SL ~ Advisory U.S. Department 

of Transportation 

Administratio

Federal Aviatio

n 

n Circular 

Subject: Airline Transport Pilot Certification Date: 7/2/13 AC No: 61-138 

Training Program |njtjate d by ; AFS _2 0Q Change ; 

1. PURPOSE. This advisory circular (AC) provides information and courseware guidelines to 

authorized providers, to aid in the development of a training program which meets the 

requirements of Title 14 of the Code of Federal Regulations (14 CFR) part 61, § 61.156. 

2. AUDIENCE. The primary audience for this AC is training personnel involved in the 

development and delivery of an airline transport pilot (ATP) Certification Training Program 

(CTP) under 14 CFR part 121, 135, 141, or 142. Pilot applicants for an ATP certificate with an 

airplane category multiengine class rating or an ATP certificate issued concurrently with a type 

rating should also be familiar with the contents of this AC. 

3. RELATED CFR REGULATIONS. Parts 61, 91 subpart K (91K), 121, 135, 141, and 142. 

4. DEFINITIONS. 

a. Flight Training Device (FTD). A replica of airplane instruments, equipment, panels, and 

controls in an open flight deck area or an enclosed airplane cockpit replica. It includes the 

equipment and computer programs necessary to represent airplane (or a set of airplane) 

operations in ground and flight conditions having the full range of capabilities of the systems 

installed in the device as described in 14 CFR part 60 and the qualification performance standard 

for a specific FTD qualification level. 

b. Full Flight Simulator (FFS). A replica of a specific type, or make, model, and series 

airplane cockpit. It includes the assemblage of equipment and computer programs necessary to 

represent airplane operations in ground and flight conditions, a visual system providing an outof-the-cockpit view, a system that provides cues at least equivalent to those of a three-degreesof-freedom motion system, and has the full range of capabilities of the systems installed in the 

device as described in part 60 and the Qualification Performance Standards (QPS) for a specific 

FFS qualification level. 

c. Flight Simulation Training Device (FSTD). A FFS or a FTD, as qualified under 

part 60. 

d. Conceptual Proficiency. The state of performing a given skill with satisfactory and 

consistent correctness. 
7/2/13 AC 61-138 

5. RELATED GUIDANCE. See Appendix 3. 

6. BACKGROUND. 

a. Aviation Rulemaking Committee (ARC). The Federal Aviation Administration (FAA) 

published an Advanced Notice of Proposed Rulemaking (ANPRM), New Pilot Certification 

Requirements for Air Carrier Operations, on February 8, 2010. In response to the ANPRM, the 

FAA Administrator chartered the First Officer Qualifications (FOQ) Aviation Rulemaking 

Committee (ARC) on July 16, 2010. 

b. FOQ ARC Background. The ARC was chartered to develop recommendations 

regarding rulemaking on the flight experience and training requirements of a pilot prior to 

operating as a first officer in part 121 air carrier operations. 

(1) The FOQ ARC was composed of subject matter experts (SME) from nine 

organizations. The organizations were Regional Airline Association (RAA), Aviation 

Accreditation Board International (AABI), National Business Aviation Association (NBAA), 

National Air Disaster Alliance/Foundation (NADA/F), Aircraft Owners and Pilots Association 

(AOPA), Air Line Pilots Association, International (ALPA), The Coalition of Airline Pilots 

Associations (CAPA), Pilot Career Initiative (PCI), and Air Transport Association of America, 

Inc. (ATA). 

(2) The ARC members’ expertise included significant levels of experience in air carrier 

operations; development, implementation, and management of pilot training and qualification 

programs; the establishment of pilot training and qualification standards at the domestic and 

international level; and public advocacy for aviation safety. The FOQ ARC members determined 

that there is a knowledge and experience gap when comparing the training a pilot receives for a 

commercial pilot certificate to the competencies required of a part 121 first officer. 

c. Public Law (P.L.) 111-216. On August 1, 2010, President Obama signed into law the 

Airline Safety and Federal Aviation Administration Extension Act of 2010 (P.L. 111-216). 

Section 217 of the Act required the FAA to modify the requirements of an ATP certificate, as 

issued under part 61. Specifically, to be qualified to receive an ATP certificate, the pilot should 

have received flight training, academic training, or operational experience that will prepare a 

pilot, at a minimum, to function effectively in a multipilot [multicrew] environment; function 

effectively in adverse weather conditions; function effectively during high altitude operations; 

adhere to the highest professional standards; and function effectively in an air carrier 

environment. This section also required the Administrator to determine an appropriate amount of 

experience in difficult operational conditions that should be required to be eligible for the 

issuance of an ATP certificate. 

d. Addressing the Knowledge Gap. Though P.L. 111-216 focused primarily on 

modifications to the certification requirements for an ATP certificate, the knowledge gap 

identified by the FOQ ARC remained relevant as both initiatives focused on enhancing the 

qualifications and training for pilots that desire to work in an air carrier environment. The FAA 

has determined this knowledge gap extends to pilots beyond part 121 air carrier operations to 

also include pilots that are required by regulation to hold an ATP certificate (§§ 91.1053 and 

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7/2/13 AC 61-138 

135.243). This knowledge gap can be best and most effectively bridged through successful 

completion of a modern flight training program that methodically integrates academic training 

and aeronautical experience in a FSTD. 

e. Notice of Proposed Rulemaking (NPRM). On February 29, 2012, the FAA published 

the Pilot Certification and Qualification Requirements for Air Carrier Operations NPRM. The 

proposed rule set forth the proposed training requirements for the ATP certificate. The FAA also 

published a draft AC titled “Airline Transport Pilot Certification Training Program for Airplane 

Category Multiengine Class Rating or Type Rating.” The draft AC outlined a training program 

containing both academic and FSTD training. The FAA amended both the final rule and this AC 

based on public comments submitted to the Federal Register (FR). 

f. ATP CTP. The ATP CTP is designed to bridge the knowledge gap between a pilot who 

holds a commercial pilot certificate and a pilot operating in an air carrier environment. Bridging 

this gap requires training in essential subject areas as determined by P.L. 111-216, recommended 

by the FOQ ARC, proposed by the Pilot Certification and Qualification Requirements for Air 

Carrier Operations NPRM, and required by § 61.156. Successful completion of the ATP CTP 

will ensure an ATP applicant receives the baseline knowledge and experience to prepare them 

for the duties, responsibilities, and challenges of an air carrier environment. 

7. TRAINING PROGRAM GENERAL. 

a. Persons Required by Regulation to Hold an ATP Certificate. The ATP CTP applies to 

applicants for an ATP certificate with airplane category multiengine class rating or an ATP 

certificate issued concurrently with an airplane type rating, and is intended to prepare the 

applicant to operate safely in those operations which require an ATP certificate by rule. In 

part 121 operations, each pilot in command (PIC) and each second in command (SIC) are 

required to have an ATP certificate. Part 135 operations requiring the PIC to hold an ATP 

certificate with an airplane category multiengine class rating are (1) commuter operations using 

multiengine airplanes with nine or fewer passenger seats (Scheduled 135), (2) on-demand 

operations using multiengine airplanes with 10 or more passenger seats, or (3) turbojets. 

Part 91K operations require all PICs of multiengine turbine-powered fixed-wing airplanes to 

hold an ATP certificate. 

b. Training Program Overview. The ATP CTP is a prerequisite for the FAA’s highest 

certificate and includes training in: aerodynamics, automation, adverse weather conditions, air 

carrier operations, transport airplane performance, professionalism, and leadership and 

development. This AC is designed to provide guidance to training providers in developing the 

components of an ATP CTP submitted for FAA approval. The training program will impart 

conceptual knowledge through academics and consolidate that knowledge through training in an 

FSTD. The training program will provide an applicant for an ATP certificate with an airplane 

category multiengine class rating or an ATP certificate issued concurrently with an airplane type 

rating with the knowledge and competencies required to function effectively as a professional 

flightcrew member in an air carrier environment. 

8. UPDATES/TECHNOLOGY. This AC will be revised as needed to accommodate new 

academic areas and/or new technologies. Training providers can add material or revise the 

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7/2/13 AC 61-138 

ATP CTP as technologies/procedures change, without a corresponding AC change. However, 

changes to approved training programs and course material must be submitted for review and 

approval by FAA Headquarters in Washington, D.C., as described in paragraph 9. 

9.	 OBTAINING PROGRAM APPROVAL. 

a. Working with an Assigned Inspector. Part 121, 135, 141, or 142 certificate holders 

seeking approval for an ATP CTP should work with their assigned inspector (principal 

operations inspector (POI)/Training Center Program Manager (TCPM)) using this AC and the 

job aid titled ATP CTP Course Approval Job Aid located on the FAA Pilot Training Web site 

http://www.faa.gov/pilots/training/atp. Once the assigned inspector is satisfied the submitted 

program meets all of the requirements of § 61.156, the assigned inspector should forward the 

completed job aid and program to the appropriate Regional Office (RO) for review. If the RO 

concurs with the program, they will then forward a copy of the program and both completed job 

aids to the FAA Headquarters in Washington, D.C. via the following address: 

9-AFS-HQATPCTP@faa.gov. 

b. Initial and Final Approval. The Air Transportation Division (AFS-200) and the General 

Aviation and Commercial Division (AFS-800) (as applicable) will conduct a review of the 

program. For program approvals submitted by part 121 air carriers, part 135 operators, or 

part 142 Training Centers, AFS-200 must concur with initial and final approval. For program 

approvals submitted by part 141 Pilot Schools, AFS-800 must concur with initial and final 

approval. Initial approvals will be valid for one year (unless extended by AFS-200/800). Within 

one year, AFS-200 or AFS-800 will conduct a site visit/audit of each approved ATP CTP. If the 

program and flight training equipment meet all of the requirements of the rule and the objectives 

of this AC (as revised), the program will receive final approval. Revisions to approved programs 

must be resubmitted through the certificate holders’ POI or TCPM. 

