FLIGHT STANDARDIZATION BOARD (FSB) REPORT

                  McDONNELL DOUGLAS DC-10 and MD-11

                           REVISION NO. 1




                           OCTOBER 18, 1996







                  CHAIRMAN:__________________________
                              W.C. MALONE
                               LGB-AEG


                  COORDINATED:______________________12/09/96
                              DAVID R. HARRINGTON
                              MANAGER, AIR TRANSPORTATION DIVISION, AFS-200


























DC-10 and MD-11 FSB Report                      September 9, 1991

                               CONTENTS

                                                                  PAGE


1.   PURPOSE AND APPLICABILITY  . . . . . . . . . . . . . . . . .    4

2.   PILOT "TYPE RATING" REQUIREMENTS . . . . . . . . . . . . . .    6

3.   "MASTER COMMON REQUIREMENTS" (MCRs)  . . . . . . . . . . . .    6

4.   "MASTER DIFFERENCE REQUIREMENTS" (MDRs)  . . . . . . . . . .    8

5.   FAA APPROVED "OPERATOR DIFFERENCE REQUIREMENTS" (ODR)
     TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . .    9

6.   FSB SPECIFICATIONS FOR TRAINING  . . . . . . . . . . . . . .   10

7.   FSB SPECIFICATIONS FOR CHECKING  . . . . . . . . . . . . . .   20

8    FSB SPECIFICATIONS FOR CURRENCY  . . . . . . . . . . . . . .   30

9    OPERATIONAL COMPLIANCE CHECKLIST . . . . . . . . . . . . . .   32

11   APPLICATION OF FSB REPORT  . . . . . . . . . . . . . . . . .   35


12   ALTERNATE MEANS OF COMPLIANCE  . . . . . . . . . . . . . . .   36

13   MISCELLANEOUS - RESERVED . . . . . . . . . . . . . . . . . .   37

APPENDICES  . . . . . . . . . . . . . . . . . . . . . . . . . . .   38
     MASTER DIFFERENCE REQUIREMENTS
     ACCEPTABLE ODR TABLES
     EXAMPLE OF AN ACCEPTABLE MD-11 TRAINING PROGRAM
     AIRCRAFT COMPLIANCE CHECKLIST














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DC-10 and MD-11 FSB Report                      Revision #1
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                            REVISION RECORD

     REVISION NO.      SECTION            PAGE #s            DATE
     ORIGINAL                             ALL

     REVISION #1                                             10/18/96

     1.4               - Previous reports superseded.

     1.6               - Acronyms added.

     3.1.2 & pg. 66    - Removes "PROF" Mode altitude limitation.

     3.4               - Remove reference to FAR 91.85(c).

     5.1               - Removes reference to DC-10-10 in ODR tables.

     5.3.3 and 7.2.3   - Changes ANM-270L to LGB-AEG.

     6.1.11            - Adds high altitude training.

     6.6.3             - Requirements for Designated Firefighter.

     7.2.1             - Adds reference to GPS.

     9.4.1 and 2       - Emergency Evacuation updated.

     Compliance Checklist:

     91.221            - Type design complies.

     91.611            - Authorization for one engine ferry.

     121.358           - Windshear system certified.

     121.485           - Changes ANM-270L to LGB-AEG and removes reference to
                         "Skybunk".

     Advisory Circular:

     AC 00-50A         - Windshear system certified.

     FAA Directives    - May use /G on Flight Plans.






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DC-10 and MD-11 FSB Report                      Revision #1
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1. PURPOSE AND APPLICABILITY:

   1.1  This FSB report specifies FAA master training, checking,  and
        currency requirements applicable to crews operating DC-10 and
        MD-11 aircraft under FAR 121. This report also addresses
        Training, etc.).  Provisions of this report include:
        certain issues regarding the operation of DC-10s or MD-11s
        Training, etc.).  Provisions of this report include:
        other than under FAR 121 (e.g. Type Rating Determination,
        Training, etc.).  Provisions of this report include:

        1.1.1  Assigning different "Type Ratings" to DC-10 and MD-11
               aircraft.

        1.1.2  Describing "Master Common Requirements" (MCRs)
               applicable to DC-10s and MD-11s.

        1.1.3  Describing "Master Difference Requirements" (MDRs) for
               crews requiring differences qualification for mixed-
               fleet flying or transition of DC-10 variants, MD-11
               variants, or both DC-10 and MD-11 variants.

