Source: http://fsims.faa.gov/wdocs/fsb/dc-9_rev8.htm
Timestamp: 2018-10-16 04:33:41
Document Index: 93000806

Matched Legal Cases: ['art 91', 'art 121', 'art 121', 'art 121', 'arts 1', 'arts 61', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 61', 'art 121', 'art 121', 'art 121', 'ART 91', 'art 91', 'art 121', 'art 61', 'art 121', 'art 121', 'art 61', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 25', 'art 121', 'art 121', 'art 121']

McDonnell-Douglas DC9
McDonnell Douglas / DC9-10 through -87, MD80, MD88,
MD90, MD-90EFD, 717-200, MD-87 Fire Tanker
(562) 627-5334
Michael.a.nash@faa.gov
1. PURPOSE AND APPLICABILITY....................................................................................................4
2. PILOT “TYPE RATING” REQUIREMENTS......................................................................................6
3. “MASTER COMMON REQUIREMENTS” (MCR).............................................................................7
4. “MASTER DIFFERENCE REQUIREMENTS” (MDR)......................................................................9
5. FAA APPROVED “OPERATOR DIFFERENCE REQUIREMENTS” (ODR) TABLES......................10
6. FSB SPECIFICATIONS FOR TRAINING........................................................................................11
7. FSB SPECIFICATIONS FOR CHECKING......................................................................................15
8. FSB SPECIFICATIONS FOR CURRENCY.....................................................................................19
9. 14 CFR Part 91 AND 121 OPERATING RULES COMPLIANCE CHECKLIST...............................20
10. FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS.........................................................21
11. APPLICATION OF FSB REPORT………………………….….………………………………………...22
12. ALTERNATE MEANS OF COMPLIANCE.......................................................................................23
13. MISCELLANEOUS - RESERVED..........................................................................................................................................24
APPENDICES.......................................................................................................................................25
APPENDIX 1 MDR TABLES………..……………………….............................................................26
APPENDIX 2 ODR TABLES........................... .............................................................................30
APPENDIX 3 SPECIAL TRAINING/ CHECKING/ CURRENCY REQUIREMENTS..................... 98
APPENDIX 4 UNIVERSAL AVIONICS EFI-890R PFD/MFD INSTALLATIONS IN
BOEING DC-9-10 AIRCRAFT……………………………..………………… ………107
APPENDIX 5 ERICKSON AERO TANKER DC-9-87……………………………………………….112 l
Adds MD-90
Adds MD-90EFD
Adds B-717
Adds Appendix 5
1. Addition of Appendix 5, DC-9-87 Fire Tanker with installation of Garmin G750. I
2. Updated references with no change in content. l
1.1 This FSB report specifies FAA master training, checking, and currency requirements applicable to crews operating DC-9 and MD-80 and MD-88 and MD-90 and 717 aircraft under 14 CFR part 121. This report also addresses certain issues regarding operations other than under 14 CFR part 121 (e.g. Type Rating Determination).
1.1.1 Assigning the same pilot “Type Rating” to the DC-9 and MD-80 related aircraft including the
MD-88, MD-90, MD-90EFD, 717 and the DC-9-87 Fire Tanker.
1.1.2 Describing “Master Common Requirements” (MCRs) applicable to all DC-9/MD-80/MD-90 and
717 series aircraft.
1.1.3 Describing “Master Difference Requirements” (MDRs) for crews requiring differences qualification
for mixed-fleet-flying or transition,
1.1.4 Providing examples of acceptable “Operator Difference Requirement” (ODR) Tables,
1.1.5 Describing an acceptable training program and device characteristics when necessary to establish
compliance with pertinent MDRs,
1.1.6 Setting checking and currency standards including specification of those checks that must be
administered by FAA or operators and,
1.1.7 Providing information for FAA Field Offices about DC-9, MD-80, MD-90 and 717
compliance with title 14 of the Code of federal regulations (14 CFR), Advisory Circulars, or other operational criteria.
1.2 This report also provides:
1.2.1 Minimum requirements which must be applied by FAA field offices, (e.g. MCRs, MDRs, Type
rating designations, etc.),
1.2.2 Information which is advisory in nature, but may be mandatory for particular operators if the
designated configurations apply and if approved for that operator (e.g. MDR footnotes,
acceptable ODR tables), and
1.2.3 Information which is used to facilitate FAA review or an aircraft type or related aircraft
proposed for use by an operator (e.g. compliance checklist for FAA Field Office use).
Note: Various sections within the report are qualified as to whether compliance (considering the provisions of AC 120-53B) is required, recommended, or advisory in nature.
1.3 This report addresses DC-9 related models including: DC-9-11, -12. -13, -14, -15, -15F, -21, -31
-32, (VC-9C), -32F, (C-9A C-9B), -33F, -34, -34F, -41, -51, and MD-80 related models including:
MD-90EFD and 717. Refer to FAA Type Certificate Data Sheet A6WE.
1.4 Previous DC-9-10 through -87, MD-88, MD-90 and MD-90EFD reports are superseded. The provisions
of this report are effective until amended, superseded, or withdrawn by subsequent revisions to this FSB
The term “must” is used in this report and certain MDR footnotes even though it is recognized
that this FSB report, and AC 120-53B on which it is based, provides one acceptable
means, but not necessarily the only means of compliance with 14 CFR 121 Subpart N and O requirements. This terminology acknowledges the need for operators to fully comply with this FSB report MDR and ODR provisions, if AC 120-53B is to be used by the operator as the means of complying with 14 CFR part 121.
