

departure reports, and in-range reports. 

f. Headsets and emergency breathing equipment will be used by all crewmembers to the 

same extent as required in line operations. 

114. DEBRIEFING THE LOS. 

a. After the LOS is completed, the manner in which the debriefing is handled by the 

facilitator is of key importance if CRM skills are to be reinforced and improved. The 

facilitator should not handle the debrief in a “teacher-tell” manner. Instead, the facilitator 

should operate as a resource to crewmembers by highlighting different portions of the LOS 

Par 112 Page 9 
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that may be suitable for review, critique, and discussion. The discussion should be led by the 

crewmembers themselves, using the facilitator and the videotape as resources during their 

critique. Handled in this way, crew-led debriefs may occur with increasing frequency on the 

line after a difficult segment, or in other cases where crew critique and review is appropriate. 

b. Because the focus of LOS is on the integration of CRM skills into the technical skills 

normally assessed in flight training, the LOS debriefing session will concentrate on this area. 

Key items for discussion include technical proficiency, as well as crew management, crew 

coordination, and crew communications. The use of systems and other resources are other 

areas for attention. The discussion should include the crew’s use of ATC and company 

communications; manuals, charts and software; the use of other crewmembers; and the use of 

autopilot, autothrottle, and other potential workload-reducing devices. It is the facilitator’s 

responsibility to ensure that these items are fully explored during the debriefing sessions. 

c. Frequently, crews are more critical of themselves than the facilitator would ever be. 

Self-criticism and self-examination are almost always present in these situations, and in many 

cases they are much more effective than facilitator criticism. Thus, the facilitator should do 

everything possible to foster this sort of self-analysis. In the role of moderator, the facilitator 

can guide the discussion to areas that he or she has noted. Questions about certain procedures, 

decisions, and mistakes should be asked. However, the facilitator should minimize “lectures” 

about what is right and wrong. Obviously, the facilitator should avoid embarrassing the 

crewmembers. In order to be effective, the facilitator should use the following guidelines: 

(1) Actively states the debriefing and critique agenda and solicits agenda topics from the 

crew on items they would like to cover; sets time limits. 

(2) Asks the crew for their overall self-appraisal of the flight. 

(3) States own reaction to the LOS in an objective and performance-oriented way. 

Actively guards against making the crew defensive. 

(4) Highlights key incidents and examples from the videotape that include technical as 

well as CRM performance examples. Selects material for discussion that illustrates key 

behaviors using the crew performance markers. When using videotape, show only enough 

material to make the point. 

(5) Effectively integrates technical and CRM feedback into the debriefing. Does not 

preach to the crew, and does not gloss over items worthy of crew discussion. 

(6) Exercises patience and is not reluctant to probe into key areas where individual and 

crew improvement is needed. 

Page 10 Par 114 
9/27/04 AC 120-35C 

(7) Ensures that all crewmembers participate in the discussion and effectively draws out 

quiet or hostile crewmembers. 

(8) Provides a clear summary and recap of key learning points. 

(9) Asks the crew, and individual members, for specific feedback on their performance. 

(10) Is effective in both technical and CRM debriefing. 

d. During debriefing, crew performance and individual performances should be openly 

discussed and assessed by the facilitator. Constructive assessment of an individual can be 

mentioned in the presence of the full crew. 

e. One of the goals of LOS is to enable crewmembers to gain a greater understanding of 

their behaviors and their consequences, and be able to explore new behavioral strategies in an 

LOS training environment where formal, mandated evaluation is explicitly omitted. The 

debriefing should respect this goal and build on it to provide a positive learning experience. 

f. At the appropriate time, the facilitator should summarize the debriefing. In the 

summary, every effort should be made to relate the training experience to line operations. It is 

most desirable if the crewmembers recognize, for themselves, behaviors used in the LOS that 

they can carry back to the line, as feedback or critique is seldom used on the line. The LOS 

debriefing can help reinforce the importance of feedback even on routine line flights. Just a 

few minutes are needed to reinforce what went well or to discuss ways to improve crew 

performance at appropriate times during or at the conclusion of the flight. 

g. In summary, the effective LOS facilitator will lead the crewmembers through self-critique 

of their performance. The debriefing and crew analysis period will include both technical and 

CRM discussion items. Positive points of crew performance as well as areas for improvement 

will be discussed. At the conclusion of the session, key learning points will be summarized. 

115. LOE. The LOS briefing/debriefing guide must be modified for the LOE administered 

under an approved AQP. In the LOE, the facilitator is now an evaluator and must perform a 

different role. This role is to evaluate the standard performance of the proficiency objectives 

assigned to the event sets. Although the briefing will set the stage for the LOE, most carriers use 

this period to perform an oral review of crew knowledge concerning the operational issues 

presented in the LOE. For example, issues such as takeoff visibility and required alternates 

based on operational specifications might be covered. The debriefing is used to review the event 

sets and compare the success criteria assigned to these sets versus actual crew performance. 

However, in this review, there still will be many opportunities for crewmembers to discuss their 

CRM and technical performance. 

Par 114 Page 11 
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116. USE OF AUDIOVISUAL EQUIPMENT AND ANIMATION SOFTWARE. Recorded 

audiovisual/animation feedback is very useful as a debriefing aid for most types of LOS. It 

allows crewmembers to view themselves from a third-person perspective. This feedback helps 

crewmembers to better understand their performance, identify and accept their weak areas, and 

build upon their strong areas, thereby encouraging positive changes in attitudes and behavior. 

Recorded audiovisual feedback should be destroyed at completion of the debriefing. Failure of 

audiovisual equipment prior to, or during an LOS session, should not preclude the completion of 

that session. 

117. ADDITIONAL TRAINING/LOFT COMPLETION. Decisions that produce unwanted 

results do not indicate a training failure, but serve as a learning experience that may indicate 

need for additional training. The additional training could come in many forms, including 

additional LOS. In any case, required additional training shall be provided and documented as 

satisfactorily completed prior to the crewmember’s return to line operations. 

118. BASIC ELEMENTS OF LOS SUMMARIZED. LOS is defined by the following basic 

concepts: 

a. It takes place in a simulated line operational environment. 

b. It uses a complete crew with total participation. 

c. It contains real-world incidents, unfolding in real time. 

d. LOFT and SPOT are used for “no-jeopardy” training, while LOE is used for evaluation. 

e. LOFT and LOE contain scenarios and segments that run uninterrupted; SPOT can be 

interrupted and segments interactively accomplished. 

f. It contains scenarios tailored to the operator’s learning objectives. 

g. It incorporates CRM skills. 

h. It provides critique of individual and crew performance. 

119. FAA PHILOSOPHY. 

a. The effectiveness of LOS is dependent on four important aspects. 

(1) Use of the most appropriate simulation device (i.e., FTD or simulator). 

