\37\ See Sec.  91.1063(b).
---------------------------------------------------------------------------

    Sections 135.3 and 91.1063, which allow, and in some cases require,
operators to train and qualify pilots under part 121, raise the
training requirements for these other operators and permits them to
benefit from the more balanced mix of training and checking in part 121
(versus the testing and checking emphasis in part 135 and 91K). See 60
FR 65940, December 20, 1995 (Air Carrier and Commercial Operator
Training Programs final rule (RIN 2120-AC79)), 66 FR 37520, July 18,
2001 (Regulation of Fractional Aircraft Ownership Programs and On-
Demand Operations NPRM (RIN 2120-AH06)). However, some of the proposed
revisions to part 121 in this NPRM are not compatible with all part 135
and 91K operations because of differences between the requirements for
minimum flight crew and pilot certification.
    First, for these other operators who either choose or are required
to train and qualify pilots in accordance with part 121 requirements,
the part 121 SIC certification requirements do not apply. SIC pilots
serving in these operations are not required to hold an ATP certificate
or type rating in the airplane in which they serve. However, this NPRM
includes proposed revisions to the upgrade curriculum requirements in
subpart N of part 121 based on the presupposition that the pilot
entering the upgrade curriculum already holds an ATP certificate and
type rating for the airplane. Since this presupposition is not
applicable to pilots serving in part 135 and 91K operations, the FAA
proposes to retain the existing upgrade curriculum requirements for
part 135 operators and fractional ownership program managers who use a
part 121 subparts N and O training and qualification program.
    Second, unlike part 121 operating rules which require at least two
pilots for all operations (Sec.  121.385(c)), certain operations under
parts 135 and 91K may be conducted with only one pilot. The proposed
leadership and command and mentoring enhancements to part 121 training
programs were developed based on the assumption by the MLP ARC and the
FAA that at least two pilots are serving on the flight deck during
operations. Since this assumption is not applicable to all part 135 and
91K operations, for these other operators who choose to train and
qualify pilots in accordance with part 121 requirements, the FAA
proposes to limit the applicability of the leadership and command and
mentoring training to pilots in command serving in operations that
require two or more pilots.
    The remaining proposed amendments to subparts N and O of part 121
would apply to these other operators. The FAA notes that the proposal
for a PPDC would not apply to these other operators because this
provision is proposed in subpart A of part 121.
    The FAA also proposes to revise Sec.  121.431(a)(1) to remove
language that is redundant to Sec.  135.3(b) and (c). The FAA believes
Sec.  135.3(b) and (c) adequately address the requirements for part 135
operators who choose, or are required, to train and qualify pilots
under part 121.

L. Flight Simulation Training Device (FSTD) Conforming Changes

    In a 1996 final rule, Advanced Simulation Plan Revisions, the FAA
replaced the terminology used in appendix H to part 121 to identify the
varying capabilities of the different simulators at that time (61 FR
30726, June 17, 1996).\38\ Then, in a 2006 final rule, Flight
Simulation Training Device Initial and Continuing Qualification and
Use, the FAA added part 60 to title 14, providing requirements for the
evaluation, qualification, and maintenance of FSTDs (71 FR 63392,
October 30, 2006).\39\ Based on the changes made by these two final
rules, the Pilot Certification rule as well as the substantive
proposals found elsewhere in this NPRM, the FAA proposes a number of
conforming changes throughout subparts N and O, and appendices E, F and
H as described in more detail in the following discussion.
---------------------------------------------------------------------------

    \38\ RIN 2120-AF29
    \39\ RIN 2120-AH07
---------------------------------------------------------------------------

    References to FSTDs in subparts N and O and appendices E and F have
been updated to reflect current terminology. Specifically, references
to visual simulators (Level A FFS) and advanced simulators (Level B, C
and D FFS) have been updated to reflect current terminology and all
references to simulation technology that no longer exists have been
removed.
    As a result of the terminology updates and the commonality in
training maneuvers and procedures across qualification curriculum
categories, the FAA is proposing revisions to appendices E and F to
consolidate the columns identifying the FSTD or airplane required for
the completion of each maneuver or procedure. There is only one
substantive change to a required maneuver or procedure in appendices E
and F. This change is described later in the preamble discussion
pertaining to preflight visual inspection using pictorial means.
    In Sec.  121.439, the FAA proposes to update the references to
visual simulators (Level A FFS) and advanced simulators (Level B, C and
D FFS) to reflect current terminology. In addition, the FAA clarifies
that a Level A FFS may not be used to satisfy the requirements of this
section because a Level A FFS cannot be qualified under part 60 for
takeoff and landing tasks. Accordingly, all requirements associated
with completing takeoffs and landings in a Level A FFS have been
removed from this section.
    The FAA proposes to remove the experience requirements for use of a
Level C FFS and to conform appendix H terminology with subparts N and
O.
    The current distinction in capabilities between a Level C and Level
D FFS is negligible. The primary difference that exists today between a
Level C and a Level D FFS is the evaluation of vibration and sound.
Level D evaluation involves objective criteria while Level C evaluation
of vibration and sound is subjective. Additionally, the FAA considered
the increase in the baseline qualification and experience requirements
for all pilots engaged in part 121 operations put into place by the
Pilot Certification rule. Based on the current simulation technology
and current part 121 pilot qualification and experience, the FAA has
determined that the appendix H experience requirements for use of a
Level C FFS are unnecessary.
    The FAA further notes that removing the experience requirements for
use of a Level C FFS is consistent with Exemption No. 5400 as amended
over the last 22 years. In 1992, the FAA first issued Exemption No.
5400 to the member airlines of the Air Transport Association of America
(now Airlines for America), and ``other similarly situated Part 121 air
carriers.'' This exemption allows air carriers to conduct pilot
training in a Level C FFS while providing an exemption from the pilot
experience requirements in appendix H. At the time of this first
exemption, the FAA recognized that more than a decade of experience
with training and checking under appendix H had proven these experience
requirements to be excessively conservative. This exemption has been
extended multiple times without any adverse impact on safety and is
still in place today. See FAA Exemption No. 5400L, Regulatory Docket
No. FAA-2001-10676.
    However, the FAA notes that the experience requirements in Sec.
61.64 for

use of a Level C or D FFS still apply to practical tests for type
ratings conducted in a part 121 training and qualification program. The
experience requirements in Sec.  61.64 ensure that a pilot has minimum
level of inflight experience in a turbojet airplane or turbo-propeller
airplane, as applicable, prior to serving as PIC in operations under
any part of title 14 in a turbojet or turbo-propeller airplane that
requires a type rating.
    The floating paragraph below Sec.  121.409(b)(3) requires the
Administrator or a check airman to ``certify'' satisfactory completion
of a course of training conducted in a simulator. This provision was
implemented at a time when simulator technology was new and unproven.
As technology advanced, the FAA incrementally raised the standards for
performance of simulators, while simultaneously increasing the
allowance for training and checking in a simulator. As a result, the
FAA believes that training conducted in FFS is effective and believes
that the certification required by an instructor in accordance with
existing Sec.  121.401(c) is sufficient.\40\ Therefore, the FAA
proposes to remove the floating paragraph below Sec.  121.409(b)(3)
because the FAA is confident in the effectiveness of today's simulation
technology and the instruction that occurs.
---------------------------------------------------------------------------

    \40\ Section 121.401(c) states, Each instructor, supervisor, or
check airman who is responsible for a particular ground training
subject, segment of flight training, course of training, flight
check, or competence check under this part shall certify as to the
proficiency and knowledge of the crewmember, aircraft dispatcher,
flight instructor, or check airman concerned upon completion of that
training or check. That certification shall be made a part of the
crewmember's or dispatcher's record. When the certification required
by this paragraph is made by an entry in a computerized
recordkeeping system, the certifying instructor, supervisor, or
check airman must be identified with that entry. However, the
signature of the certifying instructor, supervisor, or check airman
is not required for computerized entries.
---------------------------------------------------------------------------

M. SIC Training and Checking Conforming Changes

1. Amendments to Training Requirements in Appendix E to Part 121
    Certain maneuvers and procedures in appendix E to part 121 are
limited to PIC training. Those maneuvers and procedures are as follows:
Steep turns, zero-flap approaches and landings, landing and go around
with the horizontal stabilizer out of trim, and maneuvering to a
landing with a simulated powerplant failure. Additionally, depending on
the air carrier's policies, circling approaches may also be limited to
PIC training. However, in this NPRM, the FAA proposes to require that
SIC training include these maneuvers in order to align appendix E with
the training requirements in Sec.  61.71(b). The Pilot Certification
rule requires all SICs serving in part 121 operations to hold a type
rating. To obtain a type rating within a part 121 training program,
Sec.  61.71(b)(1) requires the pilot to satisfactorily accomplish an
approved training program and proficiency check for that airplane type
that includes all the tasks and maneuvers required to serve as PIC in
accordance with subparts N and O of part 121. Therefore, Sec.
61.71(b)(1) already requires an SIC obtaining a type rating in a part
121 training program (i.e., during initial, transition, or conversion)
to complete training on those maneuvers and procedures in appendix E
that are currently limited to PIC training.
    The FAA recognizes that there are limited instances in which a part
121 SIC obtains a type rating prior to employment at a part 121 air
carrier.\41\ However, to ensure all SICs at the air carrier have been
trained to the same standards at that specific air carrier, the FAA is
proposing that all SICs be trained by that air carrier on the maneuvers
and procedures in appendix E that are currently limited to PIC
training, regardless of whether the SIC already holds a type rating.
The FAA believes that the effect of this proposed change is minimal
because in the limited instances that an SIC holds a type rating, it is
expected that the SIC should be able to complete the flight training in
less time than an SIC who does not hold a type rating. In accordance
with Sec.  121.401(e), a pilot who progresses successfully through
flight training, is recommended by an instructor or check airman, and
successfully completes the appropriate proficiency check, is not
required to complete the programmed hours of flight training for the
particular airplane type. Additionally, an air carrier may develop and
submit for approval a reduced training hour curriculum based on
specific prerequisites.\42\ For example, a carrier could have an
initial Boeing 737 SIC curriculum for pilots who do not hold a Boeing
737 type rating and a second initial Boeing 737 SIC curriculum that
requires less flight training hours for pilots that already hold a
Boeing 737 type rating.
---------------------------------------------------------------------------

    \41\ For example, a pilot may seek type rating training from a
part 142 training center. Part 142 airplane type rating training
courses are based on the Airline Transport Pilot and Aircraft Type
Rating Practical Test Standards for Airplane (FAA-S-8081-5, current
edition) (ATP PTS) which includes the PIC-only tasks and maneuvers
in appendix E. Although not specifically required by part 142
regulations, all part 142 airplane type rating courses include these
tasks and maneuvers since their training courses are based on the
ATP PTS.
    \42\ See FAA Order 8900.1, Volume 3, Chapter 19, Section 1.
---------------------------------------------------------------------------

2. Amendments to Proficiency Check Requirements in Appendix F to Part
121
    Two maneuvers and procedures in appendix F to part 121 are limited
to PIC proficiency checks: steep turns and a second missed approach.
Additionally, depending on the air carrier's policies and airplane
types, some maneuvers and procedures may be limited to PIC proficiency
checks: taxiing, circling approaches, maneuvering to a landing with
simulated powerplant failure, and two actual landings. However, as
previously discussed, Sec.  61.71(b)(1) requires an SIC obtaining a
type rating within a part 121 training program to complete a
proficiency check which includes all tasks and maneuvers required to
serve as PIC. Therefore, the FAA has amended appendix F to indicate
that these maneuvers and procedures are required for SICs completing a
proficiency check to obtain a type rating.
3. Amendment to Sec.  61.71
    As previously discussed, current Sec.  61.71(b)(1) requires a pilot
obtaining a type rating within a part 121 training program to
satisfactorily accomplish an approved training program and proficiency
check for that airplane type that includes all the tasks and maneuvers
required to serve as PIC in accordance with the requirements of
subparts N and O of part 121.
    Currently, as required by Sec.  121.424, PIC initial, transition
and upgrade flight training includes the same tasks and maneuvers.
However, this NPRM includes proposed revisions to the tasks and
maneuvers required for upgrade flight training. Accordingly, without a
clarification to Sec.  61.71(b)(1), the proposed changes to the upgrade
curriculum could result in confusion as to which tasks and maneuvers
are required under Sec.  61.71(b)(1) since the tasks and maneuvers
required to serve as PIC would vary for initial, transition, and
upgrade training. Therefore, the FAA is proposing a change to Sec.
61.71(b)(1) to clarify that a pilot obtaining a type rating within a
part 121 training program must satisfactorily accomplish the same tasks
and maneuvers required by Sec.  121.424 to serve as PIC.