ACB Automatic Thrust Cutback
AHARS Attitude Heading and Reference System
ART Automatic Reserve Thrust
ASU/UDT-III Application Server Unit/Cockpit Display Terminal
ATR Automatic Thrust Restoration
AVT Audio Visual Training
CAWS Central Aural Warning System
EEDP Electronic Engine Display Panel
EFD Enhanced Flight Deck
EFI-890R Electronic Flight Instrumentation System
EOAP Electronic Overhead Annunciator Panel
SSDTU Solid State Data Transfer Unit
TRI Thrust Rating Indicator
UNS-1Lw Flight Management System
WSI AV-350 WSI InFlight Weather and Sirius Radio
2. PILOT “TYPE RATING” REQUIREMENTS.
In accordance with the provisions of 14 CFR parts 1 and 61, the same pilot “type rating” is assigned
to all DC-9/MD-80/MD-90and 717 related aircraft listed in paragraph 1.3, and is designated “DC-9”.
2.1 ORAL TEST.
Unless otherwise specified by ODR tables, the oral portion of a type rating practical test
need only address the related aircraft to be flown.
3. “MASTER COMMON REQUIREMENTS” (MCR)
The following master common requirements for DC-9, MD-80, MD-90 and 717 series aircraft are set for training and checking for this aircraft type. All other requirements are provided in 14 CFR parts 61, 91, and 121.
3.1 LANDING MINIMA CATEGORIES (14 CFR 97.3)
Minima to be used are specified in operations specifications for each operator as follows:
3.1.1 For operators with Automated Standard Operations Specifications [Paragraph C53(c)],
circling minima are determined by using the speed category appropriate to the highest
speed used during the circling maneuver.
3.1.2 If automated operations specifications have not been issued, circling minima are designated by
current Standard Operations Specifications and 14 CFR 97.3.
3.1.3 STRAIGHT-IN APPROACH
For the purpose of determining straight-in landing minima, the DC-9/MD-80/90/717 are considered
Category C aircraft, when using 40 Degree Flaps.
For the purpose of determining straight-in landing minima, with 28 Degree Flaps, the
categories for the DC-9/MD-80/90/717 are designated as follows:
For the purpose of determining straight-in landing minima, the DC-9 and 717 are Category C
aircraft for all landing flap settings.
DC-9, 717
All Aircraft with a
certified MLW 137,000
certified MLW more
than 137,000 lbs.
3.1.4 CIRCLING APPROACH.
For the purpose of determining circling approach minima, the minimums are based on the
highest speed used during a circling maneuver. As depicted in the table below, the highest
speed to be flown (speed category) during the circling maneuver must be used to determine the
the appropriate minimums. This will ensure that the aircraft will remain within the
designated maneuver area and assure obstacle clearance.
Less than 91 kts.
91 to 120 kts.
121 to 140 kts.
141 to 165 kts.
Above 165 kts.
3.2 NO FLAP APPROACH
No-Flap approach and landing must be demonstrated in all related aircraft. Other non-normal flap
conditions must also be addressed as they apply to the related aircraft.
3.3 REVERSE THRUST
The reverse thrust effects on ground handling are common to all the related aircraft. This includes rudder effectiveness and directional stability particularly as they relate to operations on
contaminated runways.
3.4 CENTER FUEL PUMP
Training in Center Fuel Tank Pump failures should be conducted in a training device with the
fuel system operative to the extent that the operators training program can be accomplished.
Training should be structured so that failures of the Center Tank Pumps are encountered in
“real time” during periods when other workload requirements may lessen the likelihood of the
crew’s recognition of the failure of the Center Tank Pump(s). This training should be
accomplished during Initial, Transition, Recurrent and Requalification Training.
3.5 SPECIFIC FLIGHT CHARACTERISTICS per ATP/PTS section IV, Task E:
4. “MASTER DIFFERENCE REQUIREMENTS” (MDR)
4.1 MDR TABLES.
Requirements for particular DC-9 and MD-80 series aircraft and MD-90, and 717 related aircraft combinations are shown in Appendix 1. These provisions apply to crew qualification which pertain to differences between related aircraft, and specify the minimum acceptable difference levels between related aircraft. The MDR table groupings are established based on similar cockpit configurations.
4.2 MDR FOOTNOTES.
Footnotes to MDR requirements define special situations that credit, constrain, or set alternative
difference levels. A footnote can indicate requirements that are less restrictive or more
restrictive than the basic designation, depending on the significance of the differences between related aircraft.
4.3 GENERIC GROUPINGS OF RELATED AIRCRAFT MODELS.
To simplify the description of the base aircraft and the difference aircraft reference groups, the
following generic titles are used in the MDR and ODR tables:
a) DC-9-10 group includes DC-9-11 through the DC-9-15F models;
b) DC-9 group includes DC-9-21 through DC-9-51 models;
c) MD-80 group includes DC-9-81 (MD-81) through DC-9-87 (MD-87) models;
d) The MD-88 is a stand alone group which includes only the MD-88 model;
e) The MD-90 is a stand alone group which includes only the MD-90-30 model;
f) The MD-90EFD is a stand alone group which includes only the MD-90EFD model.
g) The 717 is a stand alone group which includes only the 717 model.
5. FAA APPROVED “OPERATOR DIFFERENCE REQUIREMENTS” (ODR) TABLES.
5.1 ODR TABLES.
ODR Tables must be developed by each individual operator proposing or conducting mixed fleet flying. Sample tables in the standard format are shown in Appendix 2. ODR operator proposals are normally reviewed by certificate holding district offices and the Principle Inspector for review and approval. When proposals do not clearly show compliance with the provisions of this FSB report and issues remain unresolved, the AEG/FSB should be consulted.
5.2 DISTRIBUTION OF FAA APPROVED ODR TABLES.
5.2.1 Original FAA-approved ODR tables are to be retained by the operator.
5.2.2 Copies of FAA-approved ODR tables are to be retained by the Certificate Holding District Office
(CHDO), and provided to the DC-9/ MD-80/ MD-90/717 FSB Chair, Long Beach AEG.