        1.1.4  Providing examples of acceptable "Operator Difference
               Requirement (ODR)" Tables.

        1.1.5  Describing an acceptable training program and training
               device characteristics when necessary to establish
               compliance with pertinent MDRs.

        1.1.6  Setting checking and currency standards including
               specification of particular check items that must be
               administered by FAA or operators.

        1.1.7  Providing information to FAA Field Offices about DC-10
               and MD-11 compliance with FARs, Advisory Circular, or
               other operational criteria.

   1.2  This report provides:

        1.2.1  Minimum requirements which must be applied by FAA field
               offices, (e.g. MCRs, MDRs, Type Rating designations,
               etc.).

        1.2.2  Information may be mandatory for particular operators         ]
               if the designated configurations apply and if approved
               for that operator (e.g. MDR footnotes, acceptable ODR
               tables).

        1.2.3  Information which is used to facilitate FAA review of
               an aircraft type or variant proposed for use by an
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               operator (e.g. compliance checklist for FAA Field
               Office use etc.).

        Note:  Various sections within this report are noted as to           ]
               whether compliance (considering the FARs and provisions
               of AC 120-53) is required, is recommended, or is
               advisory in nature.

   1.3  This report addresses DC-10 variants including DC-10-10, -10F,
        -15, -30, -30F, -40, and -40F, and MD-11 variants including
        the MD-11 and MD-11F.  Refer to FAA Type Certificate Data
        Sheet A22WE.

   1.4  The provisions of this report are effective until amended,
        superseded, or withdrawn by subsequent revisions to this FSB
        report.  Previous DC-10 and MD-11 FSB reports are superseded.        ]

   1.5  Terminology:

        The term "must" is used in this report and certain MDR
        footnotes even though it is recognized that this FSB report,
        and Advisory Circular AC 120-53 on which it is based, provides
        one acceptable means, but not necessarily the only means of
        compliance with FAR 121 Subpart N and O requirements.  This
        terminology acknowledges the need for operators to fully
        comply with this FSB report MDR and ODR provisions if AC 120-
        53 is to be used by the operator as the means of complying
        with FAR 121. Operators who choose this method must comply
        with each applicable MDR provision including the footnotes.

        The term "extended range" is used in this report for extended
        range operation in remote and oceanic areas.

   1.6  Acronyms:

        The following is a list of some of the acronyms used in this
        report:
        AGL  - Above Ground Level

        AGL  - Above Ground Level
        APD  - Aircrew Program Designee                                      ]
        APM  - Aircrew Program Manager
        AQP  - Advanced Qualification Program
        ASI  - Aviation Safety Inspector
        ATP  - Airline Transport Pilot
        CAWS - Central Aural Warning System
        CWS  - Control Wheel Steering
        DU   - Display Unit
        EAD  - Engine and Alert Display

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        FCP  - Flight Control Panel
        FF   - Fuel Flow
        FMC  - Flight Management Computer
        FMA  - Flight Mode Annunciator
        FMS  - Flight Management System
        FQ   - Fuel Quantity
        FTD  - Flight Training Device
        IRS  - Inertial Reference System
        LSAS - Longitudinal Stability Augmentation System
        LOFT - Line Oriented Flight Training
        MDA  - Minimum Decent Altitude
        ND   - Navigation Display
        NSET - National Simulator Evaluation Team
        PDCS - Performance Data Computer System
        PFD  - Primary Flight Display                                        ]
        PMS  - Performance Management System
        PNF  - Pilot Not Flying
        POI  - Principal Operation Inspector
        PROF - Profile Mode
        RCWS - Roll Control Wheel Steering
        RTO  - Rejected Takeoff
        SD   - System Display


2. PILOT "TYPE RATING" REQUIREMENTS:

   In accordance with the provisions of FAR 1 and 61, different pilot
   "type ratings" are assigned to the DC-10 and MD-11 as listed in
   paragraph 1.3.  Any DC-10 variant is designated as a "DC-10", and
   any MD-11 variant is designated as an "MD-11".


