PROVING RUNS
This is just a part of what needs to be done but it will give you some insight how complex the certification process is.
Qualified Operations Inspector.
a) Proving flights. A qualified Operations inspector is an inspector who, in order of preference, is:
· Aircraft type-rated and current,
· Aircraft type-rated and not current, or
Indicates new/changed information.
· An aviation safety inspector (ASI)—Operations, type-rated in an aircraft within the same group (group I or II) being used in the proving flight and in possession of a “Best Qualified” letter of authorization (LOA), (see subparagraph 3-2378A4)).
b) Validation flights. A qualified operations inspector is an inspector who, in order of preference, is:
· Aircraft type-rated and current,
· Aircraft type-rated and not current,
· Aircraft group qualified, or
Indicates new/changed information.
· An ASI in possession of a “Best Qualified” LOA, (see subparagraph 3-2378A4)).
Indicates new/changed information.
NOTE: For validation testing (with the exception of FAA SAO specialists conducting an international validation test), the qualified operations inspector must be familiar with the testing being conducted. For ETOPS validation flights, the qualified operations inspector should be type-rated (not necessarily current) in the specific aircraft, or type-rated in another multi-engine ETOPS-approved aircraft, and be thoroughly familiar with the ETOPS requirements. See Volume 4, Chapter 6, Section 2 for details regarding ETOPS validation flights.
2) Dispatch-Qualified Inspector.
a) Proving flights. A dispatch-qualified inspector is an inspector who, in order of preference:
Indicates new/changed information.
· An ASI-Aircraft Dispatcher (ASI-AD) assigned to the CHDO with oversight responsibility of the operator, and who is familiar with the operator’s aircraft dispatcher training program and dispatch procedures.
· An ASI-AD located in the region in which the operator’s dispatch, flight following, or operational control center is located.
· An ASI-AD from the Flight Standards National Field Office (AFS-900).
· An ASI-AD from the Air Transportation Division (AFS-200).
· An Air Carrier Operations Inspector (ASI-AC-OP) who holds an FAA Aircraft Dispatcher Certificate, has attended FAA Academy (AMA) Course 21047, Aircraft Dispatcher Functions for ASIs, has oversight responsibility of the operator conducting the proving flights, and is familiar with the operator’s operations manuals, including the manual containing the aircraft dispatcher training program and aircraft dispatcher procedures.
NOTE: The CHDO must follow the order of preference. If an individual named in the first bullet is not available, see the second bullet. If the individual named in the second bullet is not available, see the third bullet, etc.
b) Validation Flights. A dispatch-qualified inspector is an inspector who meets the requirements contained in subparagraph 3-2378A2)a) above. For part 121 tests, the team composition selection process should include an ASI-AD from AFS-900.
3) For all in-flight scenarios conducted during proving flights, a qualified operations inspector must be present in the aircraft. A cabin safety inspector (CSI) should serve as the focal point for all in-flight scenarios involving Flight Attendants (F/A). For flights involving repositioning of inspectors for proving or validation ground scenarios (i.e., flights that do not include in-flight scenarios), a qualified operations inspector does not need to be onboard the aircraft, provided the flightcrew is type-rated, current, and has completed all training requirements, as applicable for the type of operation. Such flights are considered incidental to the proving/validation tests and considered advantageous to both the FAA and operator.
4) If a qualified operations inspector is not available within the CMO or FSDO, the office manager will request assistance in locating a qualified operations inspector from the regional Flight Standards division (RFSD). The RFSD will first try to locate a qualified operations inspector within its region, and, if necessary, look outside its region. The Flight Activity and Crew Tracking System (FACTS) database can be a useful tool in locating such inspectors. The RFSD may also request the assistance of the Flight Standards Inspector Resource Program (FSIRP) office in obtaining a qualified operations inspector. If the FSIRP office determines that the FAA does not have any qualified operations inspectors who are type-rated and current or type-rated and non-current, then the FSIRP may issue a “Best Qualified” LOA for an operations inspector current on a similar type aircraft within the same group, and valid for a period of time sufficient to complete the operator’s proving test.
NOTE: All LOAs must be initiated by the RFSD, be approved by the FSIRP office, and be electronically forwarded to the inspector through the Air Carrier Operations Division (AFS-200) for parts 121 and 135, or the General Aviation Division (AFS-800) for 14 CFR part 91 subpart K (91K). This can be accomplished by electronically carbon copying the applicable division when sending the LOA to the inspector.