6. FSB SPECIFICATIONS FOR TRAINING.
The provisions of this section of the report apply to programs for airmen who have previous experience in both 14 CFR part 121 air carrier operations, and multi-engine transport, Group II turbojet aircraft. For airmen not having such experience, additional requirements may be necessary as determined by the POI, FSB, and AFS-200.
6.1.1 EXISTING SINGLE RELATED AIRCRAFT TRAINING PROGRAMS.
Principal Inspectors or operators initially introducing a single DC-9, MD-80, MD-90 or 717
related aircraft may approve programs consistent with training programs having previous FAA approval. When such new programs are approved, operators should be aware that if other related aircraft are later added or aircraft differences are introduced, that ODR table development and FAA approval is necessary prior to mixed fleet operation of related aircraft.
6.1.2 EXISTING DC-9 AND MD-80/90 INTEGRATED TRAINING PROGRAMS.
Unless an initial or transition training program is completed for each related aircraft, programs with more than one related aircraft of DC-9, more than one related aircraft of MD-80 or MD-90, or combinations of DC-9, MD-80, MD-90, MD90EFD, and 717 require differences training programs meeting criteria specified by the MDR tables.
6.1.3 INTEGRATED TRAINING PROGRAM REDUCTIONS.
Examples of special circumstances that may be considered for reductions include credit for
previous applicable experience (e.g. operators implementing combined DC-9 and MD-80 fleets
who have crews previously qualified on one related aircraft, as provided for in 14 CFR part 121, section401(d) or an increase in the quality of effectiveness of the training process (e.g. new types of training devices).
6.2 INITIAL, TRANSITION OR UPGRADE TRAINING
Pilot Initial, Upgrade, and Transition Ground and Flight Training is accomplished in accordance with
14 CFR part 121, sections 419 and 424 respectively, or as contained in SFAR 58 Advanced Qualification
Program (AQP) as appropriate. When more than one related aircraft is to be flown or transition from one related aircraft to another is to accomplished, appropriate instruction in systems differences and adequate flight training that is consistent with the MDR provisions will be required to suitably address each related aircraft.
6.3 DIFFERENCES TRAINING (14 CFR part 121, section 418)
Differences training as provided in 14 CFR part 121, section 418, may be completed coincident with Initial, Upgrade, Transition, or Recurrent Training. The differences training requirements of Appendix 1 for a mixed-fleet assumes the crewmember has completed Initial, Transition, or Upgrade training and will subsequently receive differences training for other related aircraft groups.
a) Before airmen serve as Pilot-in-Command (PIC) under 14 CFR part 121 in a related aircraft group other than that in which a type rating practical test was completed, differences checks in accordance with the MDR provisions must be completed. Operators qualifying aircrews in one or more related aircraft, and who conduct the “interior and exterior visual preflight inspection” portion of practical tests under provisions of ATA Exemption 4416 (as amended), may apply provisions of that exemption to DC-9 and MD-80/90 related aircraft.
b) Where crewmembers fly several related aircraft and differences exist, such as in location and operation of doors, airstairs, exits, tailcone exit, and emergency equipment, operators should account for those differences in a manner acceptable to the FAA when applying provisions of Exemption 4416.
6.3.1 HANDLING QUALITIES.
Qualification in any related aircraft of the DC-9, MD-80, MD-90, MD-90EFD, or 717 provides
sufficient training to permit handling qualities credit for all other related aircraft. Any constraints to be applied for subsequent differences in flight characteristics are addressed in the Appendix 2 sample ODR tables.
6.3.2 ENGINE INTERMIX.
Pratt & Whitney engine intermix operations as specified by AFM must clearly address intermix
limits and performance (e.g. Vmcg, airport analysis, 14 CFR part 121, section 189 obstacle clearance, etc.). If this information is readily available to the flight crew and easily interpreted, then Level A/A/A is acceptable.
6.3.3 FLAP ANOMALIES.
Training in Flap Anomalies is conducted in accordance with the provisions of Appendix 3,
6.3.4 PASSENGER AND FREIGHTER RELATED AIRCRAFT.
Mixed flying of Passenger and Freighter Related aircraft within the same related aircraft group (e.g. DC-9-31 passenger and freighter configurations) or different related aircraft group (e.g. MD-80 passenger and DC-9-50 freighter) may require compliance with additional MDR footnote limitations (e.g. A/A/B). This is appropriate due to differences in doors, fire protection provisions, emergency evacuation, and other areas of differences.
6.3.5 FLIGHT MANAGEMENT SYSTEM (FMS).
Level C differences training requirements for the Flight Management System (FMS)
must include “hands-on” training with the FMS and its associated components. These
components include the Inertial Reference System (IRS) or AHARS, Multifunction
Control and Display Unit (MCDU), mode annunciation, autopilot and auto throttles,
and EFIS displays. Comprehensive treatment of this interrelated task training
typically requires a MINIMUM of eight programmed hours of “hands-on” instruction.
Approval of reductions below eight programmed hours, under the provisions of
14 CFR part 121, sections 401(d) or 405(d), by Principal Inspectors, should be
coordinated with AFS-200.
6.3.6 PERFORMANCE MANAGEMENT SYSTEM (PMS).
Level C differences training requirements for the Performance Management System (PMS) must
include “hands-on” training with PMS and its components. Comprehensive treatment of PMS
typically requires a MINIMUM of four programmed hours of “hands-on” instruction.
6.3.7 EXTENDED RANGE OPERATIONS.
Training programs should include proper application of ETOPS procedures and requirements
for aircraft and operations approved for ETOPS operations.
6.4 RECURRENT TRAINING
6.4.1 GROUND TRAINING.
Recurrent Ground Training must include appropriate training in accordance with 14 CFR part 121, section 427 for each related aircraft group (e.g. DC-9-30 or DC-9-82, etc.). Recurrent training must be in accordance with the items and levels specified by MDR and ODR tables for initial differences training.