N. Other Conforming and Miscellaneous Changes

1. Pilot Transition Ground Training Content (Sec.  121.419)
    The FAA proposes to align the subject area requirements for pilot
transition ground training with the subject area requirements for
initial ground training for pilots who have completed the ATP-CTP.\43\
Prior to the Pilot Certification rule, the subject areas for pilot
initial ground training and pilot transition ground training were the
same. However, the Pilot Certification rule revised the initial ground
training subject areas for pilots who have completed the ATP-CTP
because the FAA recognized that a number of the general knowledge
elements that are included in pilot initial ground training in Sec.
121.419(a)(1) are now addressed by the ATP-CTP. Therefore, the Pilot
Certification rule revised the subjects in part 121 pilot initial
ground training to remove the generic elements for pilots who have
completed the ATP-CTP. The initial ground training subjects specific to
each airplane type remain unchanged.
---------------------------------------------------------------------------

    \43\ Transition training applies to a pilot who has previously
qualified and served in the same duty position on another airplane
of the same group. See Sec. Sec.  121.400(c)(2) and 121.433(a)(1).
---------------------------------------------------------------------------

    In order for a pilot to complete the transition curriculum
requirements to qualify to serve on an airplane of a different type, a
pilot must have previously qualified and served in the same duty
position (i.e., PIC or SIC) on another airplane of the same group.\44\
Therefore, prior to commencing transition training, a pilot would have
already satisfactorily completed training in the foundational knowledge
elements either during initial ground training with the air carrier or
during the ATP-CTP. Additionally, the pilot would have previously
demonstrated proficiency in these foundational knowledge elements
during at least one proficiency check conducted by a check pilot.
---------------------------------------------------------------------------

    \44\ For the purpose of subpart N, airplanes are divided into
two groups. Group I includes propeller driven airplanes and group II
includes turbojet powered airplanes. See Sec.  121.400.
---------------------------------------------------------------------------

    In recognition of the transitioning pilot's previous training in
foundational knowledge elements combined with the recent increase in
qualification and experience required to serve as a pilot in part 121
operations, and the evolution of air carrier training programs
discussed earlier in this preamble, the FAA proposes to align the
required transition ground training subjects with the required initial
ground training subjects as revised by the Pilot Certification rule. As
a result, the foundational knowledge elements removed from the initial
ground training curriculum in the Pilot Certification rule would no
longer be required for transition ground training.\45\ The airplane
type specific training requirements remain unchanged.
---------------------------------------------------------------------------

    \45\ The FAA notes that unlike initial and recurrent ground
training, part 121 does not provide a minimum number of programmed
hours for the transition ground training requirements.
---------------------------------------------------------------------------

2. Conversion Training (Sec. Sec.  121.400, 121.415, 121.419, 121.424)
    Currently, the term ``upgrade'' applies to part 121 training to
allow SICs who previously served on an airplane type to serve as PICs
on the airplane type. Upgrade also applies to training to allow flight
engineers who previously served on an airplane type to serve as SICs on
the airplane type. The FAA has proposed to rename the training provided
to flight engineers qualifying as SICs to distinguish this training
from the SIC to PIC upgrade training. The proposed new term for flight
engineer to SIC training is ``conversion.''
    Additionally, for flight engineers who have completed the ATP-CTP,
the FAA proposes to align the subject areas for conversion ground
training with the subject areas for initial ground training for those
pilots who have completed the ATP-CTP. Prior to the Pilot Certification
rule, the subject areas for pilot initial ground training and flight
engineer upgrade ground training (now identified as conversion
training) were the same. The Pilot Certification rule revised the
subject areas for initial ground training for pilots who have completed
the ATP-CTP. However, the Pilot Certification rule did not address the
effect of the ATP-CTP on flight engineer upgrade ground training (now
identified as conversion training). With the changes put in place by
the Pilot Certification rule, flight engineers who complete conversion
training must also hold an ATP certificate prior to serving as an SIC
in part 121 operations. Therefore, for flight engineers who have
completed the ATP-CTP, the FAA proposes that conversion ground training
consist of the same subject areas as initial ground training for those
pilots who have completed the ATP-CTP.
3. Preflight Visual Inspection Using Pictorial Means
    Part 121 appendix E requires initial, transition, and upgrade
training to include the preflight visual inspection of the exterior and
interior of the airplane, the location of each item to be inspected,
and the purpose for inspecting it. Additionally, the proficiency check
requirements in appendix F require the pilot to conduct an actual
visual inspection of the exterior and interior of the airplane,
locating each item and explaining briefly the purpose for inspecting
it.
    In 1985, the FAA first issued Exemption No. 4416 to the member
airlines of the Air Transport Association of America (now Airlines for
America), and any other qualifying part 121 certificate holder, to
allow the preflight visual inspection to be trained and checked using
pictorial means as long as certain conditions and limitations were met.
There has been no adverse impact on safety as a result of this
exemption. Accordingly, the FAA has extended Exemption No. 4416
multiple times and it is still in use today. See Exemption No. 4416P,
Regulatory Docket No. FAA-2002-12831.
    Instead of continuing to extend Exemption No. 4416, the FAA
proposes to amend appendices E and F to allow pictorial means for the
conduct of the preflight visual inspection. Consistent with the
exemption, the pictorial means must be approved by the Administrator
and must provide for the portrayal of normal and abnormal conditions of
preflight inspection items. Additionally, if the pictorial means was
used during the proficiency check, the pilot must demonstrate
proficiency on at least one complete visual inspection of a static
airplane before the completion of operating experience required by
Sec.  121.434. This means that the demonstration of proficiency may
occur at any time between the satisfactory completion of the
proficiency check and the completion of all required hours of operating
experience. A check pilot must certify the pilot's proficiency on
visual inspection before the pilot completes the operating experience
required by Sec.  121.434.

IV. Regulatory Notices and Analyses

A. Regulatory Evaluation

1. Introduction
    Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 and Executive Order 13563 direct
that each Federal agency shall propose or adopt a regulation only upon
a reasoned determination that the benefits of the intended regulation
justify its costs. Second, the Regulatory Flexibility Act of 1980 (Pub.
L. 96-354) requires agencies to analyze the economic impact of
regulatory changes on small entities. Third, the Trade Agreements Act
(Pub. L. 96-39), as amended, prohibits agencies from setting standards
that create unnecessary

obstacles to the foreign commerce of the United States. In developing
U.S. standards, the Trade Agreements Act requires agencies to consider
international standards and, where appropriate, that they be the basis
of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995
(Pub. L. 104-4) requires agencies to prepare a written assessment of
the costs, benefits, and other effects of proposed or final rules that
include a Federal mandate likely to result in the expenditure by State,
local, or tribal governments, in the aggregate, or by the private
sector, of $100 million or more annually (adjusted for inflation with
base year of 1995). This portion of the preamble summarizes the FAA's
analysis of the economic impacts of this proposed rule. We suggest
readers seeking greater detail read the full regulatory evaluation, a
copy of which we have placed in the docket for this rulemaking.
    In conducting these analyses, the FAA has determined that this
proposed rule: (1) Has benefits that justify its costs, (2) is not an
economically ``significant regulatory action'' as defined in section
3(f) of Executive Order 12866, (3) is ``significant'' as defined in
DOT's Regulatory Policies and Procedures; (4) would not have a
significant economic impact on a substantial number of small entities;
(5) would not create unnecessary obstacles to the foreign commerce of
the United States; and (6) would not impose an unfunded mandate on
state, local, or tribal governments, or on the private sector by
exceeding the threshold identified above. These analyses are summarized
below.
2. Total Benefits and Costs of This Rule
    The October 14, 2004 crash of Pinnacle Airlines flight 3701 in
Jefferson City, Missouri and the February 12, 2009 crash of Colgan Air
flight 3407 near Buffalo, New York are examples of past accidents where
unprofessional pilot behavior contributed to the accident. These
accidents provide a qualitative analysis of the expected benefits of
the proposed rule because quantified benefits related to the accidents
are attributed to earlier rules. However, these accidents exemplify the
types of accidents that the proposed rule intends to prevent as issues
addressed by this rule were present in these accidents; therefore the
FAA believes further rulemaking is appropriate. The benefits of the
training in the proposed rule include an increased level of safety from
mitigation of unprofessional pilot behavior which would reduce pilot
errors that can lead to a catastrophic event.
    Moreover the proposed rule responds to the statutory requirement
for a rulemaking in Public Law 111-216 and to unresolved NTSB
recommendations.
    Additionally, by reducing subjects in pilot recurrent ground
training and upgrade training, the proposed rule would generate savings
to operators of $72 million over a 10-year period. When discounted
using a 7 percent discount rate, the proposed rule would result in
savings of $46 million over the same period.
    The estimated cost of the proposed rule to air carriers is $68
million over a 10-year period. When discounted using a 7 percent
discount rate, the proposed rule is estimated to result in costs of $47
million over the same period. Detailed benefit and cost information
follows below.
3. Who is potentially affected by this rule?
    The proposed rule would apply to all part 121 air carriers (78)
and, for some provisions, to part 135 operators conducting commuter
operations in airplanes type certificated for two pilots (3).\46\
---------------------------------------------------------------------------

    \46\ If authorized by the Administrator, part 91K operators and
part 135 operators may voluntarily comply with the training program
requirements in subparts N and O of part 121 instead of the training
program requirements of part 91K or part 135. Given that part 121
compliance is voluntary for part 91K and part 135 operators (other
than those 3 commuter operators) and the number of pilots who
voluntarily train under part 121 subparts N and O is not known, this
pilot segment is not included in this analysis.
---------------------------------------------------------------------------

4. Assumptions
    The key elements used in framing the regulatory evaluation are as
follows:

 Discount Rates: \47\ 7% and 3%
---------------------------------------------------------------------------

    \47\ Office of Management and Budget, OMB Circular No. A-4, New
Guidelines for the Conduct of Regulatory Analysis, Mar. 2, 2004.
---------------------------------------------------------------------------

 Period of Analysis: 2015-2024
 Monetary values expressed in 2013 dollars
 Discounting calculations use 2013 as the base year
    Other key assumptions used to complete the regulatory evaluation
are as follows:

 Pilot Retirement Rate: 2.2%
 Pilot Attrition Rate Due To Medical Reasons: 0.5%
 Pilot Growth Rate: 0.4%
 Ground Instructors Needed: 1 instructor for every 200 pilots
 Class Size: 20 pilots per class
5. Benefits of This Rule
    The benefits of the training in the proposed rule include an
increased level of safety from mitigation of unprofessional pilot
behavior which would reduce pilot errors that can lead to a
catastrophic event. The October 14, 2004 crash of Pinnacle Airlines
flight 3701 in Jefferson City, Missouri and the February 12, 2009 crash
of Colgan Air flight 3407 near Buffalo, New York are examples of past
accidents where unprofessional pilot behavior contributed to the
accident. In addition the proposed rule responds to NTSB
recommendations and satisfies the statutory requirement for a
rulemaking in Public Law 111-216.
    The FAA proposed rule also includes savings from reducing certain
subjects in pilot recurrent ground training and upgrade training.
Reducing these subjects would not impact safety because the recent
Pilot Certification rule ensured technical proficiency in those
subjects via other means. The savings from recurrent training apply to
all part 121 air carriers and to carriers who operate within part 135
and are required to use pilot training and qualification programs that
comply with part 121 subparts N and O. The savings from upgrade
training applies only to part 121 air carriers. SICs within part 135
are not required to hold an ATP certificate or type rating and
therefore must continue to meet current upgrade requirements. The
estimated savings from the proposed rule are shown in Table 3 below.

                        Table 3--Savings of the Proposed Rule by Provision (2015-2024) *
----------------------------------------------------------------------------------------------------------------
                                                                   Total cost savings (millions of 2013 dollars)
                                                                 -----------------------------------------------
                      Cost saving benefits                                                 Present value
                                                                 -----------------------------------------------
                                                                       Total         7 Percent       3 Percent
----------------------------------------------------------------------------------------------------------------
Recurrent Ground Training (Sec.   121.427)......................         $52.559         $34.424         $43.486

Upgrade Ground Training (Sec.   121.420)........................          19.458          11.839          15.615
                                                                 -----------------------------------------------
    Total.......................................................          72.017          46.263          59.101
----------------------------------------------------------------------------------------------------------------
* Table values have been rounded. Totals may not add due to rounding.