(2) Ensuring that training and evaluation are conducted to the maximum extent feasible 

using a full crew compliment, consisting of a captain, a first officer, and, where applicable, a 

second officer.

Page 12 Par 116 
9/27/04 AC 120-35C 

(3) LOFT or LOE scenarios must run their full, uninterrupted course. 

(4) A variety of scenarios, fully compatible with training objectives, are available and 

periodically updated to ensure that the LOS experience does not become repetitive or stale. 

b. An operator who has an available range of training media will conduct LOS in the device 

that provides the appropriate simulation fidelity for the training/evaluation objectives. A major 

consideration for public safety is the maintenance of pilot skills, particularly for tasks that, due to 

the nature of a given fleet’s operations or to their low probability of occurrence, are rarely 

executed in normal flight operations. Providing interim practice on such skills using lower level 

devices may be one way to maintain these skills. Although the focus of LOS has been on the 

development of a methodology and tool set to generate valid and reliable LOS scenarios for 

training an evaluation in full-mission simulators, the methodology also has important capabilities 

for use in scenario-based training using equipment of lower physical fidelity. 

c. The training value of LOS can be seriously diminished when inappropriate crew 

substitutions are made. Operators should not schedule any person other than “line-qualified” 

crewmembers for recurrent LOFT. For qualification LOFT, operators should schedule only linequalified crewmembers or those crewmembers that are in training for a particular duty position. 

In both cases, operators should make every reasonable effort to meet these scheduling 

guidelines. When, due to reasons beyond the control of the operator, the need for substitution 

arises, the substitution tables in this AC may be used. However, these tables should be used only 

after the operator has made all reasonable efforts to provide a substitute crewmember of equal 

status to the person originally scheduled. LOE substitution tables will be included in the 

approved AQP documentation. 

d. Interruption of LOFT scenarios is detrimental to the learning experience. Arbitrary 

interruption of LOFT or LOE is not acceptable. LOFT and LOE scenarios should be allowed to 

continue to their logical conclusion. In qualification LOFT, if the instructor is certain that 

negative training is occurring, the scenario may be interrupted. The FAA believes that wellthought-out and properly developed scenarios will not often lead to situations that require 

interruption. 

e. Proper planning and development of LOS scenarios are essential to ensure that training 

objectives are met. This is a critical characteristic of any LOS program. Training value is 

diminished when students become familiar with scenarios. Therefore, a variety and a sufficient 

number of LOS scenarios are required to guard against crewmembers experiencing repetitious 

situations. In addition, operators should regularly update, at least annually, all LOS scenarios, 

thereby ensuring that crewmembers are exposed to new technology, procedures, and current 

operational problems. 

Par 119 Page 13 (and 14) 

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CHAPTER 2. TYPES OF LINE-OPERATIONAL FLIGHT TRAINING 

200. GENERAL. There are two types of line-operational flight training (LOFT): recurrent 

LOFT, and qualification LOFT. Guidelines for designing and conducting these types of LOFT 

are presented below. 

201. RECURRENT LOFT. (See Title 14 of the Code of Federal Regulations (14 CFR) 

part 121, sections 121.409, 121.427, 121.433, and 121.441.) Recurrent LOFT is designed to 

ensure that each crewmember maintains proficiency in the type of aircraft and crewmember duty 

position involved. Recurrent LOFT is intended for flight crewmembers who are presently 

qualified in a particular make model and series aircraft. Interruption of recurrent LOFT is not 

permitted. 

202. GUIDELINES FOR RECURRENT LOFT. Recurrent LOFT should meet the following 

guidelines: 

a. Instruction or Interruption. Recurrent LOFT does not permit direct instruction and 

does not permit interruption of the scenario by the instructor. 

b. Crew Substitutes. Recurrent LOFT stresses scheduling of a complete crew who should 

be line-qualified. The use of substitutes is discouraged, and substitution should be rare. When 

the composition of the scheduled line-qualified crew cannot be maintained, the operator may use 

substitutions based on the guidelines in Table 2-1. However, the operator will attempt, first, to 

substitute with another line-qualified crewmember. This table should be used only as a last 

resort to prevent interruption of scheduled training. 

c. Number of Segments. A recurrent LOFT scenario may include one or more flight 

segments, depending upon the training objectives. 

d. Training Media. The highest fidelity flight simulator available should be scheduled for 

recurrent LOFT. 

Par 200 Page 15 
AC 120-35C 9/27/04 

TABLE 2-1 

Recurrent LOFT Substitution Table

_____________________________________________________________________________ 

Pilot-in-Command Second-in-Command Flight Engineer 

 Position Position (FE) Position 

_____________________________________________________________________________ 

1. PIC1 SIC1 FE1

_____________________________________________________________________________ 

2. SIC2 PIC1 FE Instructor3

_____________________________________________________________________________ 

3. Pilot Instructor3

 Pilot Instructor3

_____________________________________________________________________________ 

1

 Includes those who are either line-qualified, or in training, and are line and task familiar 

with the position in which they are substituting. 

2

 An SIC may be substituted for this position if the pilot has received a type certificate in the 

aircraft the simulator replicates. 

3

 An instructor (aircraft or simulator) as provided for under 14 CFR part 121, section 121.412 

or part 135, section 135.338, as applicable. The instructor should not have previous 

knowledge of the scenario; however, when this is unavoidable, the instructor should not use 

that knowledge to influence or direct the scenario. 

NOTE: The instructor conducting the LOS session will not act as a substitute 

crewmember. 

203. QUALIFICATION LOFT (See part 121, appendix H.) Qualification LOFT is designed 

for crewmembers whose training has been provided in accordance with an Advanced Simulation 

Plan. Qualification LOFT provides training that facilitates the transition from flight simulator 

training to operational flying. Scenarios are designed to represent typical flight segments. 

a. Crew Composition. Qualification LOFT requires a complete crew complement. It is 

preferable to schedule a crewmember, who is qualifying, with other crewmembers who are fully 

line-qualified. As a minimum, LOFT crewmembers will be task familiar with their assigned 

duty position. The use of substitutes is highly discouraged and substitution should be 

implemented rarely. When the composition of the scheduled crew cannot be maintained, the 

operator may substitute crewmembers using Table 2-2.

Page 16 Par 202 
9/27/04 AC 120-35C 

TABLE 2-2 

Qualification LOFT Substitution Table

_____________________________________________________________________________ 

Pilot-in-Command Second-in-Command Flight Engineer 

 Position Position (FE) Position 

_____________________________________________________________________________ 

1. PIC1 SIC1 FE1

_____________________________________________________________________________ 

2. SIC1 PIC1 FE Instructor2

_____________________________________________________________________________ 

3. Pilot Instructor2

 Pilot Instructor2 

_____________________________________________________________________________ 

1

 Includes those who are either line-qualified, or in training, and are task familiar with the 

position in which they are substituting. 