10. INSTRUCTOR QUALIFICATIONS. Instructor requirements for the ATP CTP can be 

found in §§ 121.410, 135.336, 141.33, and 142.54. There are two core principles designed into 

this training program: 

•	 Each subject taught must be related to its applicability to air carrier operations; and 

•	 Concepts learned in the academic portion of the program will be reinforced in the FSTD 

portion of the course. 

a. Baseline Instructor Requirements. To support these principles, all instructors of the 

ATP CTP must (1) hold an ATP certificate with an airplane category multiengine class rating 

and (2) have at least two years of air carrier experience. Air carrier experience for the purpose of 

establishing eligibility to instruct the ATP CTP is defined as experience as a PIC in operations 

under § 91.1053(a)(2)(i) or § 135.243(a)(1), or as a PIC or SIC under part 121. 

b.	 Instructor Training Requirements. 

(1) Instructors who provide ground and/or flight training must receive initial training on 

the course material and the following topics: 

(a) The fundamental principles of the learning process; 

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7/2/13 AC 61-138 

(b) Elements of effective teaching, instruction methods, and techniques; 

(c) Instructor duties, privileges, responsibilities, and limitations; 

(d) Training policies and procedures; and 

(e) Evaluation. 

(2) Instructors who provide training in an FSTD must (1) have an appropriate airplane 

type rating for the airplane which the FSTD represents and (2) must also have received initial 

and annual recurrent training from the certificate holder on the following topics: 

(a) Proper operation of flight simulator and FTD controls and systems; 

(b) Proper operation of environmental and fault panels; 

(c) Data and motion limitations of simulation; 

(d) Minimum equipment requirements for each curriculum; and 

(e) The tasks and maneuvers that will be demonstrated in the FSTD. 

c. SME Instructors. The FAA recognizes the training course contains academic subjects 

for which SME might be appropriate. The FAA sees benefit in a SME delivering a specialized 

subject such as meteorology, human factors, or flight dispatch. However, because the subjects 

focus on applying knowledge to an air carrier environment, the FAA will allow SMEs to deliver 

content in the ATP CTP while concurrently requiring the presence of an instructor with the 

required air carrier operational experience. This will help ensure that the material presented is 

applied to and given in context to air carrier operations. 

d. Previous Experience. 

(1) The FAA recognizes due to many factors, including defunct air carriers, employment 

records to verify air carrier experience may not always be available. The FAA has developed 

guidance, found in Appendix 2 of this AC, which provides a method for a pilot to attest to 

previous experience. 

(2) The FAA also recognizes that some of the requirements may be duplicative for 

holders of a flight instructor certificate as well as instructors qualified under certain rule parts. 

For example, the fundamentals of instruction are trained and evaluated as part of the practical 

test standards for receiving a flight instructor certificate under part 61 as well as instructors 

teaching under part 142. The fundamentals of instruction are reemphasized for an active flight 

instructor or through instructor refresher courses and annual training center evaluator/instructor 

training. As such, with sufficient documentation the FAA does not believe pilots with current 

flight instructor certificates or currently qualified part 142 training center personnel need to 

repeat such training. The FAA has made accommodations for possible duplicative instructor 

requirements in the regulatory text. 

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7/2/13 AC 61-138 

11. ACADEMIC TRAINING PHILOSOPHY. 

a. Bridging the Knowledge Gap. The intent of the academic training portion of the 

ATP CTP is to bridge the gap between the knowledge of a commercial pilot and that which is 

expected of an ATP certificate holder. This knowledge is the academic foundation for ATP 

applicants to begin understanding the complexities they will face in the next phase of their 

professional development. 

b. Learning Objectives. This AC provides greater detail on the subject material outlined in 

the regulation and sets forth the learning objectives that should be the goal of each section. Many 

sections also contain references to additional resources where more detailed information can be 

found. However, each application must include a syllabus and course material in order to 

demonstrate how and to what extent each subject will be taught. 

(1) The FAA has identified subject areas which can be taught at a high level or by simply 

an introduction of the topic; these are identified as “Overview”. 

(2) All other subjects without the “Overview” designation should be taught with 

sufficient detail to impart knowledge, meet the learning objective, and enable the applicant to 

correctly answer questions in both the academic evaluation of the course (described in 

paragraph 13 of this AC) and pass the ATP knowledge test. 

12. ACADEMIC TRAINING TOPICS. The ATP CTP must include at least 30 hours of 

classroom instruction per § 61.156(a). The aeronautical knowledge areas to be trained should 

include, but are not limited to, the following areas: 

a. Aerodynamics (Minimum: 8 Hours). 

(1) High Altitude Operations. 

(a) Learning Objective. Students will have an understanding of aerodynamics, 

especially at altitudes near the maximum operating altitudes and at high operational weights. 

Students will also understand the narrow operating margins in these conditions and how to safely 

conduct flight operations in large transport category airplanes with varying operating conditions. 

(b) Training Topic Components. 

1. Basic principles of energy management (kinetic and potential); 

2. Relationship between mach number, indicated airspeed, true airspeed, and 

change over altitudes; 

3. Bank angles at high altitude and its effect on high and low speed operating 

margins; 

4. Relationship between altitude capability, weight, and temperature; 

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7/2/13 AC 61-138 

5. Convergence of VMO/MMO and stall angle of attack (AOA), including 

turbulence considerations; 

6. High Altitiude/Low Energy Recovery; speed reductions at high altitude; 

excursions behind the power curve at high altitudes and associated recovery techniques (high 

altitude slowdowns, emphasize no jeopardy events when needing to vacate altitudes for 

operational considerations). (Refer to CRJ Airspeed Recovery Video); 

7. Maximum Lift over Drag Ratio (L/D Max), best range, best endurance; and 

8. Flight characteristics of swept wing airplanes, use of a yaw damper, and 

phenomena such as Dutch roll. 

(2) Stall Prevention and Recovery Training. 

(a) Learning Objective. Students will understand the factors leading to a stall, 

indications of an impending stall, full stall identification, and proper stall recovery techniques. 

The student will know how and when to use these principles in flight operations of large 

transport aircraft for the prevention and recovery of stall events. (Refer to AC 120-109, Stall and 

Stick Pusher Training.) 

(b) Training Topic Components. 

1. Understanding that a reduction of AOA is required to initiate recovery of all 

stall events (approach-to-stall and aerodynamic stall). 

2. Awareness of the factors that may lead to a stall event during automated and 

manual flight operations including: 

• AOA versus pitch angle; 

• Bank angle and G-loading; 

• Weight and center of gravity (CG); 

• Autothrottle or AOA protection; 

• Overreliance on automation/complacency; 

• Lack of situational awareness; and 

• Contamination (ice). 

3. Differences between transport category airplane certification and general 

aviation airplane certification regarding use of flight controls at high AOA. For example, 

transport category airplanes are certified to provide roll authority to the pilot all the way up to 

full stall identification. 

4. The necessity for smooth, deliberate, and positive control inputs to avoid 

unacceptable load factors and secondary stalls. 

5. For airplanes equipped with a stick pusher, recommended recovery actions 

which include allowing stick pusher activation as a stall recovery (Refer to NTSB Report 

Number: AAR-10-01, Colgan Air 3407, AC 120-109. 

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6. Differences in airplane performance (thrust available) during high versus low 

altitude operations, the effects of those differences on stall recovery, and the anticipated altitude 

loss during a recovery. 

7. Overview of stall-related accidents and incidents in transport category 

airplanes. (Refer to NTSB Animation of Colgan Air 3407, Dutch Safety Board Animation of 

Turkish 1951). 

(3) Upset Prevention and Recovery Training. 

(a) Learning Objective. Students should understand the factors that may lead to 

airplane upset, learn proper airplane upset prevention and recovery techniques, and apply these 

principles while operating transport aircraft. 

(b) Training Topic Components. 

1. Factors which contribute to airplane upsets (Refer to Aircraft Upset Recovery 

Training Aid, Rev 2): 

•	 Environmental: including clear air turbulence, mountain wave, windshear, 

thunderstorms, microbursts, wake turbulence, and airplane icing. 

•	 System malfunctions or failures: including flight instrument, autoflight, 

flight control, and other system anomalies which could contribute to 

upsets. (Refer to BEA (Bureau d'Enquêtes et d'Analyses) Report of Air 

France 447). 

•	 Pilot-induced: including misinterpretation or slow instrument cross check, 

improper adjustment of attitude and power, improper pilot input, 

inattention, distractions, spatial disorientation, pilot incapacitation, and 

improper use of airplane automation. (Refer to NTSB report of Midwest 

Airlines 490). 

•	 Avoiding cyclical or oscillatory control inputs to prevent exceeding the 

structural limits of the airplane; (Refer to NTSB Animation of American 

Airlines 547). 

2. Overview of accidents or incidents involving aircraft upset in transport 

category airplanes. 

3. The FAA recommends the use of the Airplane Upset Recovery Training Aid, 

Revision 2, section 2.6.3.2 through 2.6.3.5, for expanded guidance in order to train the academic 

portion of the following recovery techniques: 

•	 Nose High/ Wings level recovery, 

•	 Nose Low/ Wings level recovery, 

•	 High-Bank-Angle Recovery Techniques, and 

•	 Consolidated Summary of Airplane Recovery Techniques. 

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7/2/13 AC 61-138 

(c) Recognition and Prevention Techniques and Philosophy. 

1. Students should understand that any time the airplane begins to diverge from 

the intended flightpath or speed; they must identify what, if any, action must be taken. 

2. Timely and appropriate intervention: It should be emphasized that recovery to 

a stabilized flightpath should be initiated as soon as a developing upset condition is recognized. 

The amount and rate of control input to counter a developing upset must be proportional to the 

amount and rate of pitch, roll and/or yaw experienced. This action may prevent what might 

become a more serious event. 

3. Examples of instrumentation during developing and developed upset: A key 

aspect to upset awareness, prevention, and recovery training is for students to recognize and 

prevent developing upsets and recover from developed upsets. 