6. Costs of This Rule
    This proposed rule would impose two types of compliance costs: (1)
Start-up costs to develop training curriculums and train the current
pilot work force prior to the compliance date and (2) recurring costs
to conduct the training each year as the pilot work force evolves over
time and to operate the PPDC.
    The costs of the proposed rule are associated with the following
proposed requirements of the rule:
     Operations familiarization for new-hire pilots;
     Revised ground and flight training for upgrading pilots
which includes leadership and command and mentoring training;
     Leadership and command and mentoring ground training for
current PICs;
     Leadership and command and mentoring recurrent training
for PICs; and
     Pilot Professional Development Committees (PPDC).
    These cost provisions apply to all part 121 air carriers and, with
the exception of the PPDC, to carriers who operate under part 135 and
are required to use pilot training and qualification programs that
comply with part 121 subparts N and O.
    The estimated compliance costs of the proposed rule, by provision,
are shown in Table 4 below.

                   Table 4--Compliance Costs for the Proposed Rule by Provision (2015-2024) *
----------------------------------------------------------------------------------------------------------------
                                                                     Total compliance costs (millions of 2013
                                                                                dollars)
                                                                 -----------------------------------------------
                              Cost                                                         Present Value
                                                                 -----------------------------------------------
                                                                       Total         7 Percent       3 Percent
----------------------------------------------------------------------------------------------------------------
New-Hire Pilot Operations Familiarization (Sec.   121.432(d))...          $4.693          $2.855          $3.766
Upgrade Training (Sec.  Sec.   121.420 and 121.426).............          10.178           6.304           8.227
One-Time and Recurrent PIC Training (Sec.  Sec.   121.409(b),             51.815          37.037          44.568
 121.427, and 121.429)..........................................
PPDC Meeting (Sec.   121.17)....................................           0.938           0.572           0.754
Recordkeeping...................................................           0.007           0.006           0.006
                                                                 -----------------------------------------------
    Total.......................................................          67.632          46.774          57.321
----------------------------------------------------------------------------------------------------------------
* Table values have been rounded. Totals may not add due to rounding.

7. Alternatives Considered
    The FAA considered an alternative to the proposed rulemaking: a
proposal representing the MLP ARC recommendations as presented to the
FAA.
    These recommendations, and their corresponding costs, are presented
in Table 5 below and discussed in further detail in the Pilot
Professional Development Regulatory Evaluation.

                        Table 5--Estimated Costs of MLP ARC Recommendations (2015-2024) *
----------------------------------------------------------------------------------------------------------------
                                                                      Total costs (millions of 2013 dollars)
                                                                 -----------------------------------------------
                       Proposed provision                                                  Present Value
                                                                 -----------------------------------------------
                                                                       Total         7 Percent       3 Percent
----------------------------------------------------------------------------------------------------------------
Create a Professional Development Position......................        $166.140        $109.056        $137.593
Create a PDSC Program...........................................           0.704           0.615           0.663
Mentor Training for All PICs....................................          37.084          27.899          32.651
Hold Quarterly PDSC Meetings....................................          12.670           8.011          10.332
Additional Indoctrination Training for New-Hire Pilots..........           0.656           0.399           0.526
1 or More Familiarization Flights for New-Hire Pilots **........           4.693           2.855           3.766
32 Hours of Training for SICs Upgrading to PIC..................          39.026          23.745          31.318
Recurrent PIC Training..........................................         238.295         144.987         191.233
                                                                 -----------------------------------------------
    Total.......................................................         499.267         317.567         408.083
----------------------------------------------------------------------------------------------------------------
* Table values have been rounded. Totals may not add due to rounding.
** FAA estimate is for 2 operating cycles.

    The cost of the MLP ARC recommendations is substantially greater
than the cost of the proposed rule. The main drivers of the cost
differences between the MLP ARC recommendations and the proposed rule
are the full-time professional development position and the longer
amount of time required for leadership and command training during
upgrade training and during PIC recurrent training.
    The FAA carefully considered the MLP ARC recommendations when
developing the proposed rule and many of the recommendations are
incorporated into the proposed rule albeit with less prescriptive
requirements. Specifically, the MLP ARC recommended that the committee
to oversee pilot professional development meet quarterly while the
proposed rule does not specify how frequently the committee overseeing
the formal pilot mentoring program should meet. Further the MLP ARC
recommended a 32-hour program in leadership and command for upgrading
pilots. The proposed rule requires leadership and command training for
upgrading pilots but does not specify a minimum number of hours for
that training. Relatedly the MLP ARC recommended that the leadership
and command topics be included in recurrent training over a four-year
cycle suggesting that the recurrent training would then need to be
eight hours per year to cover the same material that is included in the
upgrade training. The proposed rule also includes a requirement to
include leadership and command training in recurrent training but does
not specify a minimum number of hours for that training. The FAA does
not have enough information to quantify the benefits related to
incremental hours spent in leadership and command training or
additional committee meetings and therefore leaves the requirements
flexible so that each air carrier can make a determination based on its
own circumstances.
    Additional requirements recommended by the MLP ARC are not included
in the proposed rule for a number of reasons. These reasons include
redundancy with existing requirements, redundancy in light of
regulatory changes put in place after the MLP ARC issued its
recommendations, and identification of alternate (less costly) means to
achieve desired benefit. A full discussion of the MLP ARC
recommendations and dissenting views, and the FAA response can be found
in the portion of this preamble titled ``Background''.

B. Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
    The Small Business Administration (SBA) categorizes airlines with
1,500 or fewer employees as small businesses. Of the 78 carriers that
operate under part 121, 52 had fewer than 1,500 total employees based
on National Vital Information Subsystem (NVIS) data from August 2014.
Of the three part 135 operators required to use pilot training and
qualification programs that comply with part 121 subparts N and O, all
three have fewer than 1,500 total employees based on NVIS data. The
count of pilots for the 52 small part 121 air carriers and the three
small part 135 operators is shown in Table 6 below.\48\
---------------------------------------------------------------------------

    \48\ Of these carriers, six use an Advanced Qualification
Program (AQP) and therefore incur additional costs associated with a
one-time revision to their Qualification Standards Document. For
further details see the Paperwork Reduction Act section of this
document.

          Table 6--Total Number of Impacted Pilots, PICs, and SICs From Small Carriers in 2014 and 2024
----------------------------------------------------------------------------------------------------------------
                                                                               Year
                         Pilot category                          --------------------------------  Annual growth
                                                                       2014            2024             (%)
----------------------------------------------------------------------------------------------------------------
PIC.............................................................           3,176           3,306             0.4
SIC.............................................................           2,643           2,753             0.4
                                                                 -----------------------------------------------
    Total pilots................................................           5,819           6,059             0.4
----------------------------------------------------------------------------------------------------------------

    Based on these pilot counts, the analysis used to conduct the Pilot
Professional Development Regulatory Evaluation was recalculated to
analyze the cost to small carriers only. Total cost of the proposed
rule on small carriers is shown in Table 7 below.

                    Table 7--Total Cost of the Proposed Rule for Small Carriers (2015-2024) *
----------------------------------------------------------------------------------------------------------------
                                                                     Total costs (millions of 2013 dollars)
                                                              --------------------------------------------------
                                                                                Present value
                                                              --------------------------------------------------
                                                                    Total          7 Percent        3 Percent
----------------------------------------------------------------------------------------------------------------
Total Compliance Costs.......................................          $6.455           $4.475           $5.476
----------------------------------------------------------------------------------------------------------------
* Table values have been rounded. Totals may not add due to rounding.

    The total cost of the proposed rule on small carriers, and the
corresponding per small carrier cost, by provision, is shown in Table 8
below.

     Table 8--Total and per Carrier Cost of the Proposed Rule for Small Carriers by Provision (2015-2024) *
----------------------------------------------------------------------------------------------------------------
                                                                     Total compliance costs (millions of 2013
                                                                                dollars)
                              Cost                               -----------------------------------------------
                                                                                Carriers       Per carrier
                                                                       Total         impacted       total cost
----------------------------------------------------------------------------------------------------------------
New-Hire Pilot Operations Familiarization.......................          $0.354              55          $0.006
Upgrade Training................................................           0.956              55           0.017
One-Time and Recurrent PIC Training.............................           4.518              55           0.082
PPDC Meeting....................................................           0.626              52           0.012
Recordkeeping...................................................           0.001              55           0.000
                                                                 -----------------------------------------------
    Total.......................................................           6.455  ..............           0.118
----------------------------------------------------------------------------------------------------------------
* Table values have been rounded. Totals may not add due to rounding.

    The total cost per carrier of $118,000 for the proposed rule shown
in Table 8 above, over the 10-year analysis period, implies an annual
average per carrier cost of approximately $11,800. However, the highest
cost to a small carrier occurs in 2016 (see Table 9) when the cost per
carrier is approximately $41,000 because of the one-time cost to train
all current PICs in leadership and command and mentoring.

                                  Table 9--Total and Annual Compliance Cost for Small Carriers by Provision (2015-2024)
                                                              [Millions of 2013 dollars] *
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                PIC leadership
                 Year                       Operations      Revised upgrade    and command and      PPDC annual       Record-keeping      Annual total
                                         familiarization        training          mentoring           meeting
--------------------------------------------------------------------------------------------------------------------------------------------------------
2015..................................             $0.000             $0.004             $0.002             $0.000             $0.000             $0.005
2016..................................              0.000              0.000              0.041              0.000              0.000              0.041
2017..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2018..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2019..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2020..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2021..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2022..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2023..................................             0.0008              0.002              0.005              0.002              0.000              0.009
2024..................................             0.0008              0.002              0.005              0.002              0.000              0.009
                                       -----------------------------------------------------------------------------------------------------------------
    Total.............................              0.006              0.017              0.082              0.012              0.000              0.118
--------------------------------------------------------------------------------------------------------------------------------------------------------
* Table values have been rounded. Totals may not add due to rounding.

    The FAA believes that such an economic cost is not economically
significant. BTS Form 41 Financial data is available for 31 small air
carriers.\49\ Operating revenues in 2013 for these 31 operators ranged
from $2.4 million to $1 billion. Based on these figures, the estimated
annual per carrier cost of the proposed rule does not exceed 2% of the
operating revenue for any carrier where data is available. The annual
cost per small carrier is above 1% of the lowest operating revenue
($24,000) but below 2% ($48,000). Therefore, as provided in section
605(b), the head of the FAA certifies that this rulemaking would not
result in a significant economic impact on a substantial number of
small entities.
---------------------------------------------------------------------------

    \49\ Bureau of Transportation Statistics Air Carrier Financial
Reports (Form 41 Financial Data) Database. Schedules P-1.1 and P-
1.2. http://www.transtats.bts.gov/Tables.asp?DB_ID=135&DB_Name=Air%20Carrier%20Financial%20Reports%20%28Form%2041%20Financial%20Data%29&DB_Short_Name=Air%20Carrier%20Financial.
---------------------------------------------------------------------------

    The FAA solicits comments regarding this determination.

C. International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the
Uruguay Round Agreements Act (Pub.

L. 103-465), prohibits Federal agencies from establishing standards or
engaging in related activities that create unnecessary obstacles to the
foreign commerce of the United States. Pursuant to these Acts, the
establishment of standards is not considered an unnecessary obstacle to
the foreign commerce of the United States, so long as the standard has
a legitimate domestic objective, such as the protection of safety, and
does not operate in a manner that excludes imports that meet this
objective. The statute also requires consideration of international
standards and, where appropriate, that they be the basis for U.S.
standards. The FAA has assessed the potential effect of this proposed
rule and determined that it would respond to a statutorily mandated
safety objective and is not considered an unnecessary obstacle to the
foreign commerce of the United States.

D. Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(in 1995 dollars) in any one year by State, local, and tribal
governments, in the aggregate, or by the private sector; such a mandate
is deemed to be a ``significant regulatory action.'' The FAA currently
uses an inflation-adjusted value of $151.0 million in lieu of $100
million. This proposed rule does not contain such a mandate; therefore,
the requirements of Title II of the Act do not apply.

E. Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires
that the FAA consider the impact of paperwork and other information
collection burdens imposed on the public. According to the 1995
amendments to the Paperwork Reduction Act (5 CFR 1320.8(b)(2)(vi)), an
agency may not collect or sponsor the collection of information, nor
may it impose an information collection requirement unless it displays
a currently valid Office of Management and Budget (OMB) control number.
    This action contains the following proposed new information
collection requirements. As required by the Paperwork Reduction Act of
1995 (44 U.S.C. 3507(d)), the FAA has submitted these proposed
information collection amendments to OMB for its review.
    Summary: The proposed rule requires the development and approval of
new and revised training curriculums for the following:
     Leadership and command and mentoring ground training for
pilots currently serving as PIC (Sec.  121.429) and recurrent PIC
leadership and command and mentoring training (Sec. Sec.  121.409(b)
and 121.427);
     Upgrade training curriculum requirements (Sec. Sec.
121.420 and 121.426);
     Part 121 appendix H requirements; and
     Approval of Qualification Standards Document for
certificate holders using an Advanced Qualification Program (AQP)
(Sec.  121.909).
    The proposed rule also requires some additional recordkeeping
related to maintaining records of pilots completing the following:
     Leadership and command and mentoring ground training for
pilots currently serving as PIC (Sec.  121.429);
     Recurrent PIC leadership and command and mentoring ground
training (Sec.  121.427); and
     Operations familiarization for new-hire pilots (Sec.
121.432(d)).
    Use: This information would be used to ensure safety-of-flight by
making certain that adequate training is obtained and maintained by
those who operate under this part of the regulation. The FAA would
review the respondents' training programs and training courseware
through routine certification, inspection and surveillance of
certificate holders using part 121 pilot training and qualification
programs to ensure compliance and adherence to regulations and, where
necessary, to take enforcement action.
    Respondents (including number of): The relevant provisions of the
proposed rule apply to certificate holders using part 121 pilot
training and qualification programs. Currently there are 81 such
certificate holders who collectively employ 37,228 PICs and 39,956
SICs.
    Frequency: The development and approval of new and revised
curriculums would be a one-time occurrence for each certificate holder.
Similarly the documentation regarding training in leadership and
command and mentoring for current PICs would be a one-time occurrence.
The documentation of operations familiarization for new-hire pilots
would occur once for each new-hire pilot. The documentation of
recurrent PIC leadership and command and mentoring training would occur
every three years for each PIC.
    Annual Burden Estimate: These proposed amendments to part 121 set
out prerequisites and levy requirements that must be met by certificate
holders using part 121 pilot training and qualification programs and by
those individuals who serve in given capacities for those certificate
holders. The estimates for hours and costs are broken down by
development and approval of new and revised training curriculums
followed by pilot training recordkeeping.
    The FAA anticipates that certificate holders would incur costs for
the following groups of provisions:
     Operations familiarization for new-hire pilots (Sec.
121.432(d));
     Leadership and command and mentoring ground training for
pilots currently serving as PIC (Sec.  121.429);
     Upgrade training curriculum requirements (Sec. Sec.
121.420 and 121.426);
     Recurrent PIC leadership and command and mentoring ground
training (Sec. Sec.  121.409(b) and 121.427);
     Part 121, appendix H requirements; and
     Approval of Qualification Standards Document for
certificate holders using an AQP (Sec.  121.909).
1. Development and Approval of New and Revised Training Curriculums
    For the development and approval of new and revised training
curriculums, the FAA estimated the paperwork costs for these provisions
by multiplying the hourly rate of the person responsible by the number
of estimated hours to develop and submit the new or revised training
curriculum. (In all cases we assume that a ground instructor would
develop and submit the new or revised training curriculum and that the
ground instructor fully burdened wage is $44 per hour.\50\) We then
multiplied these costs by the number of certificate holders affected by
the provision.
---------------------------------------------------------------------------

    \50\ Training instructor hourly wage rate of $31 multiplied by
1.42 to account for costs of employer provided benefits. Wage based
on 2013 Bureau of Labor Statistics (BLS) Occupational Employment
Statistics for Air Transportation Industry. (http://www.bls.gov/oes/current/naics4_481100.htm): Training and Development Specialists
(13-1151). Wage multiplier from BLS, Employer costs for Employee
compensation--June 2013, Table 5, Private Industry. (http://www.bls.gov/news.release/pdf/ecec.pdf)
---------------------------------------------------------------------------

a. Leadership and Command and Mentoring Ground Training for Pilots
Currently Serving as PIC (Sec.  121.429) and Recurrent PIC Leadership
and Command and Mentoring Training (Sec. Sec.  121.409(b) and 121.427)
    Proposed Sec.  121.429 would require one-time development of a
training course for leadership and command and mentoring for current
PICs. This course must be submitted to the FAA for approval.
    Proposed revisions to Sec. Sec.  121.409(b) and 121.427 would
require one-time

revision to the certificate holder's approved recurrent PIC training
curriculum. This revised curriculum must be submitted to the FAA for
approval.
    The FAA estimates a total of 40 hours of ground instructor time for
development and submission of both the curriculum for current PICs and
the revision to the recurrent PIC training curriculum.
    Assuming 81 affected certificate holders, the FAA estimates that
these proposed provisions would result in a one-time total cost of
$142,560 for all affected certificate holders.
b. Upgrade Training Curriculum Requirements (Sec. Sec.  121.420 and
121.426)
    Proposed Sec. Sec.  121.420 and 121.426 would require one time
revision to the certificate holder's approved SIC to PIC upgrade
training curriculum. This revised curriculum must be submitted to the
FAA for approval.
    The FAA estimates a total of 80 hours of ground instructor time for
development and submission of the revised SIC to PIC upgrade training
curriculum.
    Assuming 81 affected certificate holders, the FAA estimates that
these proposed provisions would result in a one-time cost of $285,120
for all affected certificate holders.
c. Part 121 Appendix H Requirements
    The proposed revision to part 121 appendix H would require one time
revision to the certificate holder's approved training program to
remove the pilot experience prerequisites for using a Level C FFS
during training and checking. This revised training program must be
submitted to the FAA for approval. The FAA expects that the program
updates to reflect this change are minimal and are subsumed in the
paperwork costs for the collective amendments made to the training
provisions in this proposed rule.
    The FAA estimates there are no costs for this proposed provision.
d. Approval of Qualification Standards Document for Certificate Holders
Using an AQP (Sec.  121.909)
    Although the proposed rule does not make any changes to Sec.
121.909, when the new subparts N and O training requirements become
effective, certificate holders that use AQP would have to review their
training programs to make sure they address the new subparts N and O
requirements. It is possible that certificate holders may make a one-
time revision to their Qualifications Standards Document required by
Sec.  121.909 during this process to address the revised subparts N and
O requirements.
    This is a cost that only applies to certificate holders that use
AQP for pilot training because they are the only ones who must meet the
Sec.  121.909 requirements. Therefore, this provision does not apply to
certificate holders who only train their pilots under a training
program in accordance with subparts N and O of part 121.
    For each of the 25 certificate holders with an approved AQP, the
FAA estimates 3 hours of ground instructor time for development and
submission of the revised Qualification Standards Document.
    The FAA estimates that this proposed provision would result in one-
time costs of $3,300 across all certificate holders who train their
pilots under AQP.
2. Recordkeeping
    For the pilot training recordkeeping, the FAA estimated the
paperwork costs for these provisions by first multiplying the number of
required entries by the estimated number of pilots affected. Second, we
multiplied the total number of entries by .001 hours (the time required
to make each entry). Lastly, we multiplied the total time to make all
entries by the hourly rate of the person responsible for making the
entries. In all cases, the FAA assumes that the person making the
entries is a clerical employee with an estimated fully-burdened wage of
$26 per hour.\51\
---------------------------------------------------------------------------

    \51\ The clerk hourly wage rate of $18 multiplied by 1.42 to
account for costs of employer provided benefits. Wage based on 2013
BLS Occupational Employment Statistics for Air Transportation
Industry. (http://www.bls.gov/oes/current/naics4_481100.htm):
Information and Record Clerks (43-4000). Wage multiplier from BLS,
Employer costs for Employee compensation--June 2013, Table 5,
Private Industry. (http://www.bls.gov/news.release/pdf/ecec.pdf)
---------------------------------------------------------------------------

a. Leadership and Command and Mentoring Ground Training for Pilots
Currently Serving as PIC (Sec.  121.429)
    A record showing compliance with this requirement for current PICs
would need to be retained in accordance with Sec.  121.683(a)(1). This
would be a one-time burden.
    The FAA assumes that this cost would be incurred in the year prior
to the compliance date of the rule and estimates that during that year
37,527 pilots would be affected and would require one record. The FAA
estimates 38 hours of clerical time for entry of these records.
    The FAA estimates that this proposed provision would add a one-time
cost of $988 for all affected certificate holders.
b. Recurrent PIC Leadership and Command and Mentoring Ground Training
(Sec.  121.427)
    A record showing compliance with this requirement for current PICs
would need to be retained in accordance with Sec.  121.683(a)(1). This
would be an addition to the current recordkeeping burden approved under
OMB Control Number 2120-0008.
    PICs are required to complete the recurrent training every 3 years.
Over the 10 year analysis period, the FAA estimates that there would be
96,328 instances of PICs undergoing recurrent training involving
leadership and command and mentoring. Each instance would require one
record. The FAA estimates 97 hours of clerical time for entry of these
records.
    The FAA estimates that this proposed provision would result in
costs of $2,522 over the analysis period for all affected certificate
holders.
c. Operations Familiarization for New-Hire Pilots (Sec.  121.432(d))
    Section 121.432(d) proposes a new qualification requirement for
new-hire pilots to complete operations familiarization consisting of 2
operating cycles. A record showing compliance with this requirement for
each new-hire pilot would need to be retained in accordance with Sec.
121.683(a)(1). This would be an addition to the current recordkeeping
burden approved under OMB Control Number 2120-0008.
    The FAA estimates all affected certificate holders would have a
total of 19,636 new-hire pilots over the analysis period. Each of the
estimated 19,636 pilots affected would require one record. The FAA
estimates 20 hours of clerical time for entry of these records. The FAA
estimates that this proposed provision would result in costs of $520
across the analysis period for all affected certificate holders.
3. Summary of Estimated Paperwork Costs
    The total cost burden would be $435,010 ($379,076 discounted at 7
percent) over the 10-year analysis period.

                                      Summary of Estimated Paperwork Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Number of
    Proposed rule requirement        Number of       Number of         Wage         certificate     Total cost
                                      records          hours                          holders
----------------------------------------------------------------------------------------------------------------
                        Development and Approval of New and Revised Training Curriculums
----------------------------------------------------------------------------------------------------------------
Leadership and command and                   N/A              40           * $44              81        $142,560
 mentoring ground training for
 pilots currently serving as PIC
 (Sec.   121.429) and recurrent
 PIC leadership and command and
 mentoring training (Sec.  Sec.
  121.409(b) and 121.427).......
Upgrade training curriculum                  N/A              80            * 44              81         285,120
 (Sec.  Sec.   121.420 and
 121.426).......................
Approval of Qualification                    N/A               3            * 44              25           3,300
 Standards Document (Sec.
 121.909).......................
----------------------------------------------------------------------------------------------------------------
                                                  Recordkeeping
----------------------------------------------------------------------------------------------------------------
Leadership and command and                37,527              38           ** 26             N/A             988
 mentoring ground training for
 pilots currently serving as PIC
 (Sec.   121.429)...............
Recurrent PIC leadership and              96,328              97           ** 26             N/A           2,522
 command and mentoring ground
 training (Sec.   121.427)......
Operations familiarization for            19,636              20           ** 26             N/A             520
 new-hire pilots (Sec.
 121.432(d))....................
                                 -------------------------------------------------------------------------------
    Total.......................  ..............             278  ..............  ..............         435,010
----------------------------------------------------------------------------------------------------------------
* Fully burdened hourly wage for ground instructor.
** Fully burdened hourly wage for clerical employee.

    The FAA is soliciting comments to--
    (1) Evaluate whether the proposed information requirement is
necessary for the proper performance of the functions of the FAA,
including whether the information will have practical utility;
    (2) Evaluate the accuracy of the FAA's estimate of the burden;
    (3) Enhance the quality, utility, and clarity of the information to
be collected; and
    (4) Minimize the burden of collecting information on those who are
to respond, including by using appropriate automated, electronic,
mechanical, or other technological collection techniques or other forms
of information technology.
    Individuals and organizations may send comments on the information
collection requirement to the address listed in the ADDRESSES section
at the beginning of this preamble by January 5, 2017. Comments also
should be submitted to the Office of Management and Budget, Office of
Information and Regulatory Affairs, Attention: Desk Officer for FAA,
New Executive Building, Room 10202, 725 17th Street NW., Washington, DC
20053.