3. "MASTER COMMON REQUIREMENTS" (MCRs):

   3.1  MINIMUM HEIGHT FOR USE OF AUTOPILOT (FAR 121.579):

        3.1.1  All DC-10s:

               For the DC-10, unless a higher altitude is otherwise
               specified by the FAA or McDonnell Douglas (e.g. by AFM,
               AD, service bulletin, etc.) the minimum height for
               engagement of the autopilot for takeoff, in FAR 121
               operations, is 500 feet AGL when in the "takeoff",
               "vertical speed", "IAS hold", or "altitude hold" modes.
               For DC-10s approved for takeoff or landing using CWS,
               the autopilot may be engaged in CWS mode prior to
               takeoff, and may remain engaged in CWS mode through
               landing.  For autopilot precision approach, dual land,
               single land, or go-around, autopilot minimum use height

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               is as specified by the AFM.  For non-precision
               approach, the autopilot minimum use height is the
               published MDA when in "vertical speed", "IAS hold", or
               "altitude hold" modes, otherwise minimum use height is
               500 feet AGL.

        3.1.2  All MD-11s:

               For the MD-11, unless a higher value is otherwise
               specified by FAA (e.g. by AFM, AD, service bulletin,
               etc.) the minimum height for engagement of the
               autopilot for MD-11 aircraft, under FAR 121 operations,
               is 200 feet AGL in "takeoff", "level change", "vertical
               speed", and "altitude hold" mode.  "PROF" Mode may be         ]
               used in accordance with AFM constraints for minimum           ]
               engagement altitude.                                          ]

               For MD-11s with RCWS and LSAS, the autopilot may be in the RCWS
               /LSAS configuration for both takeoff and landing.  For
               autopilot precision approach, dual land, single land,
               or go-around, autopilot minimum use height is as
               specified by the AFM for the respective mode (i.e.
               autopilot may usually remain engaged through completion
               of landing rollout). For non-precision approach, the
               autopilot minimum use height is 50 feet below published
               MDA when using "level change", "vertical
               speed", "flight path angle (FPA)" or "altitude hold" modes.

   3.2  Approach Categories (FAR 97.3):

        Both the DC-10 and MD-11 are generally considered Category
        D aircraft for "Straight-In Approach" weather minima.
        Certain DC-10-10s may be considered Category C if, at their
        maximum certificated landing weight, 1.3 Vso is less than
        141 knots (see the pertinent AFM and FAR 97.3(b)).  Both
        the DC-10 and MD-11 are considered approach Category D
        aircraft for "Circling Approach" weather minima unless
        otherwise permitted or required by applicable operations
        specifications.







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   3.3  NO FLAP APPROACH:

        Training and checking requirements include:

        3.3.1  Training for and demonstration of approaches with no
               slats and normal flaps, no flaps and normal slats, and
               no slats or flaps is appropriate for both DC-10 and MD-
               11 aircraft.

        3.3.2  Credit for demonstration of a "No Flap/No Slat"
               approach in either a DC-10 or MD-11 aircraft is
               permitted for the other respective type if specified by
               approved ODRs.

   3.4  NORMAL "FINAL LANDING FLAP SETTING":                                 ]

        The normal "final landing flap setting" is considered to be either
        "Flaps 35" or "Flaps 50" for both DC-10 and MD-11.                   ]

   3.5  USE OF MD-11 "MAP" MODE DURING INSTRUMENT APPROACHES:

        It is appropriate that crews monitor pertinent raw data
        navigation information during instrument approaches using the
        ND "MAP" mode. Raw data localizer and glideslope information
        on the PFD, and VOR, or NDB information, as applicable, should
        be monitored to ensure consistency with ND map information.
        Some operators consider it a good operating practice to have
        one pilot monitor the pertinent ND "APPR" or "VOR" display
        mode to validate information shown by the map display.
        Exclusive use of the "MAP" mode by both pilots during an
        instrument approach without some means of crosscheck
        (i.e.monitoring PFD LOC and GS data,) is not appropriate.
        This is due to the potential for error associated with
        unreliable navigation signals, delays in updating following
        "IRS only" operations, facility outages, or other such
        factors.


4. "MASTER DIFFERENCE REQUIREMENTS" (MDRs):

   4.1  MDR TABLES:

        Requirements for particular DC-10 and MD-11 variants are shown
        in Appendix 1.  These provisions apply when differences
        between variants exist which affect crew knowledge, skills, or
        abilities (e.g. Level A or greater differences).  Limited

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        credit for certain maneuvers is permitted between MD-11 and
        DC-10 aircraft, as specified, even though the DC-10 and MD-11
        are assigned level E for differences and have different pilot
        type ratings.  This is appropriate since common handling
        qualities and other common characteristics such as cockpit
        visibility may permit certain credit for training, checking,
        and currency related to takeoff and landing.