5) For unique situations in which an operator must conduct proving flights in an aircraft with only one jump seat and no passenger seats (e.g., cargo-configured aircraft), a qualified operations inspector must conduct all in-flight scenarios. The principal operations inspector (POI) should thoroughly review the applicant’s proving test plan to ensure that all FAA disciplines have the opportunity to conduct sufficient testing. Other forms of testing can be accomplished by tabletop demonstrations and preflight or postflight scenarios. Any other unique proving flight situations may require a waiver; such requests should be forwarded to the RFSD for concurrence and further forwarded to AFS-200 (for parts 121 and 135) or AFS-800 (for part 91K) for approval.
6) All FAA participants conducting the proving test must review the carrier’s operation, operations manual, and the proving test plan in order to report deficiencies in any of these areas. It is desirable to have the POI included as part of the in-flight proving test team, but on space-limited flights where the POI is not the qualified operations inspector, the qualified operations inspector should have seating priority in order to facilitate the in-flight scenarios.
7) Once the qualified operations inspector has completed the in-flight scenarios associated with proving flights, the avionics and maintenance inspector should have an opportunity to observe normal flight deck operations from the flight deck jump seat. When an avionics or maintenance inspector is occupying a flight deck jump seat, no in-flight scenarios may be conducted. The additional inspector observations should be planned so additional flight segments are not required of the operator.
B. Predemonstration Test Briefing with Applicant. The CPM conducts briefings with the applicant daily, or as necessary to establish what the test team expects the applicant to accomplish during each proving test. Briefings should include at least the following items:
· Purpose of the proving test,
· Status of the inspector in the jump seat,
· Status of the onboard team of inspectors (they are treated as passengers),
· Changes in status of passenger to FAA inspector when an FAA credential is revealed,
· Procedures for initiating simulated scenarios, see subparagraph D1) below, and what action is expected from the applicant,
· Procedures for reacting to an actual emergency during the proving test,
· Copies of flight plans, load manifests, and other documents that are expected and that should be provided,
· Procedures for treating or terminating maintenance discrepancies, and
· Debriefing at the conclusion of each day unless major problems require it sooner. (Major discrepancies must be resolved before the proving test may resume the following day.)
NOTE: For part 121 applicants, detailed guidance on scenario development, briefings with applicants, and proving flight protocols, see Volume 10, Chapter 6, Section 2, Certification Process Document.
C. Proving Flight Protocol.
1) Inspectors may play the role of a passenger, and in such cases must conceal their FAA Form 110A, Aviation Safety Inspector’s Credentials, from view. The operations inspector assigned to the flight deck is always in an inspector role.
2) Inspectors observe normal and routine operations, such as preflight duties, carry-on baggage, correct announcements, briefing of passengers at emergency exit seats, and/or crew signals.
3) Inspectors use Proving Flight Test Scenario Worksheets to document the results of each scenario.
4) Inspectors perform as passengers in “real life scenarios,” and should act the part, see D1) below.
5) Inspectors should discreetly communicate with each other when a scenario is about to begin.
6) Inspectors should not touch or operate any emergency equipment onboard.
7) Company personnel and/or inspectors should not actually position engine controls, switches, etc. to initiate, or in response to, a scenario.
8) In the case of emergency equipment malfunction scenario, a note will be taped to the equipment, a note given to the crewmember, or the inspector whose FAA Form 110A is visible will verbally inform the crewmember.
9) One inspector will be assigned to end each scenario. This information should be included on each Proving Flight Scenario Worksheet.
10) If an actual emergency situation occurs, the scenario will be terminated.
11) Do not discuss scenario results with the applicant. The test team will discuss the results of each scenario as a team at the end of the day, and then the applicant will be briefed.
12) Crewmembers should use a copy of an actual aircraft logbook page to record scenarios.
13) The CPM (or designee) carries the flight schedule, crewmember names, scenario worksheets, and cards, and coordinates with the inspectors onboard. In the event the CPM (or designee) cannot be onboard for a particular day, he or she will designate another team member to act in that capacity.
D. Determining Applicant Competency.
1) The FAA test team may initiate a scenario using any of the following methods:
· A note containing specific instructions handed to an employee,
· A “passenger” engaging in some activity, or
· Verbal instructions given by an FAA inspector who is holding his or her FAA Form 110A where it is visible.
NOTE: In some situations, it is impractical to hand the applicant a note or give him or her verbal instructions, such as in scenarios where a passenger stands up while the aircraft is taxiing, appears to be intoxicated, or uses a cell phone prior to takeoff. In order to test the F/As’ knowledge and ability to follow procedures, these types of scenarios should be acted out. It is up to the team to determine how each scenario is presented.