6.4.2 FLIGHT TRAINING.
Recurrent Flight Training requires appropriate maneuvers and procedures identified in 14 CFR part 121 Appendix F or as contained in SFAR 58 Advanced Qualification Program (AQP) as appropriate. Maneuvers and procedures must address each related aircraft group operated.
6.5 OTHER TRAINING
6.5.1 OPERATING EXPERIENCE.
For Initial, Transition, Upgrade and Differences Training, except as described below,
14 CFR part 121, section 434 Operating Experience (OE) may be accomplished in any DC-9 related aircraft.
a) When qualified in the DC-9-30 through -50 series and qualification is sought in any
-80/90/717 series aircraft (with EFIS, EOAP, FMS) following differences training,
additional OE must include a minimum of two line segments (takeoff to landing)
in an -80/90/717 series related aircraft. For aircraft without EFIS, EOAP and FMS one line segment of OE is required.
b) When qualified in the DC-9-30 through -50 series and qualification is sought in
-10 series related aircraft, at lease one OE line segment must be flown with at least one takeoff and landing for each crewmember. See Appendix 3 for additional DC-9-10 training requirements.
c) When qualified in -80/90 series related aircraft and qualification is sought for series -20
through -50 related aircraft, following differences training, one OE line segment (takeoff
to landing) in any DC-9-20 through -50 related aircraft must be accomplished.
6.5.2 LOFT PROGRAMS, 14 CFR part 121, section 409(b)(3).
When operators have Line-Oriented Flight Training (LOFT) programs and additional related aircraft are approved, Principal Operations Inspectors (POIs) must review those LOFT programs to assure applicability to each related aircraft.
6.5.3 FLIGHT ATTENDANTS.
Due to similarities in cabin configuration, Flight Attendants may be qualified in all related aircraft. Training programs, however, must address any differences in doors, slides, communications, and emergency equipment for all related aircraft. The FSB has determined that it is necessary for each flight attendant to be proficient with procedures for operation of the rear exit and tailcone jettisoning and tailcone slide. Related aircraft specific flight training device requirements are addressed in the ODR tables.
6.5.4 DISPATCHER TRAINING
POIs should assure that operators have complied with 14 CFR part 121, section 422, (Dispatcher Training) for all related aircraft as follows: Dispatchers may be qualified for all related aircraft. However, if related aircraft have different performance, procedures, or limitations (e.g. use “Flex” thrust ratings, ARTS, MMEL, CAT IIIa, Engine Intermix, or similar differences), dispatchers
must be trained to suitably address those differences. Records should be kept for each
related aircraft for which dispatchers are qualified.
Checking specified by 14 CFR part 61 Practical Test Standards and 14 CFR part 121, Appendix F, Order 8900.1 and SFAR 58 apply to all related aircraft. For 14 CFR part 121, differences checking items are accomplished as specified by MDRs and ODRs.
7.2 PRACTICAL TESTS 14 CFR 121 OPERATIONS.
Airmen may complete the necessary practical test in any related aircraft for issuance of a “DC-9” pilot
7.2.1 Before airmen serve as Pilot-in-Command (PIC) under 14 CFR part 121 in a related aircraft group other than that in which a type rating practical test was completed, differences checks in accordance with the MDR provisions must be completed. Operators qualifying aircrews in one or more related aircraft, and who conduct the “interior and exterior visual preflight inspection” portion of practical tests under provisions of ATA Exemption 4416 (as amended), may apply provisions of that exemption to DC-9,MD-80/90, and 717 related aircraft.
7.2.2 Where crewmembers fly several related aircraft and differences exist, such as in location and operation of doors, airstairs, exits, tailcone exit, and emergency equipment, operators should account for those differences in a manner acceptable to the FAA when applying provisions of Exemption 4416.
7.3 PRACTICAL TEST 14 CFR PART 91 OR 125 OPERATIONS.
When possible, a practical test for an applicant intending to operate under 14 CFR part 91 or 125 should be conducted in a related aircraft of the same group intended to be flown (e.g. Test conducted using a DC-9-30 series aircraft for an applicant intending to fly a DC-9-31). In the event this is not possible or practical, or where a DC-9 Type Rating is sought and no specific DC-9 and MD-80/90/717 operation is planned or intended, the test may be conducted using any DC-9 or MD-80/90/717 related aircraft. In this instance, and following a successful test, the applicant should be advised of the desirability of completing subsequent differences training if other related aircraft are to be flown.
7.4 AREAS OF EMPHASIS.
7.4.1 AUTOMATIC AND MANUAL FLIGHT.
Proficiency with manual and automatic flight in normal, abnormal and emergency
situations must be demonstrated. This includes the use of automated equipment Electronic
Flight Instrument System (EFIS), Digital Flight Guidance System (DFGS), Flight
Management System (FMS), etc. and their associated reversionary modes (Compact Mode, IRS
Only, etc.). The use of manual modes (Manual Approaches) and backup equipment must be
demonstrated at proficiency checks by all crewmembers.
7.4.2 UNIQUE DESIGN FEATURES AND PROCEDURES.
Proper use of features not commonly found on other transport aircraft such as “Dial-a-Flap”,
Flap and Center of Gravity (CG) readout, Automatic Reserve Thrust (ART), Heads up Display
(HUD), the possible need to retract flaps following engine failure during approach, proper
response to “spoiler float”, or similar unique issues must be addressed.
7.4.3 NOISE ABATEMENT.
When noise abatement procedures other than those specified by AC 91-53A are used, proper
execution of the approved procedure should be observed. Operational approval of thrust cutback
is required by the POI.