   4.2  MDR FOOTNOTES:

        Footnotes to MDR requirements define acceptable "required
        means" of compliance.  A footnote can indicate requirements
        that are less restrictive than the basic designation, or more
        restrictive than the basic designation, depending on the
        significance of the differences between particular variants.

   4.3  DIFFERENCE LEVEL DEFINITIONS:

        Difference level definitions are as specified in AC 120-53.
        For convenience, a table summarizing these definitions is
        included with the MDR table in Appendix 1.


5. FAA APPROVED "OPERATOR DIFFERENCE REQUIREMENTS" (ODR) TABLES:

   5.1  ODR TABLES:

        ODR Tables are to be developed by each individual operator
        when differences exist which affect crew qualification.
        An example ODR table related to DC-10 and MD-11 mixed fleet          ]
        operations is shown in Appendix 2. This ODR table is provided        ]
        only as an example and may not include items that are                ]
        applicable to particular operators.                                  ]

   5.2  LANDING CURRENCY CREDIT PERMITTED BY ODR TABLES:

        Limited credit for certain takeoff and landing maneuvers may
        be permitted between MD-11 and DC-10 aircraft as specified in
        ODR tables.  When approved by FAA, an operator may have its
        pilots satisfy the requirement for three takeoffs and landings
        in the previous 90 days (FAR 121.439) by accomplishing those
        takeoffs and landings in either the DC-10, the MD-11, or by
        any combination of three takeoffs and landings in a DC-10 or
        MD-11.  However, to obtain this credit, a pilot must remain
        current with both the DC-10 and MD-11 cockpits, systems, and         ]

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        procedures by having completed at least 3 segments in the DC-
        10, and an additional 3 segments in the MD-11, each within 90
        days. However, during these six segments the pilot may have
        been the "pilot flying" for only three of the respective
        takeoffs and landings (See section 8 regarding currency).  An
        example to see how this landing currency credit is permitted
        is provided by the ODR tables shown in Appendix 2.  The levels
        and methods that may be used to re-establish currency if
        currency is lost are shown under the compliance methods
        columns (e.g. a difference Level D method such as an
        appropriate FTD may be used in this instance).  The applicable
        currency period and necessary currency events that must be
        satisfied are shown in the currency column.

   5.3  DISTRIBUTION OF FAA APPROVED ODR TABLES:

        Distribution of the FAA Approved ODR Tables should be as
        follows:

        5.3.1  Original FAA approved ODR tables are to be retained by
               the operator;

        5.3.2  Copies of FAA approved ODR tables are to be retained by
               the Certificate Holding District Office (CHDO).

        5.3.3  A copy of approved ODR tables should be provided to the
               DC-10/MD-11 Flight Standards Board (FSB) Chairman, Long
               Beach AEG, LGB-AEG.                                           ]


6. FSB SPECIFICATIONS FOR TRAINING:

   6.1  GENERAL:

        6.1.1  AIRMEN EXPERIENCE:

               The provisions of this section of the report apply to
               programs for experienced airmen (i.e. airmen who have
               previous experience in FAR 121 air carrier operations,
               former military, commuter or corporate pilots with
               turbine powered aircraft experience, etc.).  For airmen
               not having such experience additional requirements may
               be necessary as determined by the POI, FSB, and
               AFS-200.





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DC-10 and MD-11 FSB Report                      Revision #1
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        6.1.2  DC-10 TRAINING PROGRAM NEW TO AN OPERATOR:
               (without differences between DC-10 variants)

               Numerous training programs for any one DC-10 variant
               are already FAA approved.  FAA Principal Inspectors of
               operators initially introducing a DC-10 type for an
               operator not currently using DC-10s, and where
               differences between DC-10 aircraft are not a factor,
               may approve such programs consistent with other
               programs previously approved by FAA for DC-10s (i.e.
               for an operator introducing a fleet of DC-10-10s with
               no differences between individual aircraft).

               a)  When such programs are approved, operators should
                   be aware that if variants are to be added (DC-10-30
                   to be introduced within a fleet (Navigation Systems
                   added to a fleet of DC-10-10s) or differences are
                   to be introduced within a fleet (Navigation Systems
                   updated for part of the fleet), ODR table
                   development and FAA approval is necessary prior to
                   operations of those aircraft with differences.

               b)  For information regarding previously approved
                   programs, FAA Principal Inspectors of other
                   existing DC-10 operators may be consulted.  In the
                   event of uncertainty regarding evaluation of a
                   proposed program, the DC-10 FSB Chairman should be
                   consulted.