2

 An instructor (aircraft or simulator) as provided for under sections 121.412 or 135.338, as 

applicable. The instructor should not have previous knowledge of the scenario; however, when 

this is unavoidable, the instructor should not use that knowledge to influence or direct the 

scenario. 

NOTE: The instructor conducting the LOS session may not act as a 

substitute crewmember. 

b. Number and Type of Segments. Qualification LOFT consists of at least two flight 

segments, one containing normal line operations and one containing abnormal and emergency 

occurrences. 

c. Training Media. Qualification LOFT will be conducted in flight simulators qualified in 

Levels B, C, or D (See part 121, appendix H). 

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9/27/04 AC 120-35C 

CHAPTER 3. SPECIAL PURPOSE OPERATIONAL TRAINING 

300. GENERAL. Special purpose operational training (SPOT) is designed for training 

crewmembers in a flight simulator or flight training device (FTD). SPOT is useful whenever 

coordinated crew performance is required. It may not be substituted for recurrent lineoperational flight training (LOFT) or qualification LOFT. SPOT may include training which: 

a. Focuses on crew resource management skills. 

b. Provides differences training on variant aircraft. 

c. Provides specific phase of flight training. 

d. Trains in special aircraft equipment (e.g., navigational equipment and flight management 

systems). 

301. GUIDELINES FOR SPOT. The components of SPOT vary, depending on the purpose or 

objective of the training. Therefore, the following provides only general guidelines for SPOT. 

a. Instruction and Interruption. SPOT permits direct instruction and allows for 

interruption of the scenario by the instructor. 

b. Crew Composition. SPOT may include use of a complete or partial crew, depending 

upon the training objectives. 

c. Crew Substitutes. The use of crew substitutes in SPOT depends upon the type of 

training 

being provided. 

d. Number and Type of Segments. SPOT may contain any number of full or partial flight 

segments, depending upon the training objectives. 

e. Training Media. SPOT may use a wide range of flight simulators and FTDs, depending 

upon the training objectives. 

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9/27/04 AC 120-35C 

CHAPTER 4. LINE OPERATIONAL EVALUATION 

400. GENERAL. The line operational evaluation (LOE) is the primary means of proficiency 

evaluation in Advanced Qualification Program (AQP). This evaluation addresses the 

individual’s ability to demonstrate technical and crew resource management (CRM) skills 

appropriate to fulfilling job requirements in a full mission scenario environment. The intent of

an LOE is to evaluate and verify that an individual’s job knowledge, technical skills, and CRM 

skills are commensurate with AQP qualification standards. The LOE is conducted in a 

simulation device approved for its intended use in the AQP. LOE development methodology, 

substitution tables, success criteria, and remediation strategy will be included in the carrier’s 

approved AQP documentation. 

401. ELEMENTS RESEMBLING LINE OPERATIONAL FLIGHT TRAINING (LOFT). 

LOE contains elements similar to those in LOFT (i.e., line environment, complete crew, real 

world scenarios, real time, and must run uninterrupted). A complete crew complement should be 

scheduled and maintained. Flight crewmember substitution is highly discouraged. If crew 

substitutions are necessary, the substitute crewmember will be either another line-qualified 

crewmember or a task familiar crewmember in a training status comparable to the person being 

evaluated. Evaluators conducting the LOE may not serve as a substitute crewmember. The LOE 

substitution table/matrix will be part of the carrier’s approved AQP documentation. 

402. EVALUATION. The LOE addresses the individual’s ability to demonstrate technical and 

CRM skills appropriate to fulfilling job requirements in an operational environment. The intent 

of an LOE is to evaluate and verify that an individual’s job knowledge, technical skills, and 

CRM skills are commensurate with AQP qualification standards. The evaluation assesses both 

technical and CRM skills. One method of assessing an aircrew’s proficiency is to grade an 

aircrew’s observed skill at accomplishing delineated technical and CRM criteria of success. 

Another accepted method is to grade the aircrew’s technical proficiency (maneuver-based 

method), but, where applicable, (i.e., a maneuver is graded less that satisfactory or graded 

outstanding) the maneuver’s grade is linked to a CRM behavior/skill (observable) that may have 

contributed to the maneuver grade. Either method is acceptable. 

403. EVALUATOR. A person who assesses the performance of crewmembers, instructors, or 

other evaluators. An evaluator must have satisfactorily completed the certificate holder’s AQP 

evaluator training. The Administrator must approve all LOE evaluators. It is essential that LOE 

evaluator training include specific exercises to achieve and verify standardization among such 

personnel in grading performance. 

404. LOE MEDIA. Operators conducting LOE may be approved to use any level of flight 

simulation, depending on the objective of the evaluation and the capability of the device. 

Par 400 Page 21 (and 22) 

9/27/04 AC 120-35C 

CHAPTER 5. THE ROLE OF INSTRUCTORS 

500. MINIMUM QUALIFICATIONS. Instructors should be trained in the philosophy, skills, 

and conduct of line operational simulations (LOS) and crew resource management (CRM). They 

should be able to effectively observe and critique both individual and crew performance during 

the scenario. To do this, they should meet the minimum requirements discussed in the following 

paragraphs: 

a. Line Familiar. Flight instructors should be line familiar (i.e., familiar with the operations 

for which they are providing training). This will ensure that instructors accurately perceive and 

evaluate situations as they arise. In cases where instructors currently are not line-qualified, an 

approved line observation program should ensure that they are familiar with line operational 

procedures and problems. In this way, instructors will maintain an understanding of the 

operational demands confronting line crewmembers. 

b. Qualified as Instructors. Flight instructors should be qualified as defined in Title 14 of 

the Code of Federal Regulations part 121, section 121.412, or part 135, section 135.338, and as 

required by the approved AQP, if appropriate. 

c. Trained in CRM Skills. Instructors will receive training in CRM skills in order to 

observe and critique these areas in LOS. See AC 120-51, Cockpit Resource Management 

Training, current edition, for further information. 

d. Trained in Methods for Briefing, Debriefing, and Critique. Instructors should be 

trained to conduct the briefing and debriefing/critique phases of LOS, including how to provide 

effective feedback. 

501. INSTRUCTOR RESPONSIBILITIES. The following is a description of the roles and 

responsibilities of instructors: 

a. Briefing and Preparation. Instructors should be able to effectively convey the purpose 

of the LOS and how it is representative of line operations. Instructors should also explain their 

role, as observers, during the training in that they are not considered present unless playing a 

non-crewmember role in the scenario (i.e., air traffic control (ATC), flight attendant, dispatch, 

etc.). 

b. Flight Segment. Instructors should be able to observe and perform ancillary roles. 