7.4.4 FLAP ANOMALIES.
Checking in Flap Anomalies is conducted in accordance with the provisions of Appendix 3,
7.4.5 ADDITIONAL TRAINING ADVISED.
Completion of a briefing of an applicant regarding the desirability of additional differences
training prior to flying other DC-9/MD-80/90/717 related aircraft may be noted by the inspector adjacent to the “Inspector’s Report” block of the FAA Form 8710-1. The inspector should recommend that at least one of the following provisions be met prior to serving as PIC of a related aircraft other than the one in which the original test was accomplished:
a) Completion of differences training in accordance with or equivalent to that specified for
14 CFR part 121 (e.g. Compliance with MDRs),
b) Completion of a check in accordance with 14 CFR part 61, section 58 completed in the
related aircraft(s) to be flown, or
c) Completion of a proficiency check in accordance with or equivalent to that specified by
14 CFR 121, a check conducted by a US military service or other equivalent check in an
aircraft of the related aircraft group to be flown.
7.5 PROFICIENCY CHECKS.
7.5.1 GENERAL.
Proficiency Checks (PC) are administered as designated in 14 CFR part 121, section 441 and
Appendix F for a particular DC-9, MD-80/90, or 717 related aircraft group.
a) Satisfactory completion of a proficiency check may be substituted for recurrent
flight training as permitted in 14 CFR part 121, section 433(c).
b) Proficiency checks which may be required in accordance with 14 CFR part 61 section 58, but
do not pertain to 14 CFR part 121 operations, should be administered using the related aircraft or a related aircraft within the same group as the aircraft intended to be flown unless otherwise authorized by the FAA.
c) Guidance on specific maneuvers and devices necessary to address MDRs is provided
in the sample ODR tables of Appendix 2 or by ODR tables of other FAA- approved
7.5.2 FMS DEMONSTRATION OF COMPETENCY.
a) FMS CHECKS:
Checking for differences related to a related aircraft having FMS should include initialization, takeoff, departure, cruise, arrival, transition to a precision and non-precision approach, missed
approach, holding, diversion to an alternate or route re-clearance, and pertinent non-normal’s.
FMS competency may be demonstrated in conjunction with other training/checking, or may be
addressed separately using the procedures described in 14 CFR part 121, section401(c).
b) CREDIT FOR EXPERIENCE.
When an airman being checked had previous experience with the same or similar FMS and
demonstrates obvious competency with FMS operation, check airmen or FAA Inspectors may
waive further demonstration.
c) DEVICES.
If an FMS equipped simulator or airplane is not used for a PC, an additional demonstration of
proficiency on the FMS using a level 4 FTD or higher is required. The device used for this
portion of the PC may be the same device used for training. Devices that may be used for this
training/checking are defined in Section 10 of this report.
7.6 LINE CHECKS (14 CFR part 121, section440).
Line Checks completed for a DC-9, MD-80, MD-90, or 717 may satisfy requirements for any of the aircraft.
7.7 QUALIFICATIONS OF FAA INSPECTORS, DESIGNATED EXAMINERS, AND CHECK AIRMEN.
FAA Inspectors, designated examiners, and check airman should have completed appropriate
training for the related aircraft(s) to be flown. Unless otherwise specified by the FAA, airman certification
for the DC-9/MD-80/MD-90/717 related aircraft groups should be conducted by individuals qualified in the respective related aircraft group. Check airmen assigned to more than one related aircraft group for the purposes of supervision of OE under 14 CFR part 121, section 434 should have completed at least two line segments or two takeoffs and landings in the respective related aircraft group(s) for which they will serve as check airman (e.g. DC-9-50 or MD-80 series).
8. FSB SPECIFICATIONS FOR CURRENCY.
8.1 GENERAL (Recent Experience) 14 CFR part 121, section 439.
8.1.1 GENERAL.
Unless approved through ODR tables, currency required by 14 CFR part 121, section 439 is to be addressed separately for each related aircraft group as specified in MDR Tables. For programs approved through ODR tables, currency is specified in accordance with MDRs. Operators procedures should ensure that crewmembers will have significant exposure to all related aircraft groups to be flown.
8.1.2 COMPLIANCE.
Any currency method approved requires some means for the operator and the FAA to
assess the level of compliance, in order to assure that crewmembers are meeting currency
8.2 METHODS FOR RE-ESTABLISHING CURRENCY.
8.2.1 LEVEL B.
Currency may be re-established by crewmember review of pertinent differences training
materials per operator’s guidelines.
8.2.2 LEVEL C.
Currency is re-established by completing required items as shown in the ODR Table
using a device equal to or higher than that specified for Level C differences training
8.2.3 LEVEL D.
Currency is re-established by completing pertinent maneuvers as shown in the ODR
Tables using a device equal to or higher than that specified for Level D differences
8.3 ALTERNATIVE METHODS.
Alternative methods of re-establishing currency include flight with an appropriately qualified
flight instructor or check airman during training or operations, completion of proficiency training, or a
9. 14 CFR 91 AND 121 OPERATING RULES COMPLIANCE CHECKLIST
9.1 OPERATING RULES COMPLIANCE CHECKLIST.
Due to the extensive operating experience of the entire DC-9/MD-80/MD-90 fleet, an Operating Rules Compliance Checklist has not been included in this report. Inspectors who need to establish compliance with operating rules for a new operator or related aircraft new to his or her operator are encouraged to coordinate with the POI of another carrier who is operating that related aircraft.
9.2 EMERGENCY EVACUATION.
All the listed emergency evacuation findings accomplished under simulated demonstration were completed in accordance with 14 CFR part 25.803 and are credited under 14 CFR part 121, section 291 for configurations and passenger capacities specified below and in FAA Order 8900.1, Vol.3, Chapter 30, Section 9. All the listed emergency evacuation findings determined by analysis are based on actual simulated emergency evacuation tests as indicated below. In general, a mini evacuation is not required if the particular operator’s crews are currently qualified on a DC-9 related aircraft with the same or similar interior configuration, exit configuration and cabin crew compliment and duties. If significant differences exist, the need for a mini evacuation is determined by the certificate holding district office.
a) The DC-9-30 has demonstrated, under simulated emergency evacuation tests, successful evacuation of 127 passengers and 5 crew members.
b) The DC-9-50 has demonstrated, under simulated emergency evacuation tests, successful evacuation of 139 passengers and 5 crew members.
c) The DC-9-80 has demonstrated, under simulated emergency evacuation tests, successful evacuation of 172 passengers and 6 crew members.
d) The DC-9-87 has demonstrated by analysis, based on simulated emergency evacuation tests for the DC-9-50 and the DC-9-80, successful evacuation of 139 passengers and 5 crew members.
e) The MD-90 has demonstrated by analysis, based on simulated emergency evacuation tests for the DC-9-80, successful evacuation of 172 passengers and 6 crew members.
f) The 717 has demonstrated by analysis, based on a), b), c), d), and e) above, successful evacuation of 134 passengers and 5 crew members.
10. FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS.
10.1 DEVICE AND SIMULATOR CHARACTERISTICS.
Device and simulator characteristics pertinent to related aircraft are as designated in Advisory
Circular 120-53B and must replicate the aircraft to the extent necessary to appropriately accomplish required training and checking. This includes sufficient detail to train for normal cockpit setup and appropriate system checks.
10.1.1 FMS TRAINING.
FMS (includes IRS or AHARS) and EFIS training and checking must be conducted in a
device which meets the criteria for a Level 4 FTD or higher. The device must include at least one MCDU, associated EFIS displays and controls and Navigation controls (AHARS or IRS), associated Flight Guidance Control Panel and Flight Mode Annunciators. Computer software used in the FMS and DFGS training must be the same as or equivalent to software utilized on the aircraft.
10.1.2 ENGINE AND OVERHEAD DISPLAY.
When different engine display formats are used, crews should be trained using the different
displays to assure proper display interpretation and use. In the case of the Electronic Engine
Display Panels and Electronic Overhead Annunciator Panels, installed on some MD-80 series
aircraft, level C training is required with a level 4 FTD or higher. POIs should ensure that these
devices are used to adequately portray realistic scenarios, including normal, abnormal and
emergency annunciation. The trainer should have the capability for the instructor to input
system faults for training realism.
10.2 AIRCRAFT, SIMULATOR AND DEVICE COMPATIBILITY (Ref. 14 CFR part 121.407).
When related aircraft are flown in mixed fleets, the combination of simulators and training devices used to satisfy MDR and ODR provisions must match specific related aircraft flown by that operator in order to satisfactorily meet training, checking and currency requirements. The acceptability of differences between training devices, simulators, and aircraft must be addressed by the POI.
10.3 DEVICE APPROVAL.
Requests for device approval should be made to the POI. If device characteristics clearly meet
established FAA criteria and have been qualified by the National Simulator Program (NSP),
the POI may approve the use of those devices for that carrier. When devices do not clearly satisfy
a given level, POIs should request advice from the FSB Chairman or NSP.
11. APPLICATION OF FSB REPORT.
11.1 OPERATORS WITH ANY ONE RELATED AIRCRAFT.
Operators must apply relevant parts of this report (e.g. Type Rating designation, checking maneuvers
related to 14 CFR 121, etc.) following the effective date of this report.
11.2 OPERATORS WITH A MIXED FLEET.
Apply the provisions of paragraph 11.1 as described above. In addition, mixed fleet compliance with MDR, ODRs, and other relevant FSB report provisions is necessary. Compliance must be within a period of 90 days from the date of an operator’s commencement of mixed-fleet flying, or obtain alternate compliance. Since FAA review and approval of training programs, training devices, training methods, and other items requires a reasonable period of time, and since many DC-9, MD-80/90, or 717 operators may need to apply for approval under the provisions of AC 120-53B, operators should plan to submit proposed ODR tables to POIs at least 30 days prior to the expected date of approval in order to assure timely review and approval of the operator’s proposed program.
12. ALTERNATE MEANS OF COMPLIANCE.
12.1 APPROVAL LEVEL AND APPROVAL CRITERIA.
Alternate means of compliance to difference requirements of 14 CFR part 121 Subpart N and O for mixed fleet operations, other than as specified in provisions of this report, must be approved by AFS-200. If Alternate compliance is sought, operators will be required to establish that the proposed alternate means provides an equivalent level of safety to the provisions of AC 120-53B and this FSB report. Analysis, demonstrations, proof of concept testing, differences documentation, or other evidence may be required.
12.2 EQUIVALENT SAFETY.
In the event alternate compliance is sought, training program hour reductions, simulator approvals, and training device approvals, may be significantly limited and reporting requirements may be increased to assure equivalent safety. FAA will generally not consider relief through alternate compliance unless sufficient lead time had been planned by an operator to allow for any necessary testing and evaluation.
12.3 INTERIM TRAINING PROGRAMS.
In the event of clearly unforeseen circumstances in which it is not possible for an operator to comply with MDR provisions, the operators may seek an interim training program rather than a permanent alternate compliance method. Financial arrangements, scheduling adjustment, and other such reasons are not considered “unforeseen circumstances” for the purposed of this provision.
13. MISCELLANEOUS-RESERVED
MASTER DIFFERENCE REQUIREMENTS - DC-9/MD-80/MD-90/717
FROM AIRCRAFT ( BASE AIRCRAFT )
MD90 EFD
- / - / - (1)(2)(3)
MD-90 EFD
NOTES: Each cell of the MDR identifies the minimum training, checking, and currency requirement applicable to mixed fleet flying or transitioning between the referenced aircraft pair.
Currency interval is as required by 14 CFR and/or approved Recurrent Training Program unless otherwise noted in the ODR Tables.
(1) With installation of any of the following systems in combination C / C / C:
· Electronic Flight Instrument System......................... ( EFIS )
· Flight Management System...................................... ( FMS )
· Performance Management System.......................... ( PMS )
(2) With installation of either of the following systems in combination B / B / B:
· Electronic Engine Display Panel............................... ( EEDP )
· Electronic Overhead Annunciator Panel................... ( EOAP )
· Performance Management System.......................... ( FMS )
(3) Credit is given for training accomplished with Electronic Display Systems, EFIS, PMS, or FMS installed on earlier model MD-80 airplanes provided any software or procedural questions between related aircraft are addressed.