        6.1.3  MD-11 TRAINING PROGRAM NEW TO AN OPERATOR:
              (without differences between MD-11 variants)

               MD-11 training programs (with no differences between
               aircraft, where no mixed-fleet operations with DC-10
               aircraft occur, and where no transition or currency
               credit is sought) should meet or exceed each provision
               of this report related to the MD-11. A sample of
               acceptable FAR 121 Appendix E and H programs are
               provided in Appendix 3.  MDRs and ODR tables in               ]
               Appendix 1 and 2 do not apply.                                ]

        6.1.4  DC-10 OR MD-11 TRAINING PROGRAMS WITH DIFFERENCES
               BETWEEN AIRCRAFT:

               When more than one variant of DC-10, MD-11, or
               combinations of DC-10s and MD-11s are flown in a
               mixed fleet, differences training programs meeting
               criteria specified by MDR tables must be described
               in ODR tables and approved by FAA, or the operator

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               must have an alternate means of compliance as prescribed      ]
               by Section 12 of this report.                                 ]

               Any existing DC-10 program that is less comprehensive
               than the program shown in Appendix 2 should be reviewed
               and revised as necessary to meet MDRs. Any changes
               proposed to such existing programs making those
               programs less restrictive should not be approved
               without prior coordination with the DC-10 FSB chairman.

        6.1.5  TAKEOFF SAFETY:

               Because of frequent DC-10 and MD-11 operations at
               critical weight with runway limited takeoffs,
               particular emphasis on certain takeoff safety related
               topics is appropriate during training. This includes
               emphasis on the following:

               a)  The meaning and proper use of V1.

               b)  The importance of prompt and correct execution of a
                   rejected takeoff (RTO), including selection of
                   autobrakes and use of full braking capability.

               c)  The need to minimize exposure to high speed RTOs
                   for minor difficulties unrelated to the ability of
                   the aircraft to continue a safe takeoff.

               d)  Proper selection of flap settings and thrust levels
                   for existing conditions.

               e)  Proper lineup and use of available runway.

               f)  Correct accountability for clutter and/or reduced
                   braking friction.

               g)  Consideration of use of Reduced V1 or Minimum V1
                   when runway in excess of critical field length is
                   available.

        6.1.6  ALTITUDE CALLOUTS DURING LANDING:

               a)  DC-10:

                   Radar altimeter callouts have been found to be
                   beneficial during flare.  Accordingly, for those
                   DC-10 aircraft not equipped with automatic voice
                   radar altitude callouts or tones, a crew procedure

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                   providing for a "non-flying" flight crewmember
                   (PNF, flight engineer to make callouts during
                   flare is recommended (e.g. callouts for 50', 30',
                   10' Radar Altitude).

               b)  MD-11:

                   For the MD-11, due to the minimum number of
                   landings typically accomplished by each crewmember
                   as a result of long stage lengths, and the need for
                   the "pilot-not-flying" (PNF) to monitor other
                   parameters during flare, use of automatic voice
                   callouts (if installed) during flare is certified and     ]
                   appropriate. The procedures of MD-11 operators not
                   electing to use automatic callouts should only be
                   approved if use of an equivalent or better procedure
                   or method is demonstrated.

        6.1.7  AUTOMATIC LANDINGS:

               If an operator conducts automatic landings in either
               the DC-10 or MD-11 then appropriate training must
               occur.  This training must be conducted in the
               respective DC-10 or MD-11 training device, simulator,
               or airplane due to the differences in AFCS, instrument
               indications, and annunciations.  However, due to the
               similarity between various autoland systems in DC-10s,
               autoland training for the DC-10 may occur in any DC-10
               variant.  Similarly, MD-11 autoland training may occur
               in any MD-11 variant.

        6.1.8  HAZARDOUS WEATHER AND WINTER OPERATIONS:

               Proper precautions and procedures regarding hazardous
               weather/winter operations which may be unique to DC-10
               and MD-11 aircraft should be addressed.  For example,
               skid braking characteristics when stopping on slippery
               topics such as proper use of wing/tail anti-ice, anti-
               skid braking characteristics when stopping on slippery
               runways, appropriate autobrake settings, hazards
               associated with rejecting critical weight takeoffs near
               V1 on slippery runways, and other such topics are
               appropriate for emphasis in training programs due to
               the significant percentage of critical field length
               takeoffs.