They should be trained in observing and assessing technical and CRM skills. The instructor 

should also be trained in proper pacing, proper introduction of abnormal/emergency procedures, 

and methods of handling unforeseen crew actions. 

c. Simulation. Of vital importance to the effectiveness of LOFT or LOE is the creation 

of 

a strong illusion of reality in the simulated flights. This requirement dictates that many 

routine activities, such as flight paperwork, manuals, and communications should be carefully 

Par 500 Page 23 
AC 120-35C 9/27/04 

prepared. Previous experience with line-operational flight training (LOFT) or line operational 

evaluation (LOE) has shown that overlooking these activities can destroy this illusion. 

d. Resources. The instructor/evaluator’s goal is to produce crew performance and 

behavior that is typical for an actual line flight in the same set of circumstances as those 

developed in the scenario. In keeping with this goal, it is essential that crews have access to 

all the resources they would have on an actual line flight. The briefing should include mention 

of the role-playing aspect of LOFT or LOE and its importance to overall LOFT or LOE 

effectiveness. 

e. Instructor Role. The role of the instructor in LOFT or LOE should be viewed as that 

of communicator, observer, and moderator in the debriefing process. He/she is not an 

instructor in the traditional sense during the simulator period. He/she is the facilitator or 

manager of the flight, using appropriate radio calls or responses to direct the flight along the 

desired path. The instructor/evaluator must be prepared to accept and manage alternate 

courses of action that the crew may wish to follow. The instructor should remain as 

unobtrusive as possible within the physical limitations of the simulator. He/she should resist 

the temptation to instruct, and must not intrude in any way into the situation. 

f. Communication. All communications must be conducted in the manner normally 

found on a line flight; that is, via radio from outside the “aircraft”; via interphone or normal 

conversations between flight deck crewmembers; or, in the case of flight deck cabin, via the 

usual aircraft equipment for this purpose. All external communications (i.e., ATC, ground 

crew, etc.) must be credible and realistic. 

g. Recorded Feedback. The entire simulator phase of the flight, including initial flight 

deck setup, should be recorded on videotape, if the equipment is available. The importance of 

the correct use of video playback cannot be overstated: “LOFT or LOE with videotape feedback 

is one of the most powerful tools we have for reinforcing desirable behavior in cockpit resource 

management.” During debriefing, the videotape should be reviewed and discussed by the 

flightcrew with emphasis being placed upon crew performance, including their use of CRM 

elements. When crewmembers have learned and can appreciate the importance of open and 

direct critique for purposes of operational review and analysis, a platform is in place for effective 

post-LOFT or LOE discussion that reviews more than stick-and-rudder skills or systems 

knowledge. Following review of the videotape, the tape may be erased. 

h. Debriefing and Critique. Instructors should provide both positive and negative 

feedback during critiques of individual and crew performance. Prior to the instructor’s 

critiques, crewmembers should be encouraged to critique themselves. Instructors will provide 

feedback to the crew to encourage the changes needed for improved performance. Instructors 

should also provide specific recommendations to improve individual crewmembers’ 

performance. 

Page 24 Par 501 
9/27/04 AC 120-35C 

CHAPTER 6. LINE OPERATIONAL SIMULATION SCENARIO DESIGN 

600. LINE OPERATIONAL SIMULATION (LOS) SCENARIO DESIGN 

METHODOLOGIES. This chapter provides an LOS scenario design methodology that has 

proven effective. There may be other, equally effective, LOS development methods. The 

important aspect of LOS development is that a disciplined methodology is employed. 

601. PHILOSOPHY OF LOS DESIGN AND CONDUCT. 

a. LOS scenarios are best designed to be operationally relevant, believable, and a good test 

of the crew’s technical and crew resource management (CRM) skills. LOS training is systematic 

and is intended to simulate actual problem situations on the line that require good crew skills for 

effective resolution and decisionmaking. 

 

b. Because LOS requires as much realism as possible, LOS design and evaluation guidelines 

should maximize line realism. Preflight activities and detailed review of flight paperwork, 

manuals and conduct of communications should be included in the scenario. This requirement 

does not preclude employing scenarios that use short segments beginning or ending in an en 

route environment if the objectives of the LOS can be met. If the scenario is designed to begin 

in an enroute environment, enough quiet time should be present for the crew to become

acclimated to the flight routine. These en route segments are identified as special purpose 

operational training (SPOT). 

c. LOS scenarios should be designed to foster an environment where free and open 

communication is practiced. This encourages crewmembers to provide necessary information at 

the appropriate time (e.g., initiating checklists, advocating positions, and problem definition). 

Furthermore, the LOS design should encourage active participation in the decisionmaking 

process and questioning of actions and decisions by all crewmembers. 

d. One misconception is the belief that LOS training should continuously increase crew 

workload until the crew becomes overloaded. This is not the purpose or intent of LOS and can 

actually help to defeat its effectiveness. The difficulty of the line operational evaluation (LOE) 

should not be designed to saturate an aircrew or impose an unrealistic level of difficulty or 

complexity. On the other hand, the LOE must provide enough difficulty to adequately test the 

aircrew’s skills and capabilities. LOS scenarios are most effective if they are straightforward. 

For example, choosing a departure airport that requires an effective preflight briefing might be 

one way to begin. A scenario that allows the crew to choose from different options is very 

useful. One scenario can have a wide variety of outcomes and choices depending on the decision 

and course of action that a crew undertakes. Again, the scenario should be realistic, and the 

situation should be one where crewmembers live with whatever problems they have until the 

situation is either resolved or the “aircraft” (simulator) is back on the ground. 

e. The effective LOS experience begins with a briefing to discuss the LOS objectives and 

expectations. To be complete, the LOS must include a debriefing to examine the crew 

performance demonstrated during the LOS. The facilitator draws on personal experience and 

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training in CRM and technical issues to elicit discussions of points of interest and operational 

relevance. Positive comments regarding crew performance should be emphasized in the 

debriefing, as well as comments regarding areas of crew performance that need improvement. 

Crewmembers must be given the opportunity to critique and analyze their own performance and 

review key points. 

602. SCENARIO DESIGN PROCESS. 

a. The framework described here for developing LOS scenarios is based on the concept of 

an event set, a group of related tasks and conditions that are part of the scenario and are 

integrated into the LOS session with specific CRM and technical training objectives. Included in 

the framework is a new method for identifying specific CRM skills appropriate for the event sets 

and a tool for developing the CRM category profile of LOS scenarios. The result is an approach 

that makes LOS sessions more manageable and easier to assess by allowing the instructor or 

evaluator to concentrate on a few CRM categories within any given event set. 

b. The primary unit of both LOS design and CRM assessment is the event set. The event 

set is made up of one or more events, including an event trigger, distracters, and supporting 

events. The event trigger is the condition or conditions under which the event is fully activated. 