F. International Compatibility and Cooperation

    In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to conform to
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these proposed regulations.

G. Environmental Analysis

    FAA Order 1050.1F identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this rulemaking action qualifies for the categorical
exclusion identified in paragraph 5-6.6 and involves no extraordinary
circumstances.

V. Executive Order Determinations

A. Executive Order 13132, Federalism

    The FAA has analyzed this proposed rule under the principles and
criteria of Executive Order 13132, Federalism. The FAA has determined
that this action would not have a substantial direct effect on the
States, or the relationship between the Federal Government and the
States, or on the distribution of power and responsibilities among the
various levels of government, and, therefore, would not have Federalism
implications.

B. Executive Order 13211, Regulations That Significantly Affect Energy
Supply, Distribution, or Use

    The FAA analyzed this proposed rule under Executive Order 13211,
Actions Concerning Regulations that Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). The FAA has determined that it
would not be a ``significant energy action'' under the executive order
and would not be likely to have a significant adverse effect on the
supply, distribution, or use of energy.

C. Executive Order 13609, Promoting International Regulatory
Cooperation

    Executive Order 13609, Promoting International Regulatory
Cooperation, promotes international regulatory cooperation to meet
shared challenges involving health, safety, labor, security,
environmental, and other issues and to reduce, eliminate, or prevent
unnecessary differences in regulatory requirements. The FAA has
analyzed this action under the policies and agency responsibilities of
Executive Order 13609, and has determined that this action would have
no effect on international regulatory cooperation.

VI. Additional Information

A. Comments Invited

    The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. The FAA also
invites comments relating to the economic, environmental, energy, or
federalism impacts that might result from adopting the proposals in
this document. The most helpful comments reference a specific portion
of the proposal, explain the reason for any recommended change, and
include supporting data. To ensure the docket does not contain
duplicate comments, commenters should send only one copy of written
comments, or if comments are filed electronically, commenters should
submit only one time.
    The FAA will file in the docket all comments it receives, as well
as a report summarizing each substantive public

contact with FAA personnel concerning this proposed rulemaking. Before
acting on this proposal, the FAA will consider all comments it receives
on or before the closing date for comments. The FAA will consider
comments filed after the comment period has closed if it is possible to
do so without incurring expense or delay. The FAA may change this
proposal in light of the comments it receives.
    Proprietary or Confidential Business Information: Commenters should
not file proprietary or confidential business information in the
docket. Such information must be sent or delivered directly to the
person identified in the FOR FURTHER INFORMATION CONTACT section of
this document, and marked as proprietary or confidential. If submitting
information on a disk or CD ROM, mark the outside of the disk or CD
ROM, and identify electronically within the disk or CD ROM the specific
information that is proprietary or confidential.
    Under 14 CFR 11.35(b), if the FAA is aware of proprietary
information filed with a comment, the FAA does not place it in the
docket. It is held in a separate file to which the public does not have
access, and the FAA places a note in the docket that it has received
it. If the FAA receives a request to examine or copy this information,
it treats it as any other request under the Freedom of Information Act
(5 U.S.C. 552). The FAA processes such a request under Department of
Transportation procedures found in 49 CFR part 7.

B. Availability of Rulemaking Documents

    An electronic copy of rulemaking documents may be obtained from the
Internet by--
    1. Searching the Federal eRulemaking Portal (http://www.regulations.gov);
    2. Visiting the FAA's Regulations and Policies Web page at http://www.faa.gov/regulations_policies or
    3. Accessing the Government Printing Office's Web page at http://www.gpo.gov/fdsys/.
    Copies may also be obtained by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue SW., Washington, DC 20591, or by calling<PHONE_NUMBER>.
Commenters must identify the docket or notice number of this
rulemaking.
    All documents the FAA considered in developing this proposed rule,
including economic analyses and technical reports, may be accessed from
the Internet through the Federal eRulemaking Portal referenced in item
(1) above.

List of Subjects

14 CFR Part 61

    Aircraft, Airmen, Aviation safety, Reporting and recordkeeping
requirements.

14 CFR Part 91

    Aircraft, Airmen, Aviation safety, Reporting and recordkeeping
requirements.

14 CFR Part 121

    Air carriers, Aircraft, Airmen, Aviation safety, Reporting and
recordkeeping requirements, Safety, Transportation.

14 CFR Part 135

    Aircraft, Airmen, Aviation safety, Reporting and recordkeeping
requirements.

    In consideration of the foregoing, the Federal Aviation
Administration proposes to amend chapter I of title 14, Code of Federal
Regulations as follows:

PART 61--CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND
INSTRUCTORS

0
1. The authority citation for part 61 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 44701-44703, 44707,
44709-44711, 44729, 44903, 45102-45103, 45301-45302.

0
2. Amend Sec.  61.71 by revising paragraph (b)(1) to read as follows:

Sec.  61.71  Graduates of an approved training program other than under
this part: Special rules.

* * * * *
    (b) * * *
    (1) Satisfactorily accomplished an approved training curriculum and
a proficiency check for that airplane type that includes all the tasks
and maneuvers required by Sec. Sec.  121.424 and 121.441 of this
chapter to serve as pilot in command in operations conducted under part
121 of this chapter; and
* * * * *

PART 91--GENERAL OPERATING AND FLIGHT RULES

0
3. The authority citation for part 91 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 1155, 40101, 40103, 40105,
40113, 40120, 44101, 44111, 44701, 44704, 44709, 44711, 44712,
44715, 44716, 44717, 44722, 46306, 46315, 46316, 46504, 46506-46507,
47122, 47508, 47528-47531, 47534, articles 12 and 29 of the
Convention on International Civil Aviation (61 Stat. 1180), (126
Stat. 11).

0
4. Amend Sec.  91.1063 as follows:
0
a. Redesignate paragraphs (c) and (d) as paragraphs (d) and (e),
respectively; and
0
b. Add new paragraph (c).
    The addition reads as follows:

Sec.  91.1063  Testing and training: Applicability and terms used.

* * * * *
    (c) Additional limitations applicable to program managers
authorized in accordance with paragraph (b) of this section, to comply
with subparts N and O of part 121 of this chapter instead of Sec. Sec.
91.1065 through 91.1107 of this part.
    (1) Upgrade training. (i) Each program manager must include in
upgrade ground training for pilots, instruction in at least the
subjects identified in Sec.  121.419(a) of this chapter, as applicable
to their assigned duties; and, for pilots serving in crews of two or
more pilots, beginning on [24 MONTHS AFTER EFFECTIVE DATE OF FINAL
RULE], instruction in the subjects identified in Sec.  121.419(c) of
this chapter.
    (ii) Each program manager must include in upgrade flight training
for pilots, flight training for the maneuvers and procedures required
in Sec.  121.424(a), (c), (e) and (f) of this chapter; and, for pilots
serving in crews of two or more pilots, beginning on [24 MONTHS AFTER
EFFECTIVE DATE OF FINAL RULE], the flight training required in Sec.
121.424(b) of this chapter.
    (2) Initial and recurrent leadership and command and mentoring
training. Program managers are not required to include leadership and
command training in Sec. Sec.  121.409(b)(2)(ii)(B)(6), 121.419(c)(1),
121.424(b) and 121.427(d)(1) of this chapter, and mentoring training in
Sec. Sec.  121.419(c)(2) and 121.427(d)(1) of this chapter in initial
and recurrent training for pilots in command who serve in operations
that use only one pilot.
    (3) One-time leadership and command and mentoring training. Section
121.429 of this chapter does not apply to program managers conducting
operations under this subpart when those operations use only one pilot.
* * * * *

PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL
OPERATIONS

0
5. The authority citation for part 121 continues to read as follows:

    Authority: 49 U.S.C. 106(f), 106(g), 40103, 40113, 40119, 41706,
42301 preceding note added by Pub. L. 112-95, sec. 412, 126 Stat.
89, 44101, 44701-44702, 44705, 44709-44711, 44713, 44716-44717,
44722, 44729, 44732; 46105; Pub. L. 111-216, 124 Stat. 2348 (49
U.S.C. 44701 note); Pub. L. 112-95, 126 Stat. 62 (49 U.S.C. 44732
note).

0
6. Add Sec.  121.17 to subpart A to read as follows:

Sec.  121.17  Pilot Professional Development Committee.

    (a) Each certificate holder conducting operations under this part
must establish and maintain a pilot professional development committee
to develop, administer, and oversee a formal pilot mentoring program.
    (b) The pilot professional development committee must consist of at
least the following individuals:
    (1) One certificate holder management representative who has
completed at least one year of service as a pilot in command in part
121 operations and is qualified through training, experience, and
expertise.
    (2) One representative of the pilots employed by the certificate
holder.
    (c) The pilot professional development committee must hold its
first meeting no later than [24 MONTHS AFTER EFFECTIVE DATE OF FINAL
RULE]. Thereafter, the pilot professional development committee must
meet on a regular basis. The committee must meet with sufficient
frequency to accomplish its objectives but not less than once every 12
calendar months.
0
7. Amend Sec.  121.400 as follows:
0
a. Revise paragraph (a);
0
b. Revise paragraph (c)(3);
0
c. Redesignate paragraphs (c)(4) through (c)(11) as paragraphs (c)(5)
through (c)(12), respectively; and
0
d. Add new paragraph (c)(4).
    The revisions and addition read as follows:

Sec.  121.400  Applicability and terms used.

    (a) This subpart prescribes the requirements applicable to each
certificate holder for establishing and maintaining a training program
for crewmembers, aircraft dispatchers, and other operations personnel,
and for the approval and use of flight simulation training devices and
training equipment in the conduct of the program.
* * * * *
    (c) * * *
    (3) Upgrade training. The training required for flightcrew members
who have qualified and served as second in command on a particular
airplane type, before they serve as pilot in command on that airplane.
    (4) Conversion training. The training required for flightcrew
members who have qualified and served as flight engineer on a
particular airplane type, before they serve as second in command on
that airplane.
* * * * *
0
8. Amend Sec.  121.401 by revising paragraph (a)(4) to read as follows:

Sec.  121.401  Training program: General

    (a) * * *
    (4) Provide enough flight instructors and approved check airmen to
conduct required flight training and checks required under this part.
* * * * *

Sec.  121.403  [Amended]

0
9. In Sec.  121.403 in paragraph (b)(4), remove the words ``airplane
simulators or other'' and add, in their place, the words ``flight
simulation.''

Sec.  121.407  [Amended]

0
10. Amend Sec.  121.407 as follows:
0
a. In the section heading, remove the words ``airplane simulators and
other'' and add, in their place, the words ``flight simulation'';
0
b. In paragraph (a) introductory text, remove the words ``airplane
simulator and other training device'' and add, in their place, the word
``FSTD'';
0
c. In paragraph (b), remove the words ``airplane simulator or other
training device'' and add, in their place, the word ``FSTD'';
0
d. In paragraph (c) introductory text, remove the words ``An airplane
simulator'' and add, in their place, the words ``A Level B or higher
FFS'', remove the word ``in-flight'' and add, in its place, the word
``inflight'', and remove the word ``simulator'' and add, in its place,
the word ``FFS'';
0
f. In paragraph (c)(2), add a comma after ``Sec.  121.424(a) and (c)''
and add ``Sec.  121.426,'' after the comma; and
0
g. In paragraphs (d) and (e), remove the words ``airplane simulator''
and add, in their place, the word ``FFS''.
0
11. Amend Sec.  121.409 as follows:
0
a. In the section heading, remove the words ``airplane simulators and
other'' and add, in their place, the words ``flight simulation'';
0
b. In paragraph (a), remove the words ``airplane simulators and other
training devices'' and add, in their place, the word ``FSTDs'';
0
c. In paragraphs (b) introductory text, (b)(1) and (c)(1), remove the
words ``airplane simulator'' and add, in their place, the word ``FFS'';
0
d. In paragraph (b)(2)(ii)(B)(4), remove the word ``and'' at the end of
the paragraph;
0
e. In paragraph (b)(2)(ii)(B)(5), remove the period at the end of the
paragraph and add, in its place, ``; and'';
0
f. Add paragraph (b)(2)(ii)(B)(6);
0
g. Remove the floating paragraph that follows paragraph (b)(3);
0
h. In paragraph (c)(2), remove the words ``airplane simulator or other
training device'' and add, in their place, the word ``FSTD''; and
0
i. In paragraph (d), in the first sentence, remove the word
``simulator'' and add, in its place, the word ``FFS'', and in the
second sentence, add ``121.426,'' after ``121.424'' and before ``and
121.427''.
    The addition reads as follows:

Sec.  121.409  Training courses using flight simulation training
devices.