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        6.1.9  CREWMEMBER EMERGENCY TRAINING (FAR 121.417):

               Appropriate emergency training must be given to each
               crewmember on the location, type, function, and
               operation of each item of emergency equipment that is
               different in each DC-10/MD-11 variant. Training may be
               accomplished by pictures or videotape if, prior to line
               operation, adequate knowledge of equipment use is
               demonstrated to an authorized representative of the
               operator for that variant in a static aircraft or
               approved training device.

               a)  Where equipment is common, instruction may be
                   adjusted for those crewmembers qualified and
                   current on other DC-10 or MD-11 variants, provided
                   records are available which demonstrate that
                   crewmembers meet FAR 121.417 and 121.683(a)
                   requirements.  For example, where elements of
                   interior configurations are common, training may be
                   simultaneously credited for variants.

               b)  For different emergency equipment, doors, slides,
                   slide/rafts, rafts, communications, or other
                   interior configuration elements, even when within
                   the same series (e.g. DC-10-10 and -10F), training
                   on emergency equipment for each variant is required
                   in accordance with MDRs.

        6.1.10  DC-10/MD-11 SPECIAL CHARACTERISTICS:

               a)  Critical Hydraulic Failure:

                   For DC-10s with the #3 hydraulic system
                   modification, which permits limited control in the
                   event of catastrophic tail section hydraulic
                   failure, and for any MD-11, crews should
                   demonstrate familiarity with pertinent hydraulic
                   system annunciations and knowledge of backup
                   aircraft control and thrust management for such a
                   hydraulic failure.  An approach and landing should
                   be accomplished with this critical hydraulic
                   failure during initial, transition, and upgrade
                   training. For crews currently qualified on one or
                   both of these aircraft, if not already addressed,
                   this issue should be addressed during a suitable
                   recurrent training period on at least a one time
                   basis.  While demonstration of use of proper
                   procedures and control in this configuration is


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                   appropriate, it is not an objective to train to
                   proficiency in landing with this configuration.

               b)  Takeoff Rotation With Failure of #2 Engine:

                   Due to the location of the #2 engine, in the event
                   of failure of the #2 engine a pilot will experience
                   very light control forces at rotation.  Pilots
                   should be familiar with this characteristic and
                   take precautions to not "prematurely rotate", "over
                   rotate", or let speed subsequently decay below V2
                   during initial climb.

        6.1.11 MD-11 SPECIAL CHARACTERISTICS:

               a)  Speeds beyond Vmo/Mmo:

                   If inadvertently encountering speeds beyond
                   Vmo/Mmo, the LSAS speed protection feature may in
                   some instances provide pitch control feedback that
                   can lead to slight pilot induced oscillation (PIO)
                   during recovery.  Crews should be aware of this
                   characteristic and be advised that use of normal
                   overspeed recovery techniques, including thrust
                   reduction and a smooth increase of pitch attitude,
                   are appropriate.  Training in high altitude PIO           ]
                   recovery should be accomplished in the simulator.         ]

               b)  Rotation, Flare, and Geometry Limits:

                   Due to MD-11 fuselage geometry, crews should be
                   clearly aware of the attitude at which tail contact
                   can occur, proper rotation and flare technique, and
                   flare and touchdown pitch characteristics of the
                   aircraft with use of various flap, spoiler, reverse
                   thrust, and CG conditions.  This should be
                   addressed for normal takeoffs and landings, with a
                   wing or center engine inoperative, and for landing
                   considering use of either auto spoilers or manual
                   spoilers.