The distracters are conditions inserted within the event set timeframe that are designed to divert 

the crew’s attention from other events that are occurring or are about to occur. Finally, 

supporting events are other events taking place within the event set designed to further CRM and 

technical training objectives. 

c. In LOS scenario design, the CRM and technical training objectives should be integrated 

into the event sets. This event set framework allows the design team to present the appropriate 

degree of realism in the LOS. Instead of focusing on a single technical issue, the event set 

integrates the entire complex line environment (e.g., terrain, air traffic control (ATC), weather 

issues, etc.) to facilitate and maximize the crew’s performance in response to specified CRM and 

technical issues. With the LOS scenario now defined by event sets, scenario validation is 

performed at the event set level rather than limiting validation to the overall LOS. 

d. The event set framework supports the development of LOS scenarios based on complex 

events rather than the simple events. Simple events have no further consequences on the conduct 

of the flight once they have been diagnosed and corrected. Overuse of simple problems or 

events detracts from LOS realism. Routine prestart problems, followed by a start problem, 

followed by a taxi problem, intrude on the crew’s perception that the LOS is an actual flight. 

However, one or two of these events can be useful for setting a proper environment to facilitate a 

CRM LOS when the objectives are stated properly within the event set framework. 

e. Complex events have ongoing consequences that must be dealt within flight and cannot be 

solved by simply selecting and executing an abnormal checklist. Event set-based scenarios 

require the coordinated actions of all crewmembers for successful completion. Complex event 

set problems tend to be ambiguous, with no simple corrective checklist solution. The properly 

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designed event set does not necessarily have a single solution. Rather, it may have a number of 

possible and reasonable solutions. Thus, the well-designed event promotes the management of a 

complex situation. 

f. Table 6-1 describes an LOS development process. The overall purpose of the LOS 

development methodology is to build event sets that allow for the examination of the crew’s 

CRM and technical skills. 

g. This design methodology provides a rigorous validation process to assure training and 

evaluation of all critical technical and CRM tasks identified by a training program. In addition, 

it allows for adaptation based on the operational environment of a particular organization. The 

remainder of this chapter analyzes each component of the design methodology in detail.

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TABLE 6-1 

LOS Design Methodology

1) Identification of primary Crew Resource Management (CRM)/technical training 

objectives. 

1.1 Identify the primary CRM categories (e.g., decisionmaking, 

communication, workload management) and integrate with the primary 

technical training objectives. 

1.2 Identify the related skills for the CRM categories identified in 1.1. 

1.3 Identify the primary technical training objectives. 

2) Identification of possible incidents that will produce the training objectives. 

2.1 Identify incidents through a search of the Aviation Safety Reporting 

System (ASRS) database, own-carrier incident reporting, and own-carrier 

flight safety programs, such as Aviation Safety/Accident Prevention 

(ASAP) system and flight operational quality assurance (FOQA). 

2.2 Develop a preliminary list of relevant incidents and events. 

2.3 Refine the listing of incidents and events, and correlate with the CRM 

categories and observable behaviors. 

3) Specification and development of line operational simulation (LOS) scenario event 

sets. 

3.1 Specify LOS scenario objectives, related proficiency objectives, primary 

and secondary CRM categories, and observable crew behaviors for each 

scenario event set. 

3.2 Translate incidents and situations into scenario event sets by identifying 

the event trigger, distracters, and supporting events, and specify the phase 

of flight. 

3.3 Integrate the individual scenario event sets into the overall scenario. 

3.4 Administer the LOS validation instrument to ensure event sets are 

specified and organized consistent with the CRM and technical training 

objectives or proficiency objectives. 

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TABLE 6-1 

LOS Design Methodology (Continued) 

4) Evaluation, modification and, if appropriate, FAA approval of the LOS scenario. 

4.1 Represent the LOS scenario showing the event sets, event trigger, ATC 

communications, and the related CRM categories (e.g., use the CRM 

category profile and matrix methods to represent the frequency of CRM 

categories over the entire scenario). 

4.2 Fly the LOS scenario using at least two different crews. Invite the 

principal operations inspector (POI)/automated performance measurement 

system (APM) to participate. Consider taping some of these sessions for 

use in developing instructor training materials. 

4.3 Administer the LOS validation instrument form to crews and instructors 

that fly the scenario. 

4.4 Make required modifications to the revised LOS scenario. 

4.5 Submit LOFT or LOE scenario to the POI for approval. 

5) Instructor training implementation and evaluation of LOS scenarios. 

5.1 Develop the final representation of LOS for instructors with the emphasis 

on event sets. 

5.2 Develop the training plan and materials for recurrent training instructors 

and train the instructors/evaluators. 

5.3 Implement the LOS scenario at the fleet level, and evaluate using actual 

instructor and crew feedback. 

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603. IDENTIFICATION OF PRIMARY CRM TRAINING OBJECTIVES. 

a. Before an operator can develop a meaningful LOS, it must identify the CRM concepts and 

definitions that are meaningful within its own culture (see AC 120-51, Crew Resource 

Management Training, current edition). Several different organizations of CRM concepts can be 

used but all of them follow a similar structure: 

(1) High-level categories or elements, such as situational awareness and workload 

management. 

(2) Supporting each category are knowledge and skills that should be trained. For 

example, in workload management, the knowledge would include how to prioritize tasks, while 

the skill would be the clear assignment of tasks that are understood by all crewmembers. 

b. To measure proficiency in the LOS, there should be a set of observable behaviors to look 

for. For example, in workload management, communicating task priorities is an observable 

behavior. 

604. IDENTIFICATION OF PRIMARY TECHNICAL OBJECTIVES. Each carrier’s 

flight operations department develops technical training objectives. Identification of these 

objectives, in the form of proficiency objectives, is a specific requirement of Advanced 

Qualification Program (AQP). A subset of these objectives can be selected as the technical 

objectives for each LOS. These objectives will serve an important role in selecting the event sets 

that will comprise the LOS scenario. Technical objectives might include: 

a. Origin, routing, and destination. 

b. Revised departure or arrival procedures. 

c. Alternate operation of flight management systems. 

d. Partial or full loss of integrated flight management systems. 

e. Abnormal and emergency events. 

f. Adverse weather and environmental conditions. 

605. DEVELOPING LOS SCENARIOS WITH AUTOMATION THEMES. 

a. Automation is the replacement of a human function, either manual or cognitive, with a 

machine function. This definition applies to all levels of automation in all aircraft. Effective use 

of automation means using that level most appropriate to support the priorities of safety, 

economy, and stated flight operations policies of the individual air carrier. 

b. Pilots must be proficient in operating their aircraft in all levels of automation. They must 

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be knowledgeable in the selection of the appropriate degree of automation, and must have the 

skills needed to move from one level of automation to another. 

c. When developing LOS scenarios with an automation theme, the following items should be 

considered: 

(1) The unique workload distribution between pilot flying and pilot not flying the 

aircraft. 

(2) The effects of varying levels of automation on situational awareness and workload 

distribution. 

(3) Pilots’ proficiency at dealing with ATC communications, clearance and weather 

changes in the automated cockpit. 

(4) Company policy and guidelines on high technology procedures. 