2) The test team’s plan for inspecting and evaluating an applicant’s competency during the en route segment should include scenarios and other testing mechanisms designed to test the effectiveness of the applicant’s:
· Flightcrew,
· Cabin crew,
· Airport/station facilities,
· Operational control, and
· Company procedures.
a) Flightcrew. The test team evaluates the competency and ability of the flightcrew throughout the en route segment. Examples of areas to inspect and evaluate are:
· Flightcrew qualification,
· Aircraft performance (including flight characteristics),
· Aircraft Flight Manual (AFM) limitations,
· Aircraft normal, abnormal, and emergency procedures,
· Aircraft systems and equipment,
· Airport data (including knowledge of required runway lengths, field elevation, facilities, and gates or parking areas),
· Flight management and cruise control,
· Company manuals and procedures,
· Crew discipline, situational awareness, and crew management,
· Crew vigilance and collision avoidance procedures,
· Knowledge of en route structure, long-range navigation (LORAN) procedures (if applicable), and unique en route and area-of-operation requirements,
· Knowledge of MEL and Configuration Deviation List (CDL) procedures,
· Knowledge of, and competency in, departure and arrival procedures,
· Air/ground communications with the company and also with air traffic control (ATC),
· Check airman/check pilot performance and effectiveness,
· Adequacy of aircraft training program as demonstrated by the flightcrew,
· Cabin crew and passenger briefings,
· Knowledge of security requirements and procedures,
· Crew Resource Management (CRM), and
· Communication and coordination with station personnel.
b) Cabin Crew. The test team evaluates the cabin crew competency and ability during the en route segment. Examples of areas to inspect and evaluate are:
· Competency in all normal procedures associated with their assigned positions,
· Knowledge of emergency procedures (including evacuation, fire fighting, pressurization problems, passenger illness or injury, baggage in the cabin, and exit seating),
· Knowledge of applicable manual procedures pertaining to duties and responsibilities,
· Knowledge of procedures to follow when a crewmember is incapacitated,
· Knowledge of verbal and non-verbal communication procedures between the cabin and cockpit (such as the number of chimes indicating imminent takeoff or landing),
· Training program effectiveness, and
· Cockpit coordination (including crew and passenger briefings, communication and coordination with station personnel, CRM, and knowledge of security requirements and procedures).
c) Airport/Station Facilities. The test team determines whether the airports and the applicant’s station facilities are adequate to support the specific aircraft and type of operation proposed by evaluating, at a minimum:
· Runways and taxiways,
· Runway and taxiway lighting,
· Approach lighting,
· Navigational Aids (NAVAID),
· Gate, ramp, and loading area conditions (such as markings, congestion, and lighting),
· Station operations manuals, maintenance manuals, and facilities,
· Ground crew qualifications and training (if applicable),
· Passenger enplaning and deplaning procedures,
· Baggage and cargo loading,
· Aircraft fueling and servicing, and
· Gate arrival and departure procedures and equipment.
d) Flight control, dispatch, flight-following, and flight-locating centers. At applicable locations, the FAA test team evaluates and inspects:
· Flight planning,
· Dispatch, flight release, and flight locating procedures,
· Airport and route information collection and dissemination,
· Driftdown and diversionary procedures,
· Weather information collection and dissemination,
· Dispatch and flight control personnel competency,
· Communications capability within the company, with the aircraft, and with other agencies,
· Load control (for example, the accuracy of the passenger count and the ability to convey weight and balance changes to and from the aircraft before takeoff),
· Scheduling,
· Flightcrew duty and rest time,
· Manuals,
· High minimums captains,
· Maintenance control (procedures and records),
· Flightcrew briefings,
· Air transportation supervisor (part 121 Domestic/Flag only) competency check for initial check dispatcher (as applicable), and
· Initial check dispatcher (part 121 Domestic/Flag only) competency check on initial cadre dispatchers (as applicable).
NOTE: The utilization of a dispatch-qualified inspector ASI-AD is recommended.
e) Company procedures, programs, and interfaces. Examples of company procedures, programs, and interfaces to inspect and evaluate are:
· Aircraft operations operational control,
· Ground operations and maintenance personnel,
· Fueling facilities and equipment,
· Security (public protection and restricted articles),
· Adequacy of training programs,
· MEL and CDL procedures,
· Procedures for accomplishing unscheduled and scheduled maintenance,
· Hazardous materials (hazmat),
· Ability to conduct operations at unscheduled stops or alternate airports,
· Adverse weather requiring coordination between dispatcher/flight follower, pilot, and F/As,
· Aircraft Accessibility Act compliance,
· Carry-on baggage, and
· Exit row seating.