4. Effective scanning: An effective scan is essential for pilots to identify the 

precursors and the initial development of the upset and using that recognition make timely and 

appropriate responses to return the aircraft back to the desired path. 

5. Pitch/Power/Roll/Yaw: Students should understand how to recognize 

developing and developed upset conditions so they can make control inputs based on desired 

aircraft reaction. Control deflections at one point in the flight envelope might not be appropriate 

in another part of the flight envelope. Pilots should have a fundamental understanding of 

instrumentation and flight dynamics in Pitch/Power/Roll/Yaw in order to recognize the current 

state of the airplane and make the correct control inputs to arrest the divergence or recovery from 

the upset. The Air Data Instrument (ADI) is the primary control instrument for recovery from an 

upset. Due to varying visibility conditions, one cannot depend on having adequate outside visual 

references. 

6. Recovery: An overview of actions to take to recover from an upset 

encompasses three basic activities, which should be part of every upset recovery: 

• Manage the energy; 

• Arrest the flightpath divergence; and 

• Recover to a stabilized flightpath. 

b. Meteorology (Minimum: 2 Hours). 

(1) Learning Objective. Students should gain an understanding of adverse weather 

conditions, weather conditions encountered at high altitude, available weather resources, and 

understand how to apply these principles in their decisionmaking in air carrier operations. 

(a) Airplane Weather Detection Systems. 

1. Equipment limitations. 

2. Use of weather detection systems to navigate around hazardous weather. 

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7/2/13 AC 61-138 

3. Windshear detection systems (predictive and reactive) and avoidance 

strategies. 

4. Turbulence avoidance, considerations, and mitigation strategies. 

5. In flight icing detection, avoidance, considerations, and mitigation strategies. 

6. Ground de-icing/anti-icing: airplane de-ice/anti-ice procedures, use of holdover tables, calculating hold-over times, and pre-takeoff contamination checks (Refer to 

AC 120-58, Pilot Guide Large Aircraft Ground Deicing). 

7. Mountain wave activity and its potential effect on safe operating margins. 

8. Crosswind operating techniques and cautions and limitations. 

9. Air carrier meteorology products which assist in the avoidance of adverse 

weather. 

10. Braking action/friction reports, limitations, and best practices. 

(b) Air Carrier Low-Visibility Operations, including low-visibility surface 

movement, and category (CAT) II and CAT III approaches (Overview). 

c. Air Carrier Operations (Minimum: 14 Hours). 

(1) Physiology/Fitness for Duty (Overview). 

(a) Learning Objective. Students should have an understanding of the effects of 

altitude on human physiology and crewmember responsibilities to remain fit for duty. 

(b) Training Topic Components. 

1. Hypoxia: signs, symptoms, and effects; times of useful consciousness. 

2. Aircraft Decompression—Causes and recognition of cabin pressure loss. 

3. Altitudes/conditions which require the use of oxygen masks. 

4. Effects of fatigue on performance, including mitigation strategies (Refer to 

AC 120-100, Basics of Aviation Fatigue). 

(2) Communications. 

(a) Learning Objective. Students should gain an understanding of advanced aircraft 

communication systems, regulations pertaining to communications in air carrier operations, and 

understand how to communicate and apply these principles in a high-workload environment. 

(b) Training Topic Components. 

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1. Sterile flight deck rules. 

2. Briefings: Discuss advantages of proper briefings and how to properly 

accomplish professional briefings for all phases of ground and flight operations. 

• Briefings between flightcrew and cabin crew. 

• Passenger briefings (Overview). 

3. Clearance delivery including pre-departure clearance (PDC), and ControllerPilot Data Link Communications (CPDLC) (Overview). 

(3) Checklist Philosophy. 

(a) Learning Objective. Students should understand the different types of commonly 

used checklists and checklist philosophies and how to apply them in a multicrew environment. 

(b) Training Topic Components. 

1. Checklist philosophies (read/do, do/verify, memory items, and flows) 

manufacturer vs. operator developed checklist. 

2. Use of normal checklists. 

3. Use of quick reference handbook/emergency checklists. 

(4) Operational Control (Overview). 

(a) Learning Objective. Students should learn the concept and components of air 

carrier operational control, including the authority/responsibility and functional differences 

between a flight release and a dispatch release. 

(b) Training Topic Components. 

1. Air carrier operational control concept (Refer to 

AC 120-101, Part 121 Air Carrier Operational Control). 

2. Dispatch and flight following differences and responsibilities. 

3. Emergencies and decisionmaking with joint pilot/dispatcher responsibilities. 

(5) Minimum Equipment List (MEL) and Configuration Deviation List (CDL). 

(a) Learning Objective. Students should understand the operation and use of an 

MEL and CDL in relation to inoperative equipment. 

(b) Training Topic Components. 

1. Introduction to MEL and CDL as dispatch documents (Refer to FAA 

Order 8900.1, MEL/CDL for Operators). 

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7/2/13 AC 61-138 

2.	 Repair intervals of deferred equipment—Categories A, B, C, D. 

3.	 Maintenance and operations procedures, responsibilities, and cautions. 

4. Additional air carrier maintenance procedures, operational procedures, and 

operational limitations (i.e., speed restrictions) required in order to dispatch with components or 

items of equipment deferred or removed in accordance with the MEL or CDL. 

(6) Ground Operations. 

(a) Learning Objective. Students should gain an understanding of elements 

associated with operating at complex and high density airports with emphasis on runway 

incursion prevention techniques. 

(b) Training Topic Components. 

1.	 Runway incursion prevention (Refer to FAA Runway Safety Resources). 

•	 Professionalism during taxi operations, including sterile flight deck and 

standard operating procedures (SOP) (refer to the current edition of 

AC 120-74, Parts 91, 121, 125, and 135 Flightcrew Procedures During 

Taxi Operations). 

•	 Airport situational awareness. 

•	 Taxi route planning and briefings including hot spot identification and 

runway crossings. 

•	 Technology (electronic flight bag, moving maps). 

2. Practical knowledge of airport surface operations, including: 

•	 Airport movement areas. 

•	 Ramp procedures and communications. 

•	 Coded taxi routes and complex taxi procedures. 

(7) Turbine Engines (Overview). 

(a) Learning Objective. Students should gain an understanding of turbine engine 

operation and common malfunctions. 

(b) Training Topic Components. 

1.	 Turbine engine theory. 

2.	 Differences in thrust application of a turbine engine vs. a reciprocating engine. 

3. Turbine engine malfunctions (start malfunctions, surge, compressor stalls, 

roll-back). 

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4. Engine re-start considerations, internal damage, starting altitude, and speed 

envelopes. 

5. Knowledge of turbine-powered engine monitoring systems, including: 

•	 Engine indication; and 

•	 Crew alerting system (engine indicating and crew alerting system 

(EICAS) or electronic centralized aircraft monitor (ECAM)). 

6.	 EPR, N1, N2, exhaust gas temperature (EGT) indications. 

(8) Transport Airplane Performance. 

(a) Learning Objective. The student should have an understanding of the many 

considerations and requirements for transport airplane performance and how these elements are 

applied to air carrier flight operations. 

(b) Training Topic Components. 

1.	 Weight, altitude, and V-speed relationship. 

2. Flight operations performance considerations of minimum control speed with 

the critical engine inoperative during takeoff roll (VMCG), 

minimum control speed with the critical engine inoperative out of ground effect-red radial line 

(VMCA), V1 and V2. 

3. Proper use of rudder in a transport category airplane and discuss the 

limitations associated with its use to include airplane certification standards. 

4. Weight and Balance (W&B). Introduction to air carrier W&B systems 

(average weight program; indexing) (Refer to the current edition of AC 120-27, Aircraft Weight 

and Balance Control). (Overview) 

5.	 Performance calculations. 

•	 Air carrier performance requirements including: balanced field length, 

accelerate-go, accelerate-stop, VMCG, and second segment climb 

performance. 

•	 Performance calculations required for takeoff: effect of variable flap 

settings on runway distance used and second segment climb performance, 

packs on/off, engine anti-ice on/off (Refer to AC 120-91, Airport Obstacle 

Analysis). 

•	 Air carrier en route performance requirements and calculations (maximum 

altitude, step climb, crossing restrictions). 

•	 Performance calculations required for landing. 

•	 Contaminated runway considerations for takeoff and landing. 

(9) Automation (Overview). 

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7/2/13 AC 61-138 

(a) Learning Objective. Students should gain an understanding of airplane 

automation components, the relationship of these components to each other, and how to manage 

airplane automation. Students should also understand how to apply these principles to the various 

phases of flight in air carrier operations. 

(b) Training Topic Components. 

1. Introduction to computer-assisted piloting (pilot/system interface). 

2. Automation philosophies/architecture and envelope protections. 

3. Flight director/autopilot (FD/AP): modes of operation, properly interpreting 

mode annunciation, and recovery techniques from automation input errors. 

4. Managing automation anomalies: mitigation strategies, including control 

inputs, (e.g., managing the airplane with pitch and power with the loss of airspeed indications). 

(10) Navigation and Flightpath Warning Systems (Overview). 

(a) Learning Objective. Students should have an understanding of equipment and 

principles used in advanced navigation and how to apply these concepts to air carrier operations. 

(b) Training Topic Components. 

1. Airspace speed restrictions and altitude constraints (crossing altitudes). 

2. Basic principles of flight management systems (FMS). 

3. Introduction to the concepts of area navigation, Global Positioning 

System/Area Navigation (GPS/RNAV) capabilities, lateral navigation (LNAV), vertical 

navigation (VNAV), Required Navigation Performance (RNP), and required authorizations 

(operations specifications OpSpecs)) and training. 

4. Automatic Dependant Surveillance- Broadcast (ADS-B). 

5. Traffic Alert and Collision Avoidance System (TCAS). 

6. Terrain Awareness and Warning System (TAWS). 

d. Leadership/Professional Development, Crew Resource Management, and Safety 

Culture (Minimum: 6 Hours). 