(5) The effects of lowering levels of automation with decreased levels of crew situational 

awareness. 

d. Scenario designs should be guided by the skills necessary for the individual pilot as well 

as the skills necessary for the fully integrated crew. Scenarios should attempt to engage all 

crewmembers in CRM activities and should be based on specific training and performance 

objectives. 

606. IDENTIFICATION OF POSSIBLE INCIDENTS THAT WILL PRODUCE THE 

TRAINING OBJECTIVES. 

a. Candidate incidents can be identified through a search of the ASRS database, company 

incident reports, or company ASAP reports and FOQA events. Categories and primary issues 

identified by the airline for the new LOS scenario. Examples of primary issues include: 

Rerouting/amended clearance incidents, low fuel during excessive vectoring, and airborne 

conflicts attributed to flightcrew workload (e.g., delayed approaches, similar call signs, 

autoflight incidents). 

b. Some other excellent sources for candidate incidents are: 

(1) Frequently misused or misunderstood sections of the flight manuals. 

(2) Incident reports from other databases, including the International Civil Aviation 

Organization (ICAO) incident database. 

(3) Maintenance-difficulty areas identified in line and simulator proficiency checks and 

training.

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(4) Poor performance areas identified in line and simulator proficiency checks and 

training. 

c. These sources focus primarily on operational abnormalities and emergencies. However, 

CRM skills are required in all aspects of flight operations, including normal operations. By 

focusing on a specific set of event triggers and associated crew behaviors, a more useful 

breakdown of these behaviors is obtained. Each type of trigger, whether occurring during normal 

or abnormal operations, has its own unique CRM requirements: 

(1) Normal Operations. CRM behaviors should appear during briefings, crew 

formation/team building, communications (e.g., inquiry and advocacy), contingency planning, 

and workload distribution. 

(2) Abnormal Operations. Once operations become abnormal or excessively 

demanding, the required CRM skills will be altered. Some examples include: 

(a) Detection of an Abnormal Event.

1 To detect abnormalities, the crew must maintain workload and situational 

awareness at acceptable levels. 

2 Knowledge of checklists, systems and procedures is required. 

(b) Diagnosis and Assessment of an Abnormal Event.

1 Once detected, the abnormal event must be correctly diagnosed and appraised. 

2 Appropriate information must be integrated. 

3 Essential and non-essential information must be recognized requiring ongoing 

situational awareness. 

4 The assessment must be communicated to, and acknowledged by, other 

crewmembers. Challenges should be made when appropriate and all information should be 

shared. 

607. EVENT SET SOLUTION VERSUS MANAGEMENT AND EVENT TRIGGER 

SELECTION. 

a. Selection of event sets should take into account the types of problems they raise. A mix of 

simple and complex problems increases the benefits offered by an LOS. 

(1) Simple Problems: 

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(a) Have no further consequences on the conduct of the flight once they have been 

diagnosed and corrected. 

(b) If overused, will detract from realism. Use of one or two of these events can set a 

proper stage for CRM LOS, but including a number of these events, without logical connection 

or reason, detracts from the training. If the LOS training objectives are stated properly, they will 

help to preclude excessive use of nuisance events in the scenario. 

(2) Complex Problems: 

(a) Have ongoing consequences that must be dealt with in flight, but cannot be fixed. 

(b) Add sufficient complexity to the scenario to require the coordinated action of all 

crewmembers for successful completion, but not to the extent that they induce complete crew 

failure such as a crash. 

(c) Can be compounded by other events such as weather or ATC induced 

complications. 

b. The impact of an event set is also influenced by the extent to which the solution to the 

problem can be solved by means of established standard operating procedures (SOP). The 

combination of simple versus complex, and proceduralized versus non-proceduralized problem

characteristics produces three basic categories likely to be found in realistic event sets. 

(1) SOP Event Trigger Solution.

(a) These event problems have specific rules or procedures for resolution. 

(b) The book procedure for problem solution resolves or reverses the abnormal 

condition. 

(c) After diagnosis, this situation requires no crew decision. The crew selects and 

uses the appropriate rule (i.e., manual gear extension). 

(d) The nature of this type of problem is unlikely to require a high level of CRM 

skill, unless the event set is already particularly demanding or time compressed, requiring 

multi-task prioritization. In this case, the events are interrelated in the same time frame. 

(2) SOP Event Trigger Management.

(a) This type of event often entails continuous monitoring or system

compensation. 

(b) The defining characteristic is the corrective procedure does not solve the 

problem.

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(c) In the case requiring continuous monitoring tasks, the crew will need to 

prioritize tasks and reduce the effects of distraction (e.g., monitoring a CSD outlet 

temperature in the caution-zone). 

(d) Problem management should require more inherent CRM skills than SOP 

problem solution. 

(e) On a continuum of difficulty, these types of problems lie between simple and 

complex problems. 

(3) Knowledge-Based Solution/Management.

(a) A book procedure or solution is not available to the crew. 

(b) Crews are required to brainstorm a solution or management strategy. 

(c) Knowledge-based solutions and management strategies require a decision 

making process that often engages multiple crewmembers. 

(d) An example of a knowledge-based solution is the selection of an alternate 

airport when weather or other conditions prohibit landing at the planned destination. There 

may be no SOP for alternate selection. 

c. Awareness of the types of problems raised by each event set within a LOS scenario will 

help to ensure that scenario objectives are met and selected CRM skills are used. 

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TABLE 6-2 

Selected Scenario Event Set Index With Phases of Flight and Proficiency Objectives 

SCENARIO EVENT 

SET NUMBER 

PHASES OF FLIGHT TERMINAL PROFICIENCY 

OBJECTIVES 

Scenario Event Set 

One 

Pre Departure, and Push 

Back, 

Dispatch - Winter 

Preflight - with Malfunctions 

Start and Pre-Taxi - Hung Start 

Scenario Event Set 

Two 

Taxi Taxi – Low Vis 

Taxi – Winter conditions 

De-icing 

Scenario Event Set 

Three 

Takeoff Takeoff - Winter Conditions 

Climb to Cruise Altitude - Winter Conditions 

Scenario Event Set 

Four 

Climb Climb to Cruise Altitude - Winter Conditions 

 

Scenario Event Set 

Five 

Cruise En route Cruise - Winter Conditions, with 

Malfunctions – Severe Compressor Stall 

Scenario Event Set 

Six 

Descent Descent from Cruise - Winter Conditions, with 

Malfunction 

Engine Out Driftdown - Winter Conditions 

Scenario Event Set 

Seven 

Approach and Landing 

Engine Out ILS - Winter Conditions 

Engine Out Landing - Winter Conditions 

Taxi In - Winter Conditions 

Scenario Event Set 

Eight 

Taxi/Parking Parking - Winter Conditions 

Shutdown - with APU 

Post Shutdown 

608. THE EVENT SET MATRIX. 

a. An event set matrix will provide a quick reference source for specific items to be 

accomplished during the LOS, and will help to ensure that all proficiency objectives identified in 

the training program are accomplished. In addition, the matrix can be used to categorize the 

problems as simple to complex in order to identify demands that will be placed on the crew. 