(4) Each Captain must receive one line segment of Operational Experience (OE) or equivalent Special Purpose Operational Training (AC 120-53B) in a Level C or higher simulator.
(5) See Appendix 3, paragraph IX, for Special Training Requirements and specific Differences Training Requirements for the DC-9-10.
(6) The FSB did not specifically evaluate the differences between the DC-9-10,
MD-90 or MD-90EFD. Should an operator wish to operate DC-9-10, MD-90 or MD-90EFD aircraft in mixed fleet flying, with either aircraft being the “base” aircraft, consult the DC-9 / MD-80 / MD-90 FSB chairman and AFS-200.
(7) Each Captain must receive two line segments of Operational Experience
(OE) or equivalent (two legs) Special Purpose Operational Training
(AC120-53B) in a Level C or higher simulator.
(8) Each Captain must receive two line segments of Operational Experience or
equivalent (four hours) Special Purpose Operational Training
(AC 120-53B) in a Level 6 FTD or higher.
(9) When transitioning between Electronic Flight Instrument Systems and Flight Management Systems: C / C / C
(10) See Appendix 4 for specific training, checking and currency requirements for the Universal EFI-890R installation on the DC-9-10.
DIFFERENCE TRAINING CHECKING CURRENCY
(Or integrated
with next PC)
Task or System
Full PC using Simulator C/D or Aircraft*
Per 14 CFR
(takeoffs & landings in simulator C/D or the aircraft
# At level E = FAA Type Rating is Assigned.
* = OE (Supervised Line Flying) or Special Purpose Operational Training is required.
PC = Proficiency Check.
OPERATOR DIFFERENCES REQUIREMENTS (ODR) TABLES
SAMPLE OPERATOR DIFFERENCES REQUIREMENTS TABLE
DIFFERENCE AIRCRAFT:MD-80 ANALOG
BASE AIRCRAFT: DC-9
APPROVED BY POI:
Body extension 28.5 ft., Wing extension 14.5 ft., Dorsal fin 1.9 ft., Engine strakes, aft galley service door
Addition of DFGS,
Dial-A-Flap, CG
Computer, FMA,
Pressurization Control panel, Digital Fuel System,
Hydraulic controls, auto-throttles, brake selector.
Growth related changes.
-200 series engines (increased thrust)
NOTE: The following abbreviations are used in these tables:
AVT* - Audio Visual Tape presentation
CBT* - Computer Based Training
CHKG - Checking
FLT CHK - Flight Check
LEC* - Lecture
SIM - Simulator specifies minimum level
TNG HND OUT - Training Hand Out
* Any one form of presentation or any combination may be acceptable.
21. AIR COND & PRESS.
Automatic Controller, Radio Rack Cooling Fans, Manual Pressure controller handle.
DFGS, Auto Throttles, Flight Mode Annunciator.
24. ELECTRICAL
Minor changes in power distribution, location of cross-tie lockout switch, Battery SW lock
Annunciator Lights, Lavatory Fire & Smoke Detectors.
27. FLIGHT CONTROL
Auto Ground Spoiler (T.O./RTO made with Auto Brakes), Inboard Ground Spoiler Panel added Slat (mid position) Flap Handle & detents, stall warning computer, (includes Stick Pusher and Post stall Recovery Protection), Dial-A-Flap, Stabilizer takeoff position indicator.
Digital Fuel Qty. and Totalizer Gauge Tank Capacities
***= A lower level device has not been evaluated
29. Hydraulics
Transfer Pump function.
30. Ice and Rain
Nose Strakes (heated), Stall Warning Vane Heaters (Nomenclature), De-Icing Switch control and function.
31. Indicating
Central Aural Warning System (CAWS).
32. Landing
Uplatch check eliminated, brake selector handle removed, one brake press accumulator removed, 3 gear not safe lights eliminated, wheel not turning light. Added brake temp gauge, location of nose gear mechanical down lock indication.
Flight instruments upgraded, pitot static system, CADC, attitude comparator system, instrument switching, terrain warning, PMS, HUD, OMEGA, TRI, and GPWS upgraded.
Oxygen generators vs. tank with manifold.
36. Pneumatics
49. Auxiliary
60 second time delay feature.
52/53/56.
Doors/ Fuselage
AFT service door added, aft door and slide operation gear viewing window eliminated.
73-80. Engines
Flight idle position, ART, Ignition system, Engine sync, thrust reverser (Landing Procedure), Starting procedures Engines -200 series.
Growth and system related changes.
Takeoff, climb, cruise, instrument & missed approach
Use of DFGS, Auto-throttle, autopilot and flight director.
DIFFERENCE AIRCRAFT:MD-88
BASE AIRCRAFT: MD-80
EOAP, EEPD
FMS, AHARS, IRS
Increased to as high as 160,000 lbs. takeoff and 150,000 lbs. landing
-217c or -219 engines.
21. Air Cond. & Pressurization
Digital pressurization control panel.
Flap speeds, Rudder travel unrestricted speed changes. Ground spoiler lock-out (Flap ext. beyond 6° in flight).
Fuel tank configuration.
Hyd. Pump control switches changed.
31. Indicating & Recording
FMS, EFIS, IRS
Starting procedures -217c or -219 EEDP
Use of FMS, AHARS, IRS
EOAP, EEDP
EFIS Compact Mode
FMS, AHARS, IRS, EFIS
System related changes
SAMPLE OPERATOR DIFFERENCES REQUIREMENT TABLE
DIFFERENCE AIRCRAFT:MD-90
BASE AIRCRAFT: MD-88
Fuselage length, stabilizer plan form reduced, vertical stabilizer extended.