* * * * *
    (b) * * *
    (2) * * *
    (ii) * * *
    (B) * * *
    (6) Provides an opportunity for each pilot in command to
demonstrate leadership and command skills.
* * * * *

Sec.  121.411  [Amended]

0
12. Amend Sec.  121.411 as follows:
0
a. In paragraphs (a)(1), (a)(2), (f)(1), and (f)(2), remove the words
``flight simulator'' and add, in their place, the words ``full flight
simulator''; and
0
b. In paragraph (b)(4), remove the word ``in-flight'' and add, in its
place, the word ``inflight''.

Sec.  121.412   [Amended]

0
13. Amend Sec.  121.412 as follows:
0
a. In paragraphs (a)(1), (a)(2), (f)(1), and (f)(2), remove the words
``flight simulator'' and add, in their place, the words ``full flight
simulator''; and
0
b. In paragraph (b)(4), remove the word ``in-flight'' and add, in its
place, the word ``inflight''.

Sec.  121.413  [Amended]

0
14. Amend Sec.  121.413 as follows:
0
a. In paragraphs (a)(2), (c)(7) introductory text, (c)(7)(iv), (d)(2)
introductory text, (d)(2)(iv), (f), (g) introductory text, (g)(1),
(g)(2) and (h), remove the words ``flight simulator'' and add, in their
place, the words ``full flight simulator''; and
0
b. In paragraph (f), remove the words ``in flight'' and add, in their
place, the word ``inflight''.

Sec.  121.414  [Amended]

0
15. Amend Sec.  121.414 as follows:
0
a. In paragraphs (a)(2), (c)(8) introductory text, (c)(8)(iv), (d)(2)
introductory text, (d)(2)(iv), (f), (g) introductory text, (g)(1),
(g)(2), and (h), remove the words ``flight simulator'' and add, in
their place, the words ``full flight simulator'';
0
b. In paragraph (e)(3)(i), remove the word ``In-flight'' and add, in
its place, the word ``Inflight''; and
0
c. In paragraph (f), remove the words ``in flight'' and add, in their
place, the word ``inflight''.
0
16. Amend Sec.  121.415 as follows:
0
a. In paragraph (b), remove the reference to ``121.425'' and add, in
its place, ``121.426'';

0
b. Revise paragraph (e);
0
c. Redesignate paragraphs (f) through (j) as paragraphs (g) through
(k), respectively;
0
d. Add new paragraph (f);
0
e. Revise newly redesignated paragraph (g);
0
f. Revise newly redesignated paragraph (h) introductory text;
0
g. In newly redesignated paragraph (j) remove the reference to
``paragraph (h)'' and add in its place ``paragraph (i)''; and
0
h. In newly redesignated paragraph (k) remove the references to
``paragraphs (h) and (i)'' and add in their place, ``paragraphs (i) and
(j)''.
    The revisions and addition read as follows:

Sec.  121.415  Crewmember and dispatcher training program requirements.

* * * * *
    (e) Upgrade training. (1) Upgrade training as specified in
Sec. Sec.  121.420 and 121.426 of this part for a particular type
airplane may be included in the training program for flightcrew members
who have qualified and served as second in command pilot on that
airplane; or
    (2) Before [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE], upgrade
training as specified in Sec. Sec.  121.419 and 121.424 of this part
for a particular type airplane may be included in the training program
for flightcrew members who have qualified and served as second in
command pilot on that airplane.
    (f) Conversion training as specified in Sec. Sec.  121.419 and
121.424 of this part for a particular type airplane may be included in
the training program for flightcrew members who have qualified and
served as flight engineer on that airplane.
    (g) Particular subjects, maneuvers, procedures, or parts thereof
specified in Sec. Sec.  121.419, 121.420, 121.421, 121.422, 121.424,
121.425 and 121.426 of this part for transition, conversion or upgrade
training, as applicable, may be omitted, or the programmed hours of
ground instruction or inflight training may be reduced, as provided in
Sec.  121.405 of this part.
    (h) In addition to initial, transition, conversion, upgrade,
recurrent and differences training, each training program must also
provide ground and flight training, instruction, and practice as
necessary to insure that each crewmember and dispatcher--
* * * * *

Sec.  121.417  [Amended]

0
17. In 14 CFR 121.417(b)(3)(ii), remove the words ``in flight'' and add
in their place, the word ``inflight''.
0
18. Amend Sec.  121.418 by revising paragraphs (a)(2) and (c) to read
as follows:

Sec.  121.418  Differences training and related aircraft differences
training.

    (a) * * *
    (2) Differences training for all variations of a particular type
airplane may be included in initial, transition, conversion, upgrade,
and recurrent training for the airplane.
* * * * *
    (c) Approved related aircraft differences training. Approved
related aircraft differences training for flightcrew members may be
included in initial, transition, conversion, upgrade and recurrent
training for the base aircraft. If the certificate holder's approved
training program includes related aircraft differences training in
accordance with paragraph (b) of this section, the training required by
Sec. Sec.  121.419, 121.420, 121.424, 121.425, 121.426 and 121.427 of
this part, as applicable to flightcrew members, may be modified for the
related aircraft.
0
19. Amend Sec.  121.419 as follows:
0
a. Revise the section heading;
0
b. Revise paragraph (a) introductory text;
0
c. Revise paragraph (b) introductory text;
0
d. Redesignate paragraphs (c) through (e) as paragraphs (d) through
(f), respectively;
0
e. Add new paragraph (c);
0
f. In newly redesignated paragraph (f)(2) remove the reference,
``paragraphs (c) and (d)'' and add in its place, ``paragraphs (d) and
(e)''; and
0
g. Add paragraph (g).
    The revisions and additions read as follows:

Sec.  121.419  Pilots and flight engineers: Initial, transition, and
conversion ground training and before [24 MONTHS AFTER EFFECTIVE DATE
OF FINAL RULE], upgrade ground training.

    (a) Except as provided in paragraph (b) of this section, initial,
conversion, and upgrade ground training for pilots and initial and
transition ground training for flight engineers, must include
instruction in at least the following as applicable to their assigned
duties:
* * * * *
    (b) Initial and conversion ground training for pilots who have
completed the airline transport pilot certification training program in
Sec.  61.156 of this chapter, and transition ground training for
pilots, must include instruction in at least the following as
applicable to their assigned duties:
* * * * *
    (c) Beginning on [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE],
and in addition to the requirements in paragraphs (a) or (b) of this
section, as applicable, initial ground training for pilots in command
must include instruction on the following:
    (1) Leadership and command, including flightcrew member duties
under Sec.  121.542 of this part; and
    (2) Mentoring, including techniques for instilling and reinforcing
the highest standards of technical performance, airmanship, and
professionalism in newly employed pilots.
* * * * *
    (f) * * *
    (1) * * *
    (2) Beginning March 12, 2019, initial programmed hours applicable
to pilots as specified in paragraphs (d) and (e) of this section must
include 2 additional hours.
    (g) Before [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE] upgrade
ground training must include either the instruction specified in
paragraph (a) of this section or the instruction specified in Sec.
121.420 of this part. Beginning on [24 MONTHS AFTER EFFECTIVE DATE OF
FINAL RULE], upgrade ground training must include the instruction
specified in Sec.  121.420 of this part.
0
20. Add Sec.  121.420 to read as follows:

Sec.  121.420  Pilots: Upgrade ground training.

    (a) Upgrade ground training must include instruction in at least
the following subjects as applicable to the duties assigned to the
pilot in command:
    (1) Seat dependent procedures, as applicable;
    (2) Duty position procedures, as applicable;
    (3) Leadership and command, including flightcrew member duties
under Sec.  121.542 of this part;
    (4) Crew resource management, including decision making, authority
and responsibility and conflict resolution; and
    (5) Mentoring, including techniques for reinforcing the highest
standards of technical performance, airmanship and professional
development in newly employed pilots.
    (b) Compliance date. Beginning on [24 MONTHS AFTER EFFECTIVE DATE
OF FINAL RULE], upgrade ground training must satisfy the requirements
of this section.

Sec.  121.423  [Amended]

0
21. In the Sec.  121.423 section heading, remove the word ``Pilot'' and
add, in its place, the word ``Pilots''.

0
22. Amend Sec.  121.424 as follows:
0
a. Revise section heading;
0
b. Revise paragraph (a) introductory text;
0
c. Redesignate paragraphs (b) through (e) as paragraphs (c) through
(f), respectively;
0
d. Add new paragraph (b);
0
e. In newly redesignated paragraph (c)(1), remove the words ``a
simulator'' and add, in their place, the words ``an FFS'';
0
f. In newly redesignated paragraph (c)(3), remove the words ``an
airplane simulator, an appropriate training device,'' and add in their
place, the words ``an FFS, an FTD,'';
0
g. In newly redesignated paragraph (d) introductory text remove the
reference ``paragraph (d)'' and add in its place the reference,
``paragraph (e)'';
0
h. In newly redesignated paragraph (e) introductory text remove the
words ``airplane simulator'' and add in their place the word, ``FFS'';
0
i. Revise newly redesignated paragraphs (e)(1)(i) and (ii);
0
j. In paragraph (e)(2), remove the words ``airplane simulator'' and add
in their place the word ``FFS''; and
0
k. Add paragraph (g).
    The revisions and additions read as follows:

Sec.  121.424  Pilots: Initial, transition, and conversion flight
training and before [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE],
upgrade flight training.

    (a) Initial, transition, conversion, and upgrade flight training
for pilots must include the following:
* * * * *
    (b) Beginning on [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE], in
addition to the requirements in paragraph (a) of this section, initial
flight training for pilots in command must include sufficient scenario
based training incorporating CRM and leadership and command skills, to
ensure the pilot's proficiency as pilot in command. The training
required by this paragraph may be completed inflight or in an FSTD.
* * * * *
    (e) * * *
    (1) * * *
    (i) Training and practice in the FFS in at least all of the
maneuvers and procedures set forth in appendix E to this part for
initial flight training that are capable of being performed in an FFS;
and
    (ii) A proficiency check in the FFS or the airplane to the level of
proficiency of a pilot in command or second in command, as applicable,
in at least the maneuvers and procedures set forth in appendix F to
this part that are capable of being performed in an FFS.
* * * * *
    (g) Before [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE] upgrade
flight training must be provided in accordance with either this section
or Sec.  121.426 of this part. Beginning on [24 MONTHS AFTER EFFECTIVE
DATE OF FINAL RULE], upgrade flight training must be provided as
specified in Sec.  121.426 of this part.

Sec.  121.425  [Amended]

0
23. Amend Sec.  121.425 as follows:
0
a. In paragraphs (a)(1) and (a)(2)(iii), remove the comma after the
word, ``inflight'' and remove the words ``in an airplane simulator, or
in a training device'' and add, in their place, the words ``or in an
FSTD'';
0
b. Designate the paragraph that follows paragraph (a)(2)(iii) as (a)(3)
and remove the words ``airplane simulator'' and add, in their place,
the word ``FFS''; and
0
c. In paragraph (c), remove the words ``airplane simulator or other
training device'' and add, in their place, the word ``FSTD'' and remove
the words ``simulator or other training device'' and add, in their
place, ``FSTD''.
0
24. Add Sec.  121.426 to read as follows:

Sec.  121.426  Pilots: Upgrade flight training.