Par 607 Page 35 
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b. CRM performance indicators for each event set must also be developed. This will require 

the integration and validation of the CRM skills to produce a similar matrix. The validation 

process is discussed in the next section. 

609. INTEGRATION AND VALIDATION OF CRM SKILLS TO EVENT SETS. 

a. The matrix in Table 6-3 shows how to link observable CRM behaviors to each of the 

scenario event sets based upon the defined CRM objectives and crew tasks of the event set. A 

subset of these linked observable behaviors will be selected for validation based upon agreement 

between the experts. 

b. Management and fleet subject matter experts should be used to validate the links between 

observable crew behaviors and scenario event sets. The participants can include instructors, 

check airmen, FAA inspectors, and managers from CRM departments. This relatively small 

group of participants should be familiar with the CRM process and flight training program. 

c. Validation data should be collected using a rating system. The form should be a standalone form used by pilots who have flown at least one of the series of event sets and, therefore, 

have some experience with the event sets. The form should present sufficient background 

information to explain the scenario event set approach to assessment and should be limited to a 

set of observable behaviors that can be rated in about 1 hour. The ratings may use a five-point 

scale where “1” signifies that there was a very low probability that the observable crew behavior 

was important in the assessment of tasks being performed, and the number “5” signifies that 

there was a very high probability that it was important. 

d. The validation process begins with the presentation of the selected scenario event sets. 

The selected event sets should be representative of the range of CRM assessment categories and 

should provide sufficient material to develop a number of scenarios. As modules, scenario event 

sets can be thought of as building blocks in scenario development, and the group of selected 

scenario event sets defines the range and boundaries. The validation results for the CRM 

assessment categories and observable crew behaviors are then presented, together with their 

links to the scenario event sets. 

e. These two sources of data, the ratings of the CRM categories, and the ratings of the 

observable crew behaviors, can be used to generate complementary representations or profiles of 

a group of event sets, individual scenarios, or individual event sets. These ratings results also 

demonstrate that there can be agreement about the primary observable behaviors among those 

making CRM assessments. When scenario event sets are specified and listed with likely crew 

behaviors, experienced evaluators can show substantial agreement on the primary observable 

behaviors to properly assess the related tasks. Therefore, it is likely that making CRM 

assessments based on observable behaviors will produce reliable assessments. 

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f. The end result of the validation phase is an event set matrix that lists the events, technical 

requirements, and CRM behaviors for each event set (see Table 6-4). With the event sets 

defined, the proficiency objectives assigned, and the CRM objectives validated, the design team

is now ready to develop the scripts and fly the scenarios. Flying the scenarios is a critical step in 

the final determination that the training objectives are being met. From this final step, instructor 

training and the development of supporting documentation for the LOS can be developed. 

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TABLE 6-3 

Selected Scenario Event Set Index With Phases of Flight and CRM Behaviors

SCENARIO 

EVENT SET 

NUMBER

SITUATIONAL 

AWARENESS 

WORKLOAD 

MANAGEMENT

PLANNING DECISION

MAKING 

Event Set 

One - Pre 

Departure 

PF planned de-ice 

for winter 

operations SOP 

PF briefed rising 

terrain 

PF analyzed 

departure WX and 

requests takeoff 

alternate

Event Set 

Two - Taxi 

Crew discussed 

route and hold over 

times 

Taxi – Low Vis 

De-icing pad 

SMGS plan 

Pad coordination 

Event Set 

Three - 

Takeoff 

Crew discussed 

icing issue before 

it could become a 

problem

Crew set clear 

priorities for tasks 

and their order

Event Set 

Four - Climb 

PF requested 

higher altitude 

Event Set 

Five - Cruise 

PF directed PM to 

deal with engine 

problem

PM performed 

needed checklists 

and announced 

compliance 

Crew assessed one 

engine landing with 

WX at diversion 

field 

PF calculated time 

and distance to 

EUG 

PF stated that they

cannot go back to 

SEA 

Event Set Six 

- Descent 

PF prioritized tasks 

and got ready for 

approach 

PF reviewed single 

engine approach 

procedures and A/C 

evacuation 

Event Set 

Seven - 

Approach 

and Landing 

PF properly

prioritized 

PM provides 

backup for PF on 

all his tasks 

PF briefed cabin 

crew 

PF planed and 

briefed SE ILS 

Event Set 

Eight – Taxi 

In 

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TABLE 6-4

The Event Set Matrix

EVENT SET PHASE OF FLIGHT TECHNICAL 

REQUIREMENTS 

KEY EVENTS CRM BEHAVIORS 

EVENT SET #1 - 

Pre-departure The 

crew must

consider winter 

operations. 

Pre Departure 

Push Back 

Deicing procedures 

must be followed. 

Takeoff alternate is 

required. 

Departure, enroute and 

arrival in winter 

conditions. 

Destination WX is at 

CAT IIIa minimums. 

During preflight crew 

may have a During 

engine start there is no 

N1 indication on Engine 

#1. 

OR 

The #2 engine has a 

hung start, but starts 

on the second attempt 

or when turning the 

engine anti-ice on, 

one valve fails to 

open. 

. 

COMMUNICATION: 

Open, interactive crew 

climate established, crew 

asks questions and seeks answe

on operational issues 

they are concerned about. 

DECISION MAKING: 

Captain asks and receives 

input, but makes decisive 

 final decisions affecting 

mission. Crew continually

assesses changing conditions 

to improve operations. 

WORKLOAD 

MANAGEMENT: 

Efficient workload 

distribution so no one is over 

 taxed. 

EVENT SET #2 -

Taxi 

Taxi Takeoff from short 

runway in winter 

conditions with 

takeoff gross weight 

near runway limit. 

Flaps 5/15 takeoff 

required 

Engine run up 

required in takeoff 

position 

Engine run up 

required in takeoff 

position 

Cycle gear after 

takeoff 

Taxi via slippery 

and congested 

ramps and 

taxiways in low 

visibility 

The takeoff runway

limited, low visibility

and icing conditions 

near runway limit. 

There is rapidly rising 

terrain to the south of 

the departure runway. 

Complex departure in 

icing conditions. 

COMMUNICATION: 

ATC interaction, problem 

definition about deicing and 

rising terrain. 

WORKLOAD 

MANAGEMENT: 

Prioritize tasks for de-icing and

departure. 

DECISION MAKING: 

Captain decisive about 

rising terrain issues, 

with crew input. 