(1) Leadership/Professional Development. 

(a) Learning Objective. Students should demonstrate an understanding of the 

professional responsibilities associated with being an airline transport pilot and describe how to 

apply leadership skills in the position of PIC. 

Par 12 Page 14 
 

 

 

7/2/13 AC 61-138 

(b) Leadership Philosophy. “Leadership is not simply having responsibility for the 

outcome of the flight, but for taking the authority to make the difficult and final decisions, and 

when the situation requires, making a command decision.”1 

1. Authority. The Captain is the final authority as to the operation of the 

airplane. Use that authority wisely and appropriately considering the situation. 

2. Responsibility. The Captain is responsible for the tone, pace, and the outcome 

of decisions made and will be held accountable for all outcomes. Decisions produce actions and 

actions have consequences. The Captain is responsible for enforcing organizational, procedural, 

and FAA standards. 

3. Sound Decisions. The Captain is not operating in a vacuum and should 

consider all available input, but is ultimately required and expected to make sound, safe 

decisions. 

4. Awareness. The Captain is expected to be operating the airplane with the “Big 

Picture” in mind. Situational awareness is paramount when making decisions. 

5. Mentoring. The Captain should always be preparing first officers for upgrade. 

Explaining operational considerations, decision making factors, and lessons learned is an 

essential function of a captain. 

(c) Professional Development. Learning never stops: a responsible pilot will always 

seek more training, instruction or professional development. Be honest with yourself and be 

ready to critique your performance. Know your strengths and weaknesses. First officers should 

always be preparing to upgrade. 

1. It is important to be technically proficient. It is critical that each pilot be 

thoroughly knowledgeable about his/her responsibilities and the aircraft. 

2. The pilots must have regard for the welfare of the crew and passengers. The 

passengers’ lives and well-being are in the hands of the crew. 

3. It is critical that the crew’s actions communicate trust and professionalism. 

Each action a crewmember takes is a reflection of yourself, your company, and the pilot 

profession. 

(2) Crew Resource Management (CRM). 

(a) Learning Objective. Students should demonstrate knowledge of the basic 

principles of CRM and describe how to apply these principles to air carrier operations in a 

multicrew environment. Emphasis should be placed on effective intervention strategies for the 

pilot monitoring (PM). 

1 Crew Resource Management, B. Kanki, R. Helmreich, J. Anca, 2010, p. 404 

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7/2/13 AC 61-138 

(b) CRM Philosophy and PM Intervention Strategies. 

1. CRM Philosophy. “The true definition of teamwork, or CRM, is its focus on 

the proper response to threats to safety and the proper management of crew error.”2 

•	 Review the applicable Accident/Incident Reports and Animation. 

•	 Review the elements of effective CRM. (Refer to AC 120-51, Crew 

Resource Management Training). 

2.	 PM Intervention Strategies. 

•	 Discuss the methods that can be used to enhance the monitoring and 

challenging functions of both captains and first officers. Appropriate 

questioning among pilots is a desirable CRM behavior and part of a 

healthy safety culture. 

•	 The PM must establish a positive attitude toward monitoring and 

challenging errors made by the Pilot Flying (PF). 

(3) Safety Culture/Voluntary Safety Programs (Overview). 

(a) Learning Objective. Students should demonstrate knowledge of the basic 

principles of air carrier voluntary safety programs and how the information collected from these 

programs is used to enhance an air carrier’s safety culture. 

(b) Voluntary Safety Programs. Airlines with positive safety cultures encourage all 

employees to communicate safety concerns to management in an atmosphere of mutual trust, 

focus on solving problems rather than punishing people, and effectively manage risk across their 

organization. The FAA voluntary safety programs represent major components of most air 

carrier safety programs. Voluntary Safety Programs include: 

1.	 Aviation Safety Reporting System (ASRS) (refer to ASRS Program Briefing). 

2. Aviation Safety Action Program (ASAP) (refer to the current edition of 

AC 120-66, Aviation Safety Action Program ASAP)). 

3. Flight Operational Quality Assurance (FOQA) (refer to AC 120-82, Flight 

Operational Quality Assurance). 

4. Line Operations Safety Audits (LOSA) (refer to AC 120-90, Line Operations 

Safety Audits). 

2 Crew Resource Management, B. Kanki, R. Helmreich, J. Anca, 2010, p. 

Par 12 Page 16 
 

7/2/13 AC 61-138 

5. Safety Management Systems (SMS) (refer to the current edition of 

AC 120-92, Safety Management Systems for Aviation Service Providers). 

13. ACADEMIC EVALUATIONS. Training providers are required by §§ 121.410, 135.336, 

142.54 and part 141 appendix K, to conduct evaluations to ensure that the training techniques, 

procedures, and standards for the course are acceptable to the Administrator. A pilot should 

demonstrate through an academic evaluation an understanding of the academic areas covered in 

the ATP CTP. The following paragraphs contain direction and guidance for those academic 

evaluations, which should take place after each section of the academic portion of the course. 

a. Evaluation Procedures. The training provider should provide a description of the 

evaluation procedure used to measure the attendee’s proficiency. This discussion should identify 

and describe the form of test (i.e., individual paper tests handed out, tests presented on a screen, 

etc.). For example, “The attendee will answer a series of multiple choice questions related to this 

topic at the end of the day in which the topic was presented, and again in the final test at the end 

of the program. The test will be in printed form and handed to the applicant for completion.” 

b. Written Test Questions. The training provider should provide a comprehensive written 

test or test question pool with an answer key in the submitted application for the course. 

(1) The training provider should provide source materials (references) from which the 

answers to the questions were derived. References should be sufficiently detailed to enable FAA 

personnel to easily locate those references if FAA personnel feel it is necessary to verify or 

confirm specific information presented in the test. Inadequate references may result in denial of 

the approval. Test questions should be appropriate to the lesson plans and subject areas the 

sponsor will teach. It is also recommended the sponsor administer closed book exams. 

(2) The sponsor should have each student answer at least 30 test questions. All 30 test 

questions do not have to be given at the same time; however, at least 15 of the questions should 

be given at the end of the ATP CTP covering the entire academic course material. A student’s 

successful completion of the ATP CTP is dependent upon a minimum score of 70 percent on 

each written test administered. Individual sponsors may set higher standards. Students who fail 

to achieve the minimum score should receive training and retake the exam on the topics failed. 

14. FSTD TRAINING PHILOSOPHY. The intent of the FSTD training portion of the ATP 

CTP is to reinforce the air carrier concepts and principles taught in the academic portion of the 

course. Although somewhat different from typical FSTD training courses, the applicant will not 

be expected to perform maneuvers to proficiency with psychomotor skills. The objective is to 

demonstrate and allow the student to experience the high level concepts of larger, faster, and 

more complex transport category airplanes. Since the student is not being trained how to fly a 

specific aircraft type, the expectation is the applicant will learn the expected outcomes and 

understand concepts shown to be true to all transport category airplanes. 

a. Briefings Before and After Each Session. In order to consolidate the academic and 

FSTD portions of the course, FSTD instructors are expected to conduct pre-briefings before each 

session. The pre-briefing should review the training topics to be covered in that session. A 

Par 12 Page 17 
7/2/13 AC 61-138 

briefing after each FSTD session should review those concepts presented and allow the students 

an opportunity for further questions. 

b. FSTD Training Categories. ATP CTP FSTD training is divided into two categories: 

demonstration-based training and experience-based training. In the FSTD Training Topics listed 

below, demonstration-based training items are identified by (D) and experience-based training 

items are identified by (E). Many training items fall into both categories. 

(1) Demonstration-Based Training. The purpose of demonstration-based training is to 

develop the knowledge necessary to complete the desired outcome during the experience phase. 

The demonstration phase should include an instructor-led demonstration of the entry/application 

of skills and desired outcome of a specific maneuver including an explanation on the limitations 

of the airframe and the simulator. 

(2) Experience-Based Training. The purpose of experience-based training is to allow 

the student to reinforce the basic airplane characteristics witnessed in the demonstration phase. 

Experience-based training allows the pilot to obtain repetitive handling experience and motion 

sensations when operating the airplane in both dynamic and difficult operating conditions. 

Experience-based training maneuvers should be practiced to the point of conceptual proficiency. 

For example, repetitive practice during the entire approach-to-stall regime in various airplane 

configurations and bank angles should be accomplished until the ATP applicant successfully 

achieves the conceptual knowledge or demonstrates competency in the maneuver. 

15. FSTD TRAINING TOPICS. As stated in § 61.156(b), the ATP CTP must include at least 

ten hours of training in an FSTD, qualified under 14 CFR part 60. Of the ten required hours, at 

least six hours of training must be completed in a full flight simulator (FFS), Level C or higher. 

Up to four hours of training may be accomplished in a Level 4 or higher FTD. 

a. FTD Training (4 hours). All training must be accomplished in a Level 4 or higher FTD. 

A FFS (Level A, B, C, or D, motion on or off) may be used for the FTD training portion of the 

program provided it meets the minimum equipment requirements for the FTD defined in 

paragraph 19 of this AC. Use of an FTD for the automation/navigation section should be limited 

to operations on autoflight. The learning objectives for this section of the course can more 

effectively be met without students attempting to hand fly an FTD. 

b. Training Topic Components. The aeronautical experience areas to be trained should 

include, but are not limited to, the following areas: 

(1) Navigation. 

(a) Learning Objective. Students should reinforce their understanding of the 

components of typical air carrier navigation equipment, and experience the navigation 

equipment’s interface with automation. Students should also understand and experience how to 

apply these principles to the various phases of flight in air carrier operations. 

(b) Training Topic Components. 

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7/2/13 AC 61-138 

•	 Interpret navigation displays (ND), a primary flight display (PFD), and/or a 

multi-function display (D, E); 

•	 Perform FMS route input and modifications (D, E); 

•	 Receive and understand air traffic control (ATC) instructions (D, E); and 

•	 Use of area navigation systems in flight (D, E). 