    (a) Upgrade flight training for pilots must include the following:
    (1) Seat dependent maneuvers and procedures, as applicable;
    (2) Duty position maneuvers and procedures, as applicable;
    (3) Extended envelope training set forth in Sec.  121.423 of this
part;
    (4) Maneuvers and procedures set forth in the certificate holder's
low altitude windshear flight training program;
    (5) Sufficient scenario based training incorporating CRM and
leadership and command skills, to ensure the pilot's proficiency as
pilot in command; and
    (6) Sufficient training to ensure the pilot's knowledge and skill
with respect to the following:
    (i) The airplane, its systems and components;
    (ii) Proper control of airspeed, configuration, direction, altitude
and attitude in accordance with the Airplane Flight Manual, the
certificate holder's operations manual, checklists or other approved
material appropriate to the airplane type; and
    (iii) Compliance with ATC, instrument procedures, or other
applicable procedures.
    (b) The training required by paragraph (a) of this section must be
performed inflight except--
    (1) That windshear maneuvers and procedures must be performed in an
FFS in which the maneuvers and procedures are specifically authorized
to be accomplished;
    (2) That the extended envelope training required by Sec.  121.423
must be performed in a Level C or higher FFS unless the Administrator
has issued to the certificate holder a deviation in accordance with
Sec.  121.423(e); and
    (3) To the extent that certain other maneuvers and procedures may
be performed in an FFS, an FTD, or a static airplane as permitted in
appendix E to this part.
    (c) If the certificate holder's approved training program includes
a course of training utilizing an FFS under Sec.  121.409(c) and (d) of
this part, each pilot must successfully complete--
    (1) With respect to Sec.  121.409(c) of this part--A proficiency
check in the FFS or the airplane to the level of proficiency of a pilot
in command in at least the maneuvers and procedures set forth in
appendix F to this part that are capable of being performed in an FFS.
    (2) With respect to Sec.  121.409(d) of this part, training and
practice in at least the maneuvers and procedures set forth in the
certificate holder's approved low-altitude windshear flight training
program that are capable of being performed in an FFS in which the
maneuvers and procedures are specifically authorized.
    (d) Compliance dates. Beginning on [24 MONTHS AFTER EFFECTIVE DATE
OF FINAL RULE], upgrade flight training must satisfy the requirements
of this section, except for the extended envelope training in paragraph
(a)(3) and (b)(2) of this section. Upgrade flight training must include
the requirements of paragraph (a)(3) and (b)(2) beginning on March 12,
2019.
0
25. Amend Sec.  121.427 as follows:
0
a. In paragraph (a), remove the words ``crew member'' and add, in their
place, the word ``crewmember'';
0
b. Revise paragraph (b)(2);
0
c. Revise paragraph (b)(4);
0
d. Revise paragraph (c) introductory text;
0
e. Redesignate paragraphs (c)(1), (c)(2), and (c)(3) as paragraphs
(c)(2), (c)(3), and (c)(4), respectively;
0
f. Add new paragraph (c)(1);
0
g. In newly redesignated paragraph (c)(2), remove the words ``pilots
and'';
0
h. Redesignate paragraphs (d) and (e) as paragraphs (e) and (f),
respectively;
0
i. Add new paragraph (d);
0
j. Revise newly redesignated paragraph (e)(1)(ii);
0
k. Revise newly redesignated paragraph (e)(2)(ii); and
0
l. Revise newly redesignated paragraph (f)(1).

    The revisions and additions read as follows:

Sec.  121.427  Recurrent training.

* * * * *
    (b) * * *
    (2) Instruction as necessary in the following:
    (i) For pilots, the subjects required for ground training by
Sec. Sec.  121.415(a)(1), (a)(3), and (a)(4) and 121.419(b);
    (ii) For flight engineers, the subjects required for ground
training by Sec. Sec.  121.415(a)(1), (a)(3), and (a)(4) and
121.419(a);
    (iii) For flight attendants, the subjects required for ground
training by Sec. Sec.  121.415(a)(1), (a)(3), and (a)(4) and
121.421(a); and
    (iv) For aircraft dispatchers, the subjects required for ground
training by Sec. Sec.  121.415(a)(1) and (a)(4) and 121.422(a).
* * * * *
    (4) For crewmembers, CRM training and for aircraft dispatchers, DRM
training. For flightcrew members, CRM training or portions thereof may
be accomplished during an approved FFS line-oriented flight training
(LOFT) session.
    (c) Recurrent ground training for crewmembers and dispatchers must
consist of at least the following programmed hours of instruction in
the required subjects specified in paragraph (b) unless reduced under
Sec.  121.405:
    (1) For pilots--
    (i) Group I reciprocating powered airplanes, 15 hours;
    (ii) Group I turbopropeller powered airplanes, 19 hours; and
    (iii) Group II airplanes, 24 hours.
* * * * *
    (d) Recurrent ground training for pilots serving as pilot in
command.
    (1) Within 36 months preceding service as pilot in command, each
person must complete ground training on leadership and command,
including instruction on flightcrew member duties under Sec.  121.542
of this part, and mentoring. This training is in addition to the ground
training required in paragraph (b) of this section and the programmed
hours required in paragraph (c) of this section.
    (2) The requirements of paragraph (d)(1) do not apply until after a
pilot has completed ground training on leadership and command and
mentoring, as required by Sec. Sec.  121.419, 121.420 and 121.429 of
this part, as applicable.
    (e) * * *
    (1) * * *
    (ii) Flight training in an approved FFS in maneuvers and procedures
set forth in the certificate holder's approved low-altitude windshear
flight training program and flight training in maneuvers and procedures
set forth in appendix F to this part, or in a flight training program
approved by the Administrator, except as follows--
* * * * *
    (2) * * *
    (ii) The flight check, other than the preflight inspection, may be
conducted in an FSTD. The preflight inspection may be conducted in an
airplane, or by using an approved pictorial means that realistically
portrays the location and detail of preflight inspection items and
provides for the portrayal of abnormal conditions. Satisfactory
completion of an approved line-oriented flight training may be
substituted for the flight check.
    (f) * * *
    (1) Compliance with the requirements identified in paragraph
(e)(1)(i) of this section is required no later than March 12, 2019.
* * * * *
0
26. Add Sec.  121.429 to subpart N to read as follows:

Sec.  121.429  Pilots in command: Leadership and command and mentoring
training.

    (a) Beginning on [24 MONTHS AFTER EFFECTIVE DATE OF FINAL RULE], no
certificate holder may use a pilot as pilot in command in an operation
under this part unless the pilot has completed the following ground
training in accordance with the certificate holder's approved training
program:
    (1) Leadership and command training in Sec.  121.419(c)(1) of this
part and mentoring training in Sec.  121.419(c)(2) of this part; or
    (2) Leadership and command training in Sec.  121.420(a)(3) of this
part and mentoring training in Sec.  121.420(a)(5) of this part.
    (b) Credit for training provided by the certificate holder.
    (1) The Administrator may credit leadership and command training
and mentoring training completed by the pilot, with that certificate
holder, prior to [60 DAYS AFTER DATE OF PUBLICATION OF FINAL RULE IN
THE Federal Register], toward all or part of the training required by
paragraph (a) of this section.
    (2) In granting credit for the training required by paragraph (a)
of this section, the Administrator may consider training aids, devices,
methods and procedures used by the certificate holder in voluntary
leadership and command and mentoring instruction.
0
27. Amend Sec.  121.431 by revising paragraph (a)(1) to read as
follows:

Sec.  121.431  Applicability.

    (a) * * *
    (1) Prescribes crewmember qualifications for all certificate
holders except where otherwise specified; and
* * * * *
0
28. Amend Sec.  121.432 by revising paragraph (a) and adding new
paragraph (d) to read as follows:

Sec.  121.432  General.

    (a) Except in the case of operating experience under Sec.  121.434
of this part and ground training for leadership and command and
mentoring required by Sec. Sec.  121.419, 121.420, 121.427 and 121.429
of this part, as applicable, a pilot who serves as second in command of
an operation that requires three or more pilots must be fully qualified
to act as pilot in command of that operation.
* * * * *
    (d) Operations familiarization. (1) Applicability. The operations
familiarization requirements in paragraph (d)(2) of this section apply
to all persons newly employed by the certificate holder to serve as a
pilot in part 121 operations and who began the certificate holder's
basic indoctrination ground training on or after [24 MONTHS AFTER
EFFECTIVE DATE OF FINAL RULE].
    (2) Operations familiarization requirements. (i) No certificate
holder may use, and no person may serve as, a pilot in operations under
this part unless that person has completed the operations
familiarization required by paragraph (d)(2) of this section.
    (ii) Operations familiarization must include at least two operating
cycles conducted by the certificate holder in accordance with the
operating rules of this part.
    (iii) All pilots completing operations familiarization must occupy
the observer seat on the flight deck and have access to and use an
operational headset.
    (3) Deviation. (i) A certificate holder who operates an aircraft
that does not have an observer seat on the flight deck may submit a
request to the Administrator for approval of a deviation from the
requirements of paragraphs (d)(1) and (d)(2) of this section.
    (ii) A request for deviation from any of the requirements in
paragraphs (d)(1) and (d)(2) of this section must include the following
information:
    (A) The total number and types of aircraft operated by the
certificate holder in operations under this part that do not have an
observer seat on the flight deck;

    (B) The total number and types of aircraft operated by the
certificate holder in operations under this part that do have an
observer seat on the flight deck; and
    (C) Alternative methods for achieving the objectives of this
section.
    (iii) A certificate holder may request an extension of a deviation
issued under this section.
    (iv) Deviations or extensions to deviations will be issued for a
period not to exceed 12 months.
0
29. Amend Sec.  121.433 as follows:
0
a. Revise paragraph (a)(2); and
0
b. In paragraph (c)(2), remove the word ``simulator'' and add, in its
place, the word ``FFS''.
    The revision reads as follows:

Sec.  121.433  Training required.

    (a) * * *
    (2) Crewmembers who have qualified and served as second in command
or flight engineer on a particular type airplane may serve as pilot in
command or second in command, respectively, upon completion of upgrade
or conversion training, as applicable, for that airplane as provided in
Sec.  121.415.
* * * * *
0
30. Amend Sec.  121.434 as follows:
0
a. Redesignate paragraph (b)(3) as paragraph (b)(4);
0
b. Add new paragraph (b)(3);
0
c. In newly redesignated paragraph (b)(4), remove the words ``in
flight'' and add, in their place, the word ``inflight'';
0
d. In paragraph (c)(1)(ii), revise the first sentence; and
0
e. In paragraph (c)(3)(iii), remove the words ``airplane simulator''
and add, in their place, the words ``FFS''.
    The addition and revision read as follows:

Sec.  121.434  Operating experience, operating cycles, and
consolidation of knowledge and skills.

* * * * *
    (b) * * *
    (3) In the case of a pilot who satisfactorily completed the
preflight visual inspection of an aircraft by pictorial means during a
proficiency check, the pilot must also demonstrate proficiency to a
check pilot on at least one complete preflight visual inspection of the
interior and exterior of a static airplane. This demonstration of
proficiency must be completed by the pilot and certified by the check
pilot before the completion of operating experience.
* * * * *
    (c) * * *
    (1) * * *
    (ii) For a qualifying pilot in command completing initial or
upgrade training specified in Sec. Sec.  121.424 or 121.426 of this
part, be observed in the performance of prescribed duties by an FAA
inspector during at least one flight leg which includes a takeoff and
landing.
* * * * *
0
31. Amend Sec.  121.439 as follows:
0
a. Revise paragraphs (a), (b) introductory text and (b)(1);
0
b. Remove and reserve paragraph (c);
0
c. Revise paragraphs (d) and (e); and
0
d. In paragraph (f)(2)(ii) remove the word ``reestablish'' and add, in
its place, the word ``re-establish''.
    The revisions read as follows:

Sec.  121.439  Pilot qualification: Recent experience.

    (a) No certificate holder may use any person nor may any person
serve as a required pilot flightcrew member, unless within the
preceding 90 days, that person has made at least three takeoffs and
landings in the type airplane in which that person is to serve. The
takeoffs and landings required by this paragraph may be performed in a
Level B or higher FFS approved under Sec.  121.407 to include takeoff
and landing maneuvers. In addition, any person who fails to make the
three required takeoffs and landings within any consecutive 90-day
period must re-establish recency of experience as provided in paragraph
(b) of this section.
    (b) In addition to meeting all applicable training and checking
requirements of this part, a required pilot flightcrew member who has
not met the requirements of paragraph (a) of this section must re-
establish recency of experience as follows:
    (1) Under the supervision of a check airman, make at least three
takeoffs and landings in the type airplane in which that person is to
serve or in a Level B or higher FFS.
* * * * *
    (c) [Reserved]
    (d) When using an FFS to accomplish any of the requirements of
paragraphs (a) or (b) of this section, each required flightcrew member
position must be occupied by an appropriately qualified person and the
FFS must be operated as if in a normal inflight environment without use
of the repositioning features of the FFS.
    (e) A check airman who observes the takeoffs and landings
prescribed in paragraph (b)(1) of this section shall certify that the
person being observed is proficient and qualified to perform flight
duty in operations under this part and may require any additional
maneuvers that are determined necessary to make this certifying
statement.
0
32. Amend Sec.  121.441 as follows:
0
a. In paragraphs (a) introductory text, (a)(1)(i)(B), (a)(1)(ii)(B),
and (a)(2)(ii), remove the word ``simulator'' and add, in its place,
the word ``FFS'';
0
b. In paragraph (a)(2)(i), remove the word ``simulator'' and add, in
its place, the word ``flight'';
0
c. In paragraph (c) remove the words, ``airplane simulator or other
appropriate training device'' and add, in their place, the words ``FFS
or FTD'';
0
d. Revise paragraph (d); and
0
e. Remove the floating paragraph that follows paragraph (e).
    The revision reads as follows:

Sec.  121.441  Proficiency checks.