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TABLE 6-5

The Event Set Assessment/Grade Sheet

Rate 

crew

1-5 

Not 

Obs 

CRUISE Event Set # 5 

Pilot Flying: ❒ Left Seat ❒ Right Seat

a. Proficient in use of FMS and AFDS. (4.1.2.2)(4.1.2.3) 

b. All normal/non-normal procedures accomplished in accordance with SOP 

 (2.1.1)(2.1.2)(2.1.3)(2.1.4)

c. Evaluates options and determines a suitable airport for landing. (4.1.1.7)(4.1.3.6)(5.1.2)

d. Briefs flight attendants using TEST procedures in preparation for landing (10.1.3.6)(BC 1.6)

e. Crew manages automated systems to increase SA and avoid work overload (AT 6.6)

f. Roles, tasks, and responsibilities clearly assigned. Guidelines established (LT 2.3)

g. Communications with cabin crew/ATC/company clear and timely (SA 1.6)(SA 1.7)(LT 2.3)

h. Determine plan, and discuss aircraft configurations, airport specific procedures and 

performance. (SA 3.1)

i. Establish and brief “bottom lines” and “back up” plans (DM4.3)

Pilot #1 Technical CRM Pilot #2 Technical CRM 

COMMENTS: Required for all items graded 1, 2 or not Obs. 

Rate 

crew

1-5 

Not 

Obs 

DESCENT Event Set # 6 

Pilot Flying: ❒ Left Seat ❒ Right Seat

a. Proficient in use of FMS and AFDS. (5.1.1.2)(5.1.1.3) 

b. Accomplishes descent/arrival, approach briefing, normal checklists procedures IAW SOP. 

(5.1.1) 

c. Ensures all non-normal checklists are completed prior to commencing approach. (10.1.3)

d. Ensures that flight attendants and passengers are prepared for landing and possible 

evacuation (10.1.3.6)

e. Crew verbalizes a plan, to include bottom lines and a backup plan. (DM 4.4)

f. Crew is assertive when voicing concerns, deviations from the original plan and when 

nearing/reaching bottom lines (LT 2.7)

g. Crew plans and briefs automation modes and configurations (AT 6.1)

h. Inform appropriate personnel of emergency situation; keeps cabin crew and passengers 

informed and updated (BC 1.6)

Pilot #1 Technical CRM Pilot #2 Technical CRM 

 COMMENTS: Required for all items graded 1, 2 or not Obs. 

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610. SCRIPTING AND VALIDATING THE LOS SCENARIO. 

a. Experience has shown that the effectiveness of LOS relies on script detail and following 

the programmed script during the LOS session. To accomplish this, the LOS scenario should be 

carefully scripted, including ensuring that all ATC communications use correct terminology, 

timing and routing. Attention to detail in communications scripting will enhance the realism of 

the LOS simulator session. Below are some guidelines for developing effective scripts: 

(1) Scripting should include events and conditions that will take place during the flight. 

The script should concentrate on realistic inputs that support the flight profile as well as 

variations determined during scenario development 

(2) Scripting must allow for crew decisions other than the “expected” response. The 

crew must be given the flexibility to “play out their hand” to a logical conclusion. These 

diversions can normally be identified as a result of a key event or within an event set (e.g., 

scripting possible diversions and changes in routing). The script should include: Event set 

number, phase of flight, communications (including frequency and radio call), key events, and 

expected actions. With these categories, weather conditions and general environmental 

conditions should be presented as they would occur in an actual situation. 

(3) If the script is being developed as an LOE, detailed success criteria must be 

established. Technical performance criteria are documented in applicable regulations or in 

company documentation, and only an overview is presented in the event set documentation. 

CRM performance criteria are presented for each event set and are divided by CRM behavior 

areas that have been integrated and validated by the design team. The desired behaviors are 

presented with a brief statement of what constitutes unsatisfactory behavior. Examples of

criteria for the sample LOS shown in tables 6-2, 6-3, and 6-4 include: 

(a) Technical Skills. The crew will be proficient in the knowledge and execution of 

all required takeoff data, analysis of terrain issues, winter operations, systems procedures, and 

performance limitations of the aircraft. 

(b) Communication. The crew will accomplish a pre-departure briefing to include 

the entire crew (cabin and flightcrew). The briefing will establish the crew climate by 

emphasizing the importance of interactive decision-making and participation of the entire crew. 

The crew is encouraged to voice concerns they may have. Crewmembers will ask questions and 

seek information from each other about operational issues and decisions. Crewmembers will 

advocate issues until an acceptable solution is achieved. All problems should be recognized and 

decisions for their solutions made. 

(c) Decisionmaking. The captain asks for and considers crew inputs, but the captain 

makes the final decision for the aircraft configuration as dictated by weather, performance and 

fuel requirements. The crew continually assesses the changing conditions to improve the 

operation of the flight. 

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(d) Workload Management. The crew will distribute the workload to ensure that 

each member is used while no one is over-taxed. The crew will use available resources to 

analyze the required tasks for this complex departure. 

(e) Unsatisfactory Performance. Unsatisfactory performance of this event set 

includes a crew that is completely unaware of winter operations and the ramification on 

performance operating considerations. Also judged unsatisfactory is a crew that is not prepared 

for the complex departure, including the issue of the rapidly rising terrain. Other issues the 

evaluator observes during this event set may be result in a judgment of unsatisfactory 

performance. 

b. Using these success criteria for the LOE, the evaluation is based on the outcome of the 

event set much like the current evaluation of the outcome of a maneuver. Within the event set, 

specific objectives are assigned, any one of which could be involved in the unsuccessful 

outcome of the event set. 

c. A systematic approach to validating scenarios in terms of their training objectives 

should be adopted. Formal and informal review panels, analysis of data on scenario 

attributes, and feedback from Instructors, Check Airmen, line pilots, and FAA inspectors 

provide the information needed to validate or modify the scenario. 

d. After the LOS is represented by the script, the LOS should be flown by at least two 

different crews and if possible the POI or designated representative. If possible, crews flying the 

LOS should be taped for viewing. These tapes will serve as a useful tool for training the 

instructors/evaluators prior to implementation. When the crews have finished the LOS, they 

should complete the same validations forms used to integrate the CRM. Quite often, the crews 

flying the event sets will have a different rating for the CRM behaviors as compared to the 

experts. From this final validation, the LOS will be modified prior to instructor training and 

implementation. 

e. There should also be a scenario validation accomplished by an instructor not 

conducting the LOS. The scenario will be evaluated for its value in meeting the training 

objectives and for determining the level of facilitator skill required to administer the LOS. 

The evaluation of the LOS will also provide an opportunity to note any errors that may exist 

in the facilitator’s guide or in the flight documentation. 

f. The FAA must approve LOE scenarios prior to their use. However, if LOE event sets 

are designed to allow for their recombination in a “mix and match” configuration to create 

different LOEs, then event sets may be individually approved by the FAA for that purpose. 

When pre-approved event sets are employed in new combinations, the resulting new LOE 

scenarios do not require additional FAA approval. 

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