(2) Automation. 

(a) Learning Objective. Students should reinforce their understanding of the use of 

airplane automation, the relationship of these components with navigation and learn how to 

manage both to achieve the desired flightpath. 

(b) Training Topic Components. 

•	 Interact with the mode control panel; verify mode control panel inputs; 

interpret flight mode annunciations (D, E); 

•	 Use various levels of autopilot/auto-throttle automation applicable to pilot 

flying duties and pilot monitoring duties with and without the autopilot 

engaged (D, E); 

•	 Use of FD/flight guidance systems (D, E); 

•	 Knowledge of an FMS for each phase of flight (D); 

•	 Use of automation in climb, cruise, descent and approach modes (D, E); and 

•	 Use of TCAS and TAWS (D, E). 

c. FFS Training (6 hours). All training must be accomplished in a Level C or higher FFS. 

The aeronautical experience areas to be trained should include, but are not limited to, the 

following areas: 

(1) Runway safety and adverse weather (3 hours). 

(a) Learning Objective. Students should reinforce and apply their understanding of 

air carrier operations during the taxi, takeoff, and landing phases of flight including the effects of 

adverse weather on these operations. 

(b) Training Topic Components. 

1.	 Taxi. 

•	 Adherence to SOPs and best practices used to maintain situational 

awareness with complex taxi instructions (D, E); and 

•	 Recognition of hot spots, line up and wait terminology, runway incursion 

prevention techniques, procedures for ensuring correct departure runway 

(D, E). 

2.	 Takeoff. 

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7/2/13 AC 61-138 

•	 Normal takeoff, PF (outside scan) and PM (engine monitoring) duties and 

responsibilities (D, E); 

•	 VMCG demonstration to show the effects of differential power with limited 

rudder aerodynamic authority (D); 

•	 V1 : Application of V1 decision speed concepts and how they relate to 

accelerate-go and accelerate stop distances with and without the effects of 

a contaminated runway (D,E); 

•	 Rejected takeoffs with aircraft weight, runway length, and contamination 

considerations (D, E); and 

•	 Ability to apply appropriate precautions for adverse weather during 

takeoff to include: windshear, contaminated runway surfaces, and 

crosswinds with gusts (D, E). 

3.	 V2 climb performance. 

•	 Climb at V2.(D, E); 

•	 Effects of speeds less than V2 and greater than V2 (D); and 

•	 Automation during departure (D, E). 

4.	 Approach/Landing. 

•	 Icing conditions in flight and its effects on performance and 

decisionmaking (D, E); 

•	 Achieve a stabilized approach using energy management concepts (D); 

•	 Landing in crosswinds with and without gusts with emphasis on airplane 

performance limitations in crosswinds (D, E); 

•	 Landing technique and stopping distances on contaminated runways (D, 

E); and 

•	 Operations in low visibility conditions: taxi, takeoff, and landing (D). 

(2) High Altitude Operations, Stall and Upset Prevention and Recovery (3 hours). 

(a) Learning Objective. Students should reinforce their understanding of low energy 

states, stalls, upset and high altitude aerodynamics through demonstration and experience based 

training. 

1.	 High Altitude Operations. 

•	 Speed/mach changeover (D); 

•	 Effects of weight on maximum altitude (high and low speed convergence) 

(D); 

•	 Effects of high altitude turbulence with limited performance margins (D); 

and 

•	 Relationship between weight, thrust, and altitude (D, E). 

2.	 Low Energy States/Stall Prevention Training. 

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7/2/13 AC 61-138 

•	 High altitude/low energy recovery demonstrating limited thrust capability 

and necessity to exchange altitude for airspeed (D); 

•	 Acceleration performance from second regime (back side of power curve) 

at low altitude and high altitude (D); 

•	 Demonstration of stall recovery without application of thrust (D); and 

•	 Stall prevention training (E). Emphasis on reduction of AOA for recovery 

(Refer to AC 120-109 Stall and Stick Pusher Training). 

o Takeoff or Maneuvering configuration approach-to-stalls, 

o Clean configuration approach-to-stalls (high altitude), and 

o Landing configuration approach-to-stalls. 

NOTE: For each student one of the three tasks above should be experienced 

using a realistic scenario and autoflight (samples of the training scenarios 

can be found in Appendix 2 of AC 120-109). 

3. Stick Pusher, if installed, reference AC 120-109 for proper recovery from 

stick pusher activation (D, E). 

(b) Upset Prevention and Recovery Training (UPRT). 

1.	 Considerations for UPRT. 

(i) CRM. Techniques for working as a crew to return the aircraft to normal 

flight and communicating airplane state between pilots, including CRM callouts to improve 

situational awareness should be integrated into FSTD training. 

(ii) Availability of Visual References. A Commercial Aviation Safety Team 

(CAST) study of 18 accidents and incidents resulting from a pilot loss of airplane state 

awareness determined that many accidents and incidents occurred when pilots did not have 

visual references available (i.e., instrument meteorological conditions (IMC) or night). In the 

past, unusual attitude training was commonly conducted in visual meteorological conditions 

(VMC), giving the pilot considerable advantage in determining the appropriate recovery. UPRT 

should include scenarios where visual references are not available. 

(iii) PM. Evidence shows in many loss of control incidents and accidents, the 

PM may have been more aware of the aircraft state than the pilot flying. Training should 

emphasize crew interaction to vocalize the divergence conditions, use CRM to stop the 

divergence, and return the aircraft to stabilized flight. 

(iv) Startle. Startle has been a factor in upset incidents and accidents. Although 

it may be difficult to create the physiological response of startle in the training environment, if 

achieved, startle events may provide a powerful lesson for the crew. The goal of using startle in 

training is to provide the crew with a startle experience which allows for the effective recovery 

of the airplane. Considerable care should be used in startle training to avoid negative learning. 

2.	 UPRT Elements. 

Par 15 Page 21 
 

 

7/2/13 AC 61-138 

(i) Manual Handling. Flying the aircraft, with sole reference to pitch and 

power emphasizing core handling skills in the event of system failure (e.g., loss of airspeed or 

unreliable airspeed indications) (D, E). 

(ii) Upset Recovery Techniques. To mitigate loss of control in flight, each of 

these maneuvers has the following objective: manage the energy, arrest the flightpath 

divergence, and recover to a stabilized flightpath. (Refer to Airplane Upset Recovery Training 

Aid, version 2, 2008) (D, E). 

3. Refer to Appendix 1 of this AC for sample training scenarios and an original 

equipment manufacturer (OEM) approved upset recovery template on: 

(i) Nose-High/Wings-level recovery. 

(ii) Nose-Low/Wings-level recovery. 

NOTE: All instructors must be knowledgeable of the limitations of both the 

simulator motion and approved flight envelope. Particular care should be 

used when conducting these maneuvers to stay within both envelopes. 

Excursions outside of either must include an instructor debrief emphasizing 

that the flight handling characteristics in that region may not be 

representative of the actual aircraft. 

16. ATP CTP GRADUATION CERTIFICATE. 

a. Academic Evaluation. Applicants who successfully pass the academic evaluations and 

complete the ATP CTP must be issued a graduation certificate by the training provider. The 

applicant must present an ATP CTP graduation certificate when he or she applies to take the 

ATP knowledge test. Applicants who do not pass the academic evaluation will be required to 

obtain remedial training from the training provider on those subject areas until the academic 

evaluation is successfully completed. 

b. Graduation Certificate. A graduation certificate must contain the following information 

in order to be considered valid: 

(1) The full name, address, and FAA certificate number of the training provider 

authorized to conduct the course; 

(2) The full name, FAA pilot certificate number, and address of the graduate; 

(3) The following statement: “The applicant named above has successfully completed the 

Airline Transport Pilot Certification Training Program as required by § 61.156, and therefore has 

met the prerequisite required by § 61.35(a)(2) for the Airline Transport Pilot Airplane 

Knowledge Test.”; 

(4) The date of issuance; 

Par 15 Page 22 
 

7/2/13 AC 61-138 

(5) The signature of the authorized instructor who completed the academic portion of the 

course; and 

(6) A sequential number on the certificate starting with the first four identifiers of the 

training provider’s certificate number. 

17. FAILURE OF KNOWLEDGE TEST. 

a. Failure to Pass. Applicants who do not pass the ATP Airplane Knowledge Test must 

follow the provisions provided in § 61.49. 

b. Authorized Instructor. For the purposes of the required retraining, “an authorized 

instructor” is an instructor that: 

(1) Meets the instructor qualifications described in paragraph 10(a) of this AC; 

(2) Has completed the ground instructor training requirements in paragraph 10(b) of this 

AC; and 

(3) Is employed by a training provider authorized to provide the ATP CTP. 

NOTE: Applicants may seek retraining from any authorized training 

provider. 

18. INTERNAL EVALUATION PROGRAM (IEP). 

a. Identify and Eliminate Deficiencies. An effective IEP would identify and attempt to 

eliminate deficiencies identified within the training program. At minimum the proposed IEP 

must measure, track, and analyze: 

(1) Student performance on both quiz and test scores; 

(2) Student graduation rates; and 

(3) Student feedback forms. 

b. Amend Deficiencies. Based on the analysis of the data captured from the measurements 

above, the training provider should then identify course deficiencies and then amend as 

appropriate: 

(1) Instructor performance; and/or 

(2) Course material. 

NOTE: Further guidance on developing IEPs can be found in the current 

edition of AC 120-59, Air Carrier Internal Evaluation Programs. 

19. FSTD MINIMUM EQUIPMENT REQUIREMENTS. The following describes the 

minimum equipment the FSTD must have for use in the ATP CTP. 

Par 16 Page 23 
7/2/13 AC 61-138 

a. FTD. A Level 4 or higher FTD qualified under part 60 is required. The equipment used 

in the FTD portion of the program should also be equipped with: 

(1) FMS; 

(2) EFIS (PFD and ND); 

(3) TCAS; and 

(4) TAWS. 