* * * * *
    (d) A person giving a proficiency check may, in his discretion,
waive any of the maneuvers or procedures for which a specific waiver
authority is set forth in appendix F to this part if the conditions in
paragraphs (d)(1) through (3) of this section are satisfied:
    (1) The Administrator has not specifically required the particular
maneuver or procedure to be performed.
    (2) The pilot being checked is, at the time of the check, employed
by a certificate holder as a pilot.
    (3) The pilot being checked meets one of the following conditions:
    (i) The pilot is currently qualified for operations under this part
in the particular type airplane and flightcrew member position.
    (ii) The pilot has, within the preceding six calendar months,
satisfactorily completed an approved training curriculum, except for an
upgrade training curriculum in accordance with Sec. Sec.  121.420 and
121.426 of this part, for the particular type airplane.
* * * * *
0
33. Revise appendix E to read as follows:

Appendix E to Part 121--Flight Training Requirements

    The maneuvers and procedures required by Sec.  121.424 of this
part for pilot initial, transition, and conversion flight training
are set forth in the certificate holder's approved low-altitude
windshear flight training program, Sec.  121.423 extended envelope
training, and in this appendix. The maneuvers and procedures
required for upgrade training in accordance with Sec.  121.424 of
this part are set forth in this appendix and in the certificate
holder's approved low-altitude windshear flight training program and
Sec.  121.423 extended envelope training. For the maneuvers and
procedures required for upgrade training in accordance with Sec.
121.426, this appendix

designates the airplane or FSTD, as appropriate, that may be used.
    All required maneuvers and procedures must be performed inflight
except that windshear and extended envelope training maneuvers and
procedures must be performed in a full flight simulator (FFS) in
which the maneuvers and procedures are specifically authorized to be
accomplished. Certain other maneuvers and procedures may be
performed in an FFS, a flight training device (FTD), or a static
airplane as indicated by the appropriate symbol in the respective
column opposite the maneuver or procedure.
    Whenever a maneuver or procedure is authorized to be performed
in an FTD, it may be performed in an FFS, and in some cases, a
static airplane. Whenever the requirement may be performed in either
an FTD or a static airplane, the appropriate symbols are entered in
the respective columns.
    A Level B or higher FFS may be used instead of the airplane to
satisfy the inflight requirements if the FFS is approved under Sec.
121.407 of this part and is used as part of an approved program that
meets the requirements for an Advanced Simulation Training Program
in appendix H of this part.
    For the purpose of this appendix, the following symbols mean--

I = Pilot in Command (PIC) and Second in Command (SIC) initial
training
T = PIC and SIC transition training
U = SIC to PIC upgrade training
C = Flight engineer (FE) to SIC conversion training

----------------------------------------------------------------------------------------------------------------
                                       Inflight         Static airplane           FFS                 FTD
----------------------------------------------------------------------------------------------------------------
As appropriate to the airplane
 and the operation involved,
 flight training for pilots
 must include the following
 maneuvers and procedures.
I. Preflight:
    (a) Visual inspection of     ...................  I, T, U, C........
     the exterior and interior
     of the airplane, the
     location of each item to
     be inspected, and the
     purpose for inspecting it.
     The visual inspection may
     be conducted using an
     approved pictorial means
     that realistically
     portrays the location and
     detail of visual
     inspection items and
     provides for the portrayal
     of normal and abnormal
     conditions.
    (b) Use of the prestart      ...................  ..................  I, T, U, C........
     checklist, appropriate
     control system checks,
     starting procedures, radio
     and electronic equipment
     checks, and the selection
     of proper navigation and
     communications radio
     facilities and frequencies
     prior to flight.
    (c)(1) Before March 12,      I, T, U, C.........
     2019, taxiing, sailing,
     and docking procedures in
     compliance with
     instructions issued by ATC
     or by the person
     conducting the training.
        (2) Taxiing. Beginning
         March 12, 2019, this
         maneuver includes the
         following:.
            (i) Taxiing,         I, T, U, C.........
             sailing, and
             docking procedures
             in compliance with
             instructions
             issued by ATC or
             by the person
             conducting the
             training.
            (ii) Use of airport  I, T, U, C.........
             diagram (surface
             movement chart).
            (iii) Obtaining      I, T, U, C.........
             appropriate
             clearance before
             crossing or
             entering active
             runways.
            (iv) Observation of  I, T, U, C.........
             all surface
             movement guidance
             control markings
             and lighting.
            (d)(1) Before March  ...................  ..................  I, T, U, C........
             12, 2019, pre-
             takeoff checks
             that include
             powerplant checks.
        (2) Beginning March 12,  ...................  ..................  I, T, U, C........
         2019, pre-takeoff
         procedures that
         include powerplant
         checks, receipt of
         takeoff clearance and
         confirmation of
         aircraft location, and
         FMS entry (if
         appropriate) for
         departure runway prior
         to crossing hold short
         line for takeoff.
II. Takeoffs:
Training in takeoffs must
 include the types and
 conditions listed below but
 more than one type may be
 combined where appropriate:
    (a) Normal takeoffs which,   I, T, U, C.........
     for the purpose of this
     maneuver, begin when the
     airplane is taxied into
     position on the runway to
     be used.
    (b) Takeoffs with            ...................  ..................  I, T, U, C........
     instrument conditions
     simulated at or before
     reaching an altitude of
     100' above the airport
     elevation.
    (c)(1) Crosswind takeoffs..  I, T, U, C.........
        (2) Beginning March 12,  I, T, U, C.........
         2019, crosswind
         takeoffs including
         crosswind takeoffs
         with gusts if
         practicable under the
         existing
         meteorological,
         airport, and traffic
         conditions.
    (d) Takeoffs with a          ...................  ..................  I, T, U, C........
     simulated failure of the
     most critical powerplant--.
        (1) At a point after V1  ...................  ..................  I, T, U, C........
         and before V2 that in
         the judgment of the
         person conducting the
         training is
         appropriate to the
         airplane type under
         the prevailing
         conditions; or.
        (2) At a point as close  ...................  ..................  I, T, U, C........
         as possible after V1
         when V1 and V2 or V1
         and VR are identical;
         or.
        (3) At the appropriate   ...................  ..................  I, T, U, C........
         speed for nontransport
         category airplanes.
    (e) Rejected takeoffs        ...................  ..................  I, T, U, C........
     accomplished during a
     normal takeoff run after
     reaching a reasonable
     speed determined by giving
     due consideration to
     aircraft characteristics,
     runway length, surface
     conditions, wind direction
     and velocity, brake heat
     energy, and any other
     pertinent factors that may
     adversely affect safety or
     the airplane.
    (f) Night takeoffs. For      I, T, U, C.........
     pilots in transition
     training, this requirement
     may be met during the
     operating experience
     required under.
    Sec.   121.434 of this part
     by performing a normal
     takeoff at night when a
     check airman serving as
     PIC is occupying a pilot
     station.
III. Flight Maneuvers and
 Procedures:
    (a) Turns with and without   ...................  ..................  I, T, U, C........
     spoilers.
    (b) Tuck and Mach buffet...  ...................  ..................  I, T, U, C........

    (c) Maximum endurance and    ...................  ..................  I, T, U, C........
     maximum range procedures.
    (d) Operation of systems     ...................  ..................  I, T, U...........
     and controls at the flight
     engineer station.
    (e) Runaway and jammed       ...................  ..................  I, T, U, C........
     stabilizer.
    (f) Normal and abnormal or
     alternate operation of the
     following systems and
     procedures:
        (1) Pressurization.....  ...................  ..................  ..................  I, T, U, C.
        (2) Pneumatic..........  ...................  ..................  ..................  I, T, U, C.
        (3) Air conditioning...  ...................  ..................  ..................  I, T, U, C.
        (4) Fuel and oil.......  ...................  I, T, U, C........  ..................  I, T, U, C.
        (5) Electrical.........  ...................  I, T, U, C........  ..................  I, T, U, C.
        (6) Hydraulic..........  ...................  I, T, U, C........  ..................  I, T, U, C.
        (7) Flight control.....  ...................  I, T, U, C........  ..................  I, T, U, C.
        (8) Anti-icing and       ...................  ..................  I, T, U, C........
         deicing.
        (9) Autopilot..........  ...................  ..................  I, T, U, C........
        (10) Automatic or other  ...................  ..................  I, T, U, C........
         approach aids.
        (11) Stall warning       ...................  ..................  I, T, U, C........
         devices, stall
         avoidance devices, and
         stability augmentation
         devices.
        (12) Airborne radar      ...................  ..................  I, T, U, C........
         devices.
        (13) Any other systems,  ...................  ..................  I, T, U, C........
         devices, or aids
         available.
        (14) Electrical,         ...................  I, T, U, C........  ..................  I, T, U, C.
         hydraulic, flight
         control, and flight
         instrument system
         malfunctioning or
         failure.
        (15) Landing gear and    ...................  I, T, U, C........  ..................  I, T, U, C.
         flap systems failure
         or malfunction.
        (16) Failure of          ...................  ..................  I, T, U, C........
         navigation or
         communications
         equipment.
    (g) Flight emergency
     procedures that include at
     least the following:
        (1) Powerplant, heater,  ...................  I, T, U, C........  ..................  I, T, U, C.
         cargo compartment,
         cabin, flight deck,
         wing, and electrical
         fires.
        (2) Smoke control......  ...................  I, T, U, C........  ..................  I, T, U, C.
        (3) Powerplant failures  ...................  ..................  I, T..............  U, C.
        (4) Fuel jettisoning...  ...................  I, T, U, C........  ..................  I, T, U, C.
        (5) Any other emergency  ...................  ..................  I, T, U, C........
         procedures outlined in
         the appropriate flight
         manual.
    (h) Steep turns in each      ...................  ..................  I, T, U, C........
     direction. Each steep turn
     must involve a bank angle
     of 45[deg] with a heading
     change of at least
     180[deg] but not more than
     360[deg]. This maneuver is
     not required for Group I
     transition training..
    (i) Stall Prevention. For    ...................  ..................  I, T, U, C........
     the purpose of this
     training the approved
     recovery procedure must be
     initiated at the first
     indication of an impending
     stall (buffet, stick
     shaker, aural warning).
     Stall prevention training
     must be conducted in at
     least the following
     configurations:.
        (1) Takeoff              ...................  ..................  I, T, U, C........
         configuration (except
         where the airplane
         uses only a zero-flap
         takeoff configuration).
        (2) Clean configuration  ...................  ..................  I, T, U, C........
        (3) Landing              ...................  ..................  I, T, U, C........
         configuration.
    (j) Recovery from specific   ...................  ..................  I, T, U, C........
     flight characteristics
     that are peculiar to the
     airplane type.
    (k) Instrument procedures
     that include the
     following:.
        (1) Area departure and   ...................  ..................  I, T, U, C........
         arrival.
        (2) Use of navigation    ...................  ..................  I, T, U, C........
         systems including
         adherence to assigned
         radials.
        (3) Holding............  ...................  ..................  I, T, U, C........
    (l) ILS instrument
     approaches that include
     the following:.
        (1) Normal ILS           I, T, U, C.........
         approaches.
        (2) Manually controlled  I..................  ..................  T, U, C...........
         ILS approaches with a
         simulated failure of
         one powerplant which
         occurs before
         initiating the final
         approach course and
         continues to touchdown
         or through the missed
         approach procedure.
    (m) Instrument approaches
     and missed approaches
     other than ILS which
     include the following:.
        (1) Nonprecision         ...................  ..................  U, C..............  I, T.
         approaches that the
         pilot is likely to use.
        (2) In addition to       ...................  ..................  I, T, U, C........
         subparagraph (1) of
         this paragraph, at
         least one other
         nonprecision approach
         and missed approach
         procedure that the
         pilot is likely to use.
In connection with paragraphs
 III(l) and III(m), each