Switches/Gauges additions and deletions, switch functions, switch locations, EFI, EEDP, ESDP, FMS, EOAP, TRP.
IAE V-2500 Increased thrust design changes.
21. Air Conditioning and Pressurization
A/C Pressure gauge replaced with flow gauge, Digital controller, Bleed Air sources.
DFGS/FMS Upgrades
Audio control panels, Fault Light, Alternate Sw light.
VSCF System added, CSD gauges/switches and indicators deleted, redesigned system control panel, Emergency power “Armed” function added, AC Load meter calibration changed, Batteries (number, capacity and location), Battery direct BUS reset function, EOAP messages changed, Ground service BUS panel changed.
25. Equipment and Furnishings
Observer seat and peripheral equipment, various cabin furnishings.
TNG HND OUT
26. Fire Protection and Detection
Automatic fault detection and message, automatic loop switching, test switches and functions.
Mach Trim through autopilot trim system, pylon flap added, powered elevator and cable loop added, secondary rudder limiter added, Elevator at Limit annunciation, Elev. Lad Feel changed, Split Elevator msg.
Return to tank system.
Alternate Fuel burn system.
Main Tank Fuel Pressure Low Message.
Center tank Fuel Pressure Low Message.
Fuel Heat Switches Removed.
Hydraulic Control Switches changed.
Quantities Limits changed.
Powered Elevator system added.
Strakes & VSCF Inlet Electrical Anti-ice system.
Simultaneous Wing/Tail De-ice with Wing Flaps >28°.
Single Anti-ice Valve for engines.
HND OUT
31. Indicating/
Carbon brakes.
Increased Brake Temp. Limits.
Autobrake disconnect at 90% pedal travel.
O/W Exit Lights operation during Emergency power operation.
L/R Tail Temp. High annunciations added.
Added EOAP MSGs.
49. APU
EGT gauge in % vs. RPM.
Door switch deleted.
Operational envelope expanded to FL370.
Cool down timer increased to 90 seconds.
In-flight Battery Start Capacity added.
72. Engines
V-2500 Engines
Engine Vibration Monitoring system added.
Engine start switches changed.
N1 default mode added.
Engine Sync. Changed.
Over Rated Thrust (ORT) Gate added.
Oil Qtys. Limits changed.
Thrust Rating Panel (TRP) changed.
73. Fuel Control
Lever lock fuel SW (with light indicator)
Ignition switch changed.
Auto Ignition function added.
Electronic Engine Display Panel added.
Electronic Systems Display Panel added.
78. Engine Exhaust
Cascade Thrust Reverser added.
Reverser thrust Lever (detent) added.
VSCF Inlet Ducts
Optional use of FMS.
Optional use of Auto Thrust Cut-Back.
DIFFERENCE AIRCRAFT: MD-90
BASE AIRCRAFT: MD-80 Analog
Fuselage Length stabilizer planform reduced.
Vertical stabilizer extended
Switches/Gauges additions and deletions.
Switch Location, EFIS, EEDP, ESDP, FMS, EOAP, TRP.
A/C Pressure gauge replaced with flow gauge.
Bleed Air sources.
22. Autoflight
DFGS Upgrades.
LNAV, VNAV added.
Audio Control Panels.
Fault Light alternate SW Light.
VSCF System added. CSD’s Gauges/Switches and Indicators deleted.
Redesigned system control panel. Emergency Power “Armed” function added.
AC Loadmeter calibration changed. Batteries (number, capacity and location), Battery Direct BUS reset function,
EOAP messages changed, Ground service BUS panel changed.
Observer Seat and peripheral equipment.
Various cabin furnishings.
26. Fire protection and detection.
Mach Trim through autopilot trim system, pylon flap added, powered elevator and cable loop added, secondary rudder limiter added, Elevator At Limit Annunciation, Elevator load feel changed, Split Elevator MSG.
Main Tank Fuel Level Low Msg.
Fuel tank boost pump switches changed for AFB.
Center Fuel tank Pressure Low Msg.
Hydraulic switches changed.
Strake and VCSF inlet electrical anti-ice system.
Simultaneous Wing/Tail de-ice with flaps>28°.
31. Indicating /
O/W Exits Lights operation during Emergency Power operation.
IRS, EFIS, FMS
L/R Tail Temp. High Annunciations
Added EOAP msg.
Operational envelope expanded.
In-flight Battery Start capability added.
Bleed air available in flight.
V-2500 Engines.
Engine Vibration Monitoring System changed.
Oil Quantities limits changed.
Lever Lock Fuel SW (with light indicator) added.
ART switch deleted.
Ignition SW change
VSCF Inlet Ducts.
Optional Use of Auto Thrust Cutback.
Windshear Guidance (see appendix 3)
EFIS Compact Mode (see appendix 3)
Vertical stabilizer extended.
Switches/Gauges
Switch Location: EFIS, EEDP, ESDP, FMS, EOAP, TRP
DFGS Upgrade
Audio Control Panel.
Alternate SW Light
VSCF system added.
CSD’s Gauges/Switches and Indicators deleted.
Redesigned system control panel.
Emergency Power “Armed” Function added.
AC Loadmeter calibration changed.
Batteries (number, capacity and location).
Battery Direct BUS reset function.
EOAP Messages changed.
Ground Service BUS panel changed.
Automatic Fault detection and message.
Automatic Loop switching.
Test switches and functions.
Mach trim through autopilot trim system.
Pylon flap added.
Powered elevator and cable loop added.
Secondary Rudder Limiter added.
Elevator at Limit Annunciator.
Elevator Load Feel changed.
Split Elevator MSG.
Main tank Fuel Level Low message.
Center Fuel Tank Pressure Low message.
Strake and VSCF inlet electrical anti-ice system.
Simultaneous Wing/Tail de-ice with flaps >28°.
31. Indicating / Recording Systems