NOTE: For alternative training devices which the training provider believes 

can meet the learning objectives defined in this AC, training providers may 

submit a detailed request in its application for course approval or course 

revision. 

b. FFS. A Level C or higher FFS qualified under part 60 is required. As part of the 

evaluation of the FFS training topics and learning objectives, the FAA reviewed all of the 

approved FFSs under part 60 including the associated weights of the aircraft they represent. 

Based on that review, the FAA has determined an FFS representing an aircraft with a maximum 

takeoff weight (MTOW) of at least 40,000 pounds is necessary to meet the objectives of the ATP 

CTP. 

(1) Minimum Weight of the Aircraft that the FFS Represents. The weight of the 

aircraft the simulator represents is an important factor in ensuring handling characteristics of a 

typical transport aircraft. The 40,000 pound minimum requirement will ensure the device can 

replicate the lower performance margins and handling qualities inherent in transport category 

aircraft when being operated near their maximum operating weight at altitudes near their service 

ceiling. 

(2) Apply for a Deviation. If a training provider seeks to use a device that does not meet 

the weight criteria set forth in § 61.156 but believes it can adequately demonstrate the learning 

objectives, it must apply for a deviation. 

(a) Deviation requests must be submitted to the certificate holder’s assigned principal 

operations inspector or TCPM. Once the assigned inspector is satisfied the submitted device 

meets the learning objectives of the course as defined by the guidance contained in this AC, the 

assigned inspector should forward to the appropriate FAA RO for review. 

Par 19 Page 24 
7/2/13 AC 61-138 

(b) If the RO concurs with the deviation request they will then forward to the Air 

Transportation Division (AFS-200) in Washington, D.C. If AFS-200 feels the deviation request 

is creditable, the National Simulator Program (NSP) office (AFS-205) will be assigned to review 

the device to determine if the device meets the learning objectives of the course. If the NSP has a 

favorable review, AFS-200 will issue the deviation request for a period not to exceed two years. 

/s/ for 

John M. Allen 

Director, Flight Standards Service 

Par 19 Page 25 
The following Upset Prevention and Recovery template was created by Airbus, ATR, Boeing, 

Bombardier and Embraer. The Original Equipment Manufacturer (OEM) recovery techniques 

will be updated in their respective manuals and remain consistent with the information 

contained in the Airplane Upset Recovery Training Aid (AURTA), Revision 2. It is important 

to note that correct interpretation and application of techniques and recommendations can only 

be determined when the supporting information is well understood. 

The following techniques represent a logical progression for recovering the aircraft. They are 

not necessarily procedural. The sequence of actions is for guidance only and represents a series 

of options for the pilot to consider and to use depending on the situation. Not all actions may, or 

should, be necessary once recovery is underway. If needed, use pitch trim sparingly. Careful 

use of rudder to aid roll control should be considered only if roll control is ineffective and the 

airplane is not stalled. 

These techniques assume the aircraft is not stalled. A stalled condition can exist at any 

attitude and may be recognized by continuous stall warning activation accompanied by one 

ofthe following: 

• Buffeting, which could be heavy at times. 

• Lack of pitch authority and/or roll control. 

• Inability to arrest descent rate. 

If the aircraft is stalled, recovery from the stall must be accomplished first by applying 

and maintaining nose-down elevator until stall recovery is complete and stick shaker 

activation ceases. 

NOTE: Operators should work with theh· airplane manufacturer(s) to ensure they have the 

manufacturer-approved, airplane-specific upset prevention and recovery guidance and 

techniques in their ope..ating manual. 

NOTE: The manufacturer's procedures take pt·ecedence over the following 

recommendations: 

7/2/13 AC 61-138 

Appendix 1 

APPENDIX 1. UPSET PREVENTION AND RECOVERY TRAINING 

(UPRT) RECOVERY TEMPLATE AND SCENARIOS 

1. Upset Recovery Template. 

Page 1 
Nose-High Recommendation 

1

Recognize and confirm the developing situation. Announce: "Nose High" 

PF PM 

2

AP ·DISCONNECT Monitor Airspeed and 

A(THR- OFF Attitude throughout the 

APPLY as much nose down control input as required to obtain a nose-down recovery and announce any 

pitch rate. continued divergence. 

Thrust - Adjust (if required) 

Roll -Adjust (if required) not to exceed 60 degrees 

When Airspeed is sufficiently increasing: 3

RECOVER to level flight 

Recovery to level flight may require use of pitch trim. 

1 lf the AP and/ or A/THR are responding correctly, it may not be appropriate to decrease the level of automation 

while assessing if the divergence is being stopped. 

2 A large out of trim condition could be encountered when theA/Pis disconnected. 

3 Avoid stall because of premature recovery or excessive g loading. 

Warning: Excessive use of pitch trim or rudder may aggravate the upset situation or may result 

in high structural loads. 

Nose-Low Recommendation 

1

Recoqnize and confirm the developinq situation. Announce: "Nose Low " 

PF PM 

2

AP- DISCONNECT Monitor Airspeed and 

A/THR - OFF Attitude throughout the recovery 

RECOVER from stall if required and announce any continued 

3

ROLL in the shortest direction to wings level. 

divergence. 

Thrust and Drag Adjust (if required) 

4

Recover to level fliqht 

Recovery to level flight may require use of pitch trim. 

1

If the AP and/or A/THR are responding correctly, it may not be appropriate to decrease the level of automation while 

assessing if the divergence is being stopped. 

2

A large out of trim condition could be encountered when theA/ Pis disconnected. 

3

It may be necessray to reduce the g loading by applying forward control pressu re to improve roll effectiveness. 

4

Avoid stall because of premature recovery or excessive g loading. 

Warning: Excessive use of pitch trim or rudder may aggravate the upset situation or may result 

in high structural loads 

7/2/13 AC 61-138 

Appendix 1 

Page 2 
7/2/13 AC 61-138 

Appendix 1 

2. Upset Recovery Scenarios. Two scenarios were constructed using the philosophies and 

concepts described in this advisory circular (AC). The examples should be easily tailored to any 

transport category airplane. The examples given are not intended to be limiting in any way, they 

are provided as a framework for developing a training curriculum. 

NOTE: The manufacturer’s procedures take precedence over the 

recommendations in this AC. 

SCENARIO 1: NOSE HIGH 

INSTRUCTOR ROLE Initiate a condition which will result in an unexpected nose 

high attitude (40° or greater) with full power. 

OBJECTIVE The pilot will recognize the nose high attitude and 

immediately perform the upset recovery procedure. 

EMPHASIS AREAS • Recognition and recovery. 

• Crew coordination. 

• Angle of attack (AOA) management. 

• Aural and visual warnings (environment and 

airplane cuing). 

• Surprise and startle. 

• Situational awareness (SA) while returning to 

desired flightpath after the upset recovery, 

including such items as heading, altitude, other 

aircraft, and flight deck automation. 

FSTD SETUP Use of simulator capabilities to induce a nose high attitude 

CONSIDERATIONS may include: 

• Automated simulator presets 

• Airspeed slewing. 

• Attitude changes. 

• Airplane weight and center of gravity (CG) changes. 

• Environmental changes. 

SCENARIO ELEMENTS • Upon recognizing the first indication of an upset, 

perform the upset recovery procedure. 

• The necessity for smooth, deliberate, and positive 

control inputs to avoid increasing load factors. 

• If the airplane is equipped with underwing mounted 

engines, the pilot should demonstrate recovery by 

reducing thrust to approximately midrange until a 

detectable nose-down pitch rate is achieved. 

Page 3 
7/2/13 AC 61-138 

Appendix 1 

COMPLETION • Recognizes and confirms the situation. 

STANDARDS • Verifies the autopilot and autothrottle/autothrust are 

disconnected. 

• Proper recovery consists of up to full nose-down 

elevator and, if required, by using stabilizer trim to 

relieve elevator control pressure. A steady nosedown pitch rate should be achieved and it should be 

noted that the airplane would be near zero g and the 

associated characteristics of such. 

• When approaching the horizon the student checks 

airspeed, adjusts thrust, and establishes the 

appropriate pitch attitude and stabilizer trim setting 

for level flight. 

COMMON STUDENT 

ERRORS 

• Fails to disengage the autopilot and autothrottle. 

• Hesitates to use up to full control input. 

• Overtrims nose-down stabilizer. 

• Fails to use nose-up stablilizer trim. 

SCENARIO 2: NOSE LOW 

INSTRUCTOR ROLE Initiate a condition which will result in an unexpected nose 

low attitude (approximately 20 degrees). 

OBJECTIVE The pilot will recognize the nose low attitude and 

immediately perform the upset recovery procedure. 

EMPHASIS AREAS • Recognition and recovery. 

• Crew coordination. 

• AOA management. 

• Aural and visual warnings (environment and 

airplane cuing). 

• Surprise and startle. 

• Situational awareness (SA) while returning to 

desired flightpath after the upset recovery, 

including such items as heading, altitude, other 

aircraft, and flight deck automation. 

FSTD SETUP Use of simulator capabilities to induce a nose low attitude 

CONSIDERATIONS may include: 

• Automated simulator presets. 

• Airspeed slewing. 

• Attitude changes. 

• Airplane weight and center of gravity (CG) changes. 

• Environmental changes. 

Page 4 
7/2/13 AC 61-138 

Appendix 1 

SCENARIO ELEMENTS • Upon recognizing the first indication of an upset, 

perform the upset recovery procedure. 

• The necessity for smooth, deliberate, and positive 

control inputs to avoid increasing load factors. 

COMPLETION • Recognizes and confirms the situation. 

STANDARDS • Verifies the autopilot and autothrottle/autothrust are 

disconnected. 

• Proper recovery consists of rolling to approaching 

wings level, then applying nose-up elevator; 

applying stabilizer trim, if necessary; and adjusting 

thrust and drag as necessary. 

• For a satisfactory nose-low recovery, the student 

must avoid ground impact and accelerated stall and 

respect g-force and airspeed limitations. 

• Recovers to stabilized flight with a pitch, thrust, and 

airplane configuration that corresponds to the 

desired airspeed. 

COMMON STUDENT 

ERRORS 

• Forgets to disengage the autopilot and or 

autothrottle. 

• Fails to use full control inputs. 

• Initiates pull-up before approaching wings level. 

• Attempts to precisely obtain wings level and delays 

pull-up. 

• Enters secondary stall. 

• Exceeds positive g force during pull-up. 

• Fails to reduce thrust to idle for high speed. 

• Fails to use speedbrakes, if required. 

• Achieves inadequate pull-up to avoid ground impact. 

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7/2/13 AC 61-138 

Appendix 2 

APPENDIX 2. DOCUMENTING PREVIOUS EXPERIENCE GUIDANCE 

To be eligible to teach the airline transport pilot (ATP) Certification Training Program (CTP), an 

instructor must have at least two years of air carrier experience as defined in Title 14 of the Code 

of Federal Regulations (14 CFR) part 121, § 121.410, part 135, § 135.336, part 141, § 141.33, or 

part 142, § 142.54. The following guidance may be used to assist in documenting previous air 

carrier experience. 

Lost or Unattainable Records. A principal operations inspector (POI) may accept an affidavit 

as a method to document previous experience if an instructor is unable to produce suitable 

employment records because: 

1.	 The records are lost; 

2.	 The air carrier or program manager (PM) is defunct; or 

3.	 The air carrier or PM remains in existence but no longer has the records. 

Supporting Documentation. The instructor must submit a signed and notarized statement 

(affidavit) attesting to the previous experience. The statement should be substantiated by all 

available evidence, such as completed check ride forms, available training records, logbook 

entries, and other records attesting to flight operation participation, associated pay stubs, W-2 

forms (financially confidential information redacted), tax returns, a statement from a current, or 

former employee of the air carrier or program manager, and other proofs of employment. Both 

the pilot and training provider must read, sign, and submit a notarized statement containing the 

information found in this appendix and provide both affidavits with supporting documentation to 

the POI or Training Center Program Manager (TCPM). If the affidavits and documentation 

reasonably support the claimed experience, the POI or TCPM may accept the information as 

meeting the previous experience requirement. An affidavit without any supporting 

documentation should not be accepted. 

a. False Statements. A pilot who has lost or is unable to obtain suitable records should be 

reminded that any fraudulent or intentionally false statements concerning these records are a 

basis for enforcement action in accordance with Title 18 of the United States Code (18 U.S.C.), 

§ 1001.1, and 14 CFR part 61 that could result in a fine, imprisonment, and action against any 

certificate or rating held. 

b. Supporting Documentation Review. The POI or TCPM should consider the following when 

determining the acceptability of the documentation provided: 

1.	 Review Records. Review and determine the validity of the records. 

2.	 Ensure Clarity. Ensure that records clearly identify the air carrier and associated 

employment. 

3.	 Review Federal Aviation Administration (FAA) Database. Review FAA database(s) to 

determine if the air carrier or program manager has records to verify its existence 

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7/2/13 AC 61-138 

Appendix 2 

4.	 Review Program Tracking and Reporting Subsystem (PTRS) Records. Review PTRS 

records that may support the nominee’s activities with the air carrier or program manager. 

(This is not required but could be used for confirmation in some cases.) 

5.	 Review Evidence. Review evidence the nominee has provided that confirms the air 

carrier or program manager no longer retains the records or has not responded to a record 

request for an air carrier or program manager that currently remains in existence. 

6. Review Participation and Qualification. Review records or supporting documents (e.g., 

logbooks, dispatch releases, evidence of employment, or a statement from a current or 

former employee of the air carrier or program manager) that attest to or confirm flight 

program participation and qualification as a pilot for the air carrier or program manager 

Page 2 
 

_____________________________________________________________________ 

_____________________________________________________________________ 

7/2/13 AC 61-138 

Appendix 2 

APPENDIX 2-1. INSTRUCTOR PREVIOUS EXPERIENCE AFFIDAVIT 

STATE OF ___________________________________ 

COUNTY OF _________________________________ 

________[Name of applicant]_____________________, being duly sworn, says: 

1. On [today’s date], I, [Name of applicant], certify that I have been unable to find or obtain the 

records documenting my employment with [air carrier/operator/program manager] from [date] to 

[date]. 

2. I acknowledge that any fraudulent or intentionally false statements concerning aeronautical 

experience are a basis for suspension or revocation of any certificate or rating I hold. 

Considering the above, I offer the following statement in lieu of the actual records: 

____ I, [Name of applicant], hereby attest that I was employed as a [pilot in command or second 

in command] for [Name of part 121 air carrier], a part 121 air carrier based in [city, state, 

country], from [date] to [date]. 

____ I, [Name of applicant], hereby attest that I was employed as a pilot in command, as 

required by § 135.243(a)(1), for [Name of part 135 air carrier/operator], a part 135 [air carrier or 

operator] based in [city, state, country], from [date] to [date]. 

____ I, [Name of applicant], hereby attest that I was employed as a pilot in command, as 

required by § 91.1053(a)(2)(i), for [Name of part 91K operator], a part 91K program manager 

based in [city, state, country], from [date] to [date]. 

Airman’s Signature 

Airman’s Name (Printed) and Pilot Certificate Number 

SUBSCRIBED AND SWORN TO before me this ________ day of _______________, ______ 

[Seal] 

Notary Public in and for 

County_________________________________________________ 

State of __________________________________________________ 

My Commission expires on __________________________________ 

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7/2/13 AC 61-138 

Appendix 2 

APPENDIX 2-2. TRAINING PROVIDER AFFIDAVIT FOR LOST/UNOBTAINABLE 

PREVIOUS EXPERIENCE DOCUMENTATION 

STATE OF ___________________________________ 

COUNTY OF _________________________________ 

__________[Name of Company Representative]___________________, being duly sworn, says: 

1. On [today’s date], I, [Company Representative], [Company Name], certify that I have been 

unable to find or obtain the records documenting that [instructor’s name] was employed by 

[Company Name] from [date] to [date]. 

2. I have made a good faith effort to obtain such records. Notwithstanding this effort, I have been 

unable to find such records. I do not know where such records presently are, or where they may 

be found. I believe them to be lost or destroyed. 

3. I acknowledge that any fraudulent or intentionally false statements concerning aeronautical 

experience are a basis for suspension or revocation of any certificate or rating I hold, as well as 

revocation or suspension of this [air carrier certificate or management specifications]. 

For the above reason, I offer the below statement in lieu of the actual records: 

I, [Company Representative], on behalf of [company name], attest the information above is 

accurate and therefore [Name of instructor] meets the baseline requirements of an instructor as 

set forth in §§ 121.410 (b)(2), 135.336(b)(2), 141.33(4)(ii), or 142.54(b). 

Company Representative’s Signature___________________________________ 

Company Representative’s Pilot Certificate Number (if applicable)___________ 

Company Representative’s Name (Print)________________________________ 

Company Name and Certificate Number___________________________ 

SUBSCRIBED AND SWORN TO before me this ________ day of _______________, _______ 

[Seal] 

Notary Public in and for
 

County__________________________________________________
 

State of __________________________________________________
 

My Commission expires on __________________________________
 

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7/2/13 AC 61-138 

Appendix 3 

APPENDIX 3. RELATED GUIDANCE 

a. Related Reading Material (current editions). 

(1) Advisory Circular (AC) 120-35, Line Operational Simulations: Line Oriented Flight 

Training, Special Purpose Operational Training, Line Operational Evaluation. Retrieved from 

http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/ 

documentID/22758. 

(2) AC 120-51, Crew Resource Management Training. Retrieved from 

http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/ 

documentID/22879. 

(3) AC 120-62, Takeoff Safety Training Aid. Retrieved from 

http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/ 

documentID/23202. 

(4) AC 120-64, Operational Use and Modification of Electronic Checklists. Retrieved 

from http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/ 

document.information/documentID/23204. 

(5) AC 120-66, Aviation Safety Action Program (ASAP). Retrieved from 

http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/ 

documentID/23207. 

(6) AC 120-71, Standard Operating Procedures for Flight Deck Crewmembers. Retrieved 

from http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/ 

document.information/documentID/23216. 

(7) AC 120-74, Parts 91, 121, 125, and 135 Flight crew Procedures during Taxi 

Operations. Retrieved from http://www.faa.gov/regulations_policies/advisory_circulars/ 

index.cfm /go/ document.information/documentID/23220. 

(8) AC 120-82, Flight Operational Quality Assurance. Retrieved from 

http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/ 

documentID/23227. 

(9) AC 120-109, Stall and Stick Pusher Training, Retrieved from 

http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-109.pdf. 

(10) AC 121.195-1, Operational Landing Distances for Wet Runways; Transport Category 

Airplanes. Retrieved from http://www.faa.gov/regulations_policies/ 

advisory_circulars/index.cfm/ go/document.information/documentID/22523. 

(11) InFO 07009, Runway Lights Required for Night Takeoffs in Part 121. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2007/inFO07009.pdf. 

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7/2/13 AC 61-138 

Appendix 3 

(12) InFO 07018, Taxi Clearances: Know the Rules, Understand Your Clearance. 

Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2007/inFO07018.pdf. 

(13) InFO 08029, Approach and Landing Accident Reduction (ALAR): Recommended 

Flightcrew Training. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2008/inFO08029.pdf. 

(14) InFO 08034, Design and Content of Checklists for In-Flight Smoke, Fire and Fumes 

(SFF). Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2008/inFO08034.pdf. 

(15) InFO 08041, Checklist Review. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2008/inFO08041.pdf 

(16) InFO 08049, Preventing Wrong Runway Takeoffs. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2008/inFO08049.pdf. 

(17) InFO 10010, Enhanced Upset Recovery Training. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2010/InFO10010.pdf. 

(18) InFO 10024, Airline Transport Pilot (ATP) Certificate Requirement for Pilots in Part 

121 Operations. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2010/InFO10024.pdf. 

(19) SAFO 07003, Confirming the Takeoff Runway. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/ 

media/2007/safo07003.pdf. 

(20) SAFO 10006, In-Flight Icing Operations and Training Recommendations. Retrieved 

from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/ 

media/2010/SAFO10006.pdf. 

(21) SAFO 10012, Possible Misinterpretation of the Practical Test Standards (PTS) 

Language “Minimum Loss of Altitude”. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/ 

media/2010/SAFO10012.pdf. 

Page 2 
 

7/2/13 AC 61-138 

Appendix 3 

(22) Order 8900.1 Vol. 4, Ch. 2, Sect. 5. All-Weather Terminal Area Approach and 

Landing Operations. Retrieved from 

http://fsims.faa.gov/WDocs/8900.1/V04%20AC%20Equip%20&%20Auth/Chapter%2002/04_0 

02_005.pdf. 

(23) Order 8900.1 Vol. 3, Ch. 32, Sect. 12. Aircraft Checklists for 14 CFR Parts 121/135. 

Retrieved from http://fsims.faa.gov/WDocs\8900.1\V03 Tech Admin\Chapter 

32\03_032_012.pdf. 

(24) Aerodynamics for Naval Aviators, 

http://www.faa.gov/library/manuals/aviation/media/00-80T-80.pdf). 

(25) Degani, A., & Wiener, E.L. (1994). On the design of flight deck procedures. (NASA 

Contractor Report 177642). Washington, DC: National Aeronautics and Space Administration. 

Retrieved from http://ti.arc.nasa.gov/m/profile/adegani/Flight-Deck_Procedures.pdf. 

(26) FAA, Air Traffic Organization, Office of Safety. (n.d.). Pilot ‘Best Practices’ for 

AIRFIELD SAFETY. Retrieved from 

https://employees.faa.gov/org/linebusiness/ato/safety/rs/pilot_info/. 

(27) FAA-H-8083-3A. Airplane Flying Handbook. Retrieved from 

http://www.faa.gov/library/manuals/aircraft/airplane_handbook/. 

(28) FAA, Office of Integrated Safety Analysis, Human Factors Analysis Division. (1995). 

Human Performance Considerations in the Use and Design of Aircraft Checklists. Retrieved 

from 

http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs200/branches/afs21 

0/training_aids/media/checklist.doc. 

(29) International Civil Aviation Organization. (1991). Human Factors Digest Number 3: 

Training of Operational Personnel in Human Factors. (ICAO Circular 227-AN/136). 

(30) McDonnell, L.K., Jobe, K.K., & Dismukes, R.K. (1997). Facilitating LOS 

Debriefings: A Training Manual. (NASA Technical Memorandum 112192). Retrieved from 

http://ntl.bts.gov/lib/000/900/962/Final_Training_TM.pdf. 

(31) Pilot's Handbook of Aeronautical Knowledge , 

http://www.faa.gov/training_testing/testing/airmen/test_standards/pilot/media/FAA-S-8081­

5F.pdf. 

(32) Prince, C. (n.d.). Guidelines for Situation Awareness Training. 

NAWCTSD/UCF/FAA Partnership for Aviation Training. Retrieved from 

http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs200/branches/afs21 

0/training_aids/media/saguides.doc. 

(33) Svatek, N. (1990). Techniques in CRM Training. ICAO Journal, 45(10), 12-13. 

Retrieved from http://www.icao.int/anb/humanfactors/techniques_in_CRM_1990.pdf. 

Page 3 
 

 

7/2/13 AC 61-138 

Appendix 4 

(34) Tarnowski, E. (1999). Understanding design philosophy can help pilots benefit from 

modern automated flight systems. ICAO Journal, November/December 1999, 22-24, 29-30. 

Retrieved from 

http://www.icao.int/anb/humanfactors/Understanding_design_philosophy_1999.pdf. 

(35) Turner, J.W. & Huntley, M.S. (1991). Use and Design of Flight Crew Checklists and 

Manuals (Report No. FAA-AM-91-07). Retrieved from 

http://ntl.bts.gov/lib/33000/33400/33421/33421.pdf. 

(36) U.S. Air Force, Air Education and Training Command. (2005). Cockpit/Crew 

Resource Management Training Program. (Air Force Instruction 11-290). Retrieved from 

http://www.e-publishing.af.mil/shared/media/epubs/AFI11-290.pdf. 

b. Decision Making, CRM, Human Factors. 

(1) AC 60-22, Aeronautical Decision Making. Retrieved from 

http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/ 

documentID/22624. 

(2) Adams, R.J. (1993). How Expert Pilots Think. (Report No. DOT/FAA/RD-93/9). 

Retrieved from http://www.dtic.mil/cgibin/GetTRDoc?AD=ADA265356&Location=U2&doc=GetTRDoc.pdf. 

(3) Civil Aviation Authority (United Kingdom). (2002). Flight Crew Training: Cockpit 

Resource Management (CRM) and Line-Oriented Flight Training (LOFT). (Previously ICAO 

Digest No. 2). Retrieved from http://www.caa.co.uk/docs/33/CAP720.PDF. 

(4) Driskell, J.E., & Adams, R.J. (1992). Crew Resource Management: An Introductory 

Handbook. (FAA Report No. DOT-VNTSC-FAA-92-8). Retrieved from 

http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA257441&Location=U2&doc=GetTRDoc.pdf. 

(5) FAA Report No. DOT-VNTSC-FAA-00-22. (2000). Human Factors Considerations 

in the Design and Evaluation of Electronic Flight Bags (EFBs). Retrieved from 

http://www.hf.faa.gov/docs/volpe/volpe0022.pdf. 

(6) Helmreich, R.L. (1998). Error Management as Organizational Strategy. In 

Proceedings of the IATA Human Factors Seminar (pp. 1-7). Bangkok, Thailand, April 20-22, 

1998. Retrieved from 

http://homepage.psy.utexas.edu/homepage/group/HelmreichLAB/Publications/pubfiles/Pub225.p 

df. 

(7) Helmreich, R.L., Butler, R.A., Taggart, W. R., & Wilhelm, J.A. (1995). Behavioral 

Markers in Accidents and Incidents: Reference List (Technical Report 95-1). Retrieved from 

http://homepage.psy.utexas.edu/HomePage/Group/HelmreichLAB/Publications/564.doc. 

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7/2/13 AC 61-138 

Appendix 3 

(8) Helmreich, R.L., Merritt, A.C., & Wilhelm, J.A. (1999). The Evolution of Crew 

Resource Management Training in Commercial Aviation. (University of Texas at Austin Human 

Factors Research Project: 235). International Journal of Aviation Psychology, 9(1), 19-32. 

Retrieved from 

http://www.paediatricchairs.ca/safety_curriculum/domain4_docs/HelmreichCRM.pdf. 

(9) InFO 07015. Flight Risk Assessment Tool. Retrieved from 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/ 

media/2007/inFO07015.pdf. 

(10) Jensen, R.S. (1989). Aeronautical Decision Making – Cockpit Resource Management 

(Report No. DOT/FAA/PM-86/46). Retrieved from http://handle.dtic.mil/100.2/ADA205115. 

(11) Johnston, A.N., & Maurino, D.E. (1990). Human Factors training for aviation 

personnel. ICAO Journal, May 1990, pp. 16-19. Retrieved from 

http://www.icao.int/anb/HumanFactors/Human_factors_training_1990.pdf. 

(12) Kochan, J.A., Jensen, R.S., & Chubb, G.P. (1997). A New Approach to Aeronautical 

Decision-Making: The Expertise Method (Report No. DOT/FAA/AM-97/6). Retrieved from 

http://handle.dtic.mil/100.2/ADA323793. 

(13) Merritt, A.C., & Helmreich, R.L. (1996). Creating and sustaining a safety culture: 

Some practical strategies. In B. Hayward & A. Lowe (Eds.), Applied Aviation Psychology: 

Achievement, Change and Challenge (pp. 20-26). Sydney: Avebury Aviation. Retrieved from 

http://homepage.psy.utexas.edu/homepage/group/helmreichlab/publications/pub%20project/303. 

doc. 

(14) Reason, J. (1990). Human error. New York: Cambridge University Press. 

(15) Seamster, T.L., Boehm-Davis, D.A., Holt, R.W., & Schultz, K. (1998). Developing 

Advanced Crew Resource Management (ACRM) Training: A Training Manual. FAA, Office of 

the Chief Scientific and Technical Advisory for Human Factors, AAR-100. Retrieved from 

http://www.hf.faa.gov/docs/dacrmt.pdf. 

(16) Sumwalt, R.L., Thomas, R.J., & Dismukes, K. (2002). Enhancing Flight-crew 

Monitoring Skills Can Increase Flight Safety. Paper presented at the 55th International Air 

Safety Seminar, Flight Safety Foundation. Dublin, Ireland, November 4-7, 2002. Retrieved from 

http://human-factors.arc.nasa.gov/flightcognition/Publications/Holbrookcopy.pdf. 

c. Related References. 

(1) Airplane Upset Recovery Training Aid 

http://www.faa.gov/other_visit/aviation_industry/airline_operators/training/media/AP_UpsetRec 

overy_Book.pdf. 

(2) Culture, Threat, and Error: Assessing System Safety,Robert L. Helmreich1 

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7/2/13 AC 61-138 

Appendix 3 

(3) Defensive Flying for Pilots: An Introduction to Threat and Error Management 

Ashleigh Merritt, Ph.D. & James Klinect, Ph.D. The University of Texas Human Factors 

Research Project1 The LOSA Collaborative 

http://homepage.psy.utexas.edu/homepage/group/helmreichlab/publications/pubfiles/TEM.Paper. 

12.6.06.pdf. 

(4) University of Texas Human Factors Research Project The University of Texas at 

Austin 

http://homepage.psy.utexas.edu/homepage/group/helmreichlab/publications/pub%20project/252. 

pdf. 

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