        6.1.12 TRAINING FOR DC-10/MD-11 "SEAT DEPENDENT" TASKS:              ]

               a)  Proper accomplishment of certain DC-10/MD-11 tasks,       ]
                   procedures, or maneuvers require training of a
                   crewmember for a particular crew position (i.e.
                   captain, first officer, international relief
                   officer, check airman, etc.).  Thus training
                   programs, including those programs leading to

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                   airman certification for an ATP Certificate or type
                   rating, should recognize and address the necessary
                   seat/position related tasks for the applicable
                   example, an applicant for addition of an MD-11 type
                   crewmember or certification that is intended.  For
                   example, an applicant for addition of an MD-11 type
                   rating to an ATP Certificate would be expected to
                   receive training in ground taxi by use of the
                   steering tiller, including turns on narrow
                   taxiways, accurately maneuvering to a jetway, and
                   transitioning to or from the tiller during
                   crosswind takeoffs or landings.  Demonstrating taxi
                   exclusively through use of rudder pedal steering
                   would not be appropriate for a new PIC, even though
                   such a demonstration may be entirely acceptable for
                   training of a first officer. Accordingly, each
                   training program should address seat dependent
                   tasks or maneuvers to the extent necessary to
                   satisfy crew qualification objectives.

               b)  The DC-10/MD-11 tasks, procedures, or maneuvers which     ]
                   are considered to have seat dependent elements are as
                   follows:

                   (1)  Use of steering tiller during taxi.
                   (2)  Rejected Takeoff.

               c)  Other items which could in certain circumstances
                   have seat dependent elements, and may need to be
                   considered and addressed as determined by each
                   operator and POI on a case by case basis, include
                   the following:

                   (1)  Crosswind takeoffs and landings.
                   (2)  Engine inoperative takeoffs and landings.
                   (3)  Emergency communications.
                   (4)  Loss of all generators.
                   (5)  Loss of all engines.
                   (6)  Emergency Descent.
                   (7)  Operation on emergency power (DU Display
                        configuration differences).

   6.2  INITIAL, UPGRADE, OR TRANSITION TRAINING:

        6.2.1  Pilot Initial, Upgrade, and Transition Ground Training
               (FAR 121.419):

               Pilot Initial, Upgrade, and Transition Ground Training
               is accomplished in accordance with FAR 121.419 or SFAR

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DC-10 and MD-11 FSB Report                      September 9, 1991

               58 Advanced Qualification Program (AQP).  When more
               than one variant is to be flown or transition from one
               variant to another is to be accomplished, appropriate
               ground instruction in differences is required for each
               variant consistent with MDR provisions.

        6.2.2  Pilot Initial, Upgrade and Transition Flight Training
               (FAR 121.424):

               Pilot Initial, Upgrade and Transition Flight Training
               is accomplished in accordance with FAR 121.424 or SFAR
               58 (AQP).  When flight training is accomplished, and
               several variants are to be flown, flight training is to
               suitably address each variant consistent with MDR
               provisions.

        6.2.3  Training Program Hour Reductions (FAR 121.405):

               Training program hours may be reduced as specified in
               FAR 121.405, but may not be reduced to a level which is
               less than that set forth in the MDR Tables.

   6.3  DIFFERENCES TRAINING (FAR 121.418):

        6.3.1  General:

               Unless an initial or transition program is completed
               for each variant, differences training is necessary for
               each variant as shown in the MDR Tables.  Samples of
               acceptable ODR Tables for differences are shown in
               Appendix 2.

               a)  The differences programs of Appendix 2 for a
                   mixed-fleet assumes a trainee has completed
                   Initial, Upgrade or Transition Training and will
                   receive differences training for the other variant
                   group(s).

               b)  Coverage of differences may be completed coincident
                   either with each phase of Initial, Upgrade, or
                   Transition Training, or following completion of
                   that training.

        6.3.2  Differences Ground Training:

               Differences Ground Training in the topics applicable to
               the pertinent variant group or groups and shown by
               sample ODR tables or the equivalent is required.  When

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DC-10 and MD-11 FSB Report                      September 9, 1991

               Level C or greater training is required by MDRs,
               comprehensive treatment of the topics specified in the
               ODR Tables requires at least 20 programmed hours of
               ground instruction.  The POI may reduce this minimum
               time when specific cases warrant.

        6.3.3  Differences Flight Training:

               Differences Flight Training is required in the topics
               and maneuvers applicable to the pertinent variant group
               or groups that are shown by sample ODR tables.  For an
               Advanced Qualification (SFAR 58) Program, "Flight
               Qualification Events" must be consistent with items
               specified by the applicable ODR tables.

        6.3.4  Engine Intermix:

               Engine intermix operations (i.e. For the DC-10,
               different Pratt & Whitney JT9Ds or different GE CF6s
               with different levels of rated thrust, or for the MD-11
               different PW4460s, etc.) are acceptable as specified by
               the AFM.  If engine intermix limits and performance are
               clearly addressed (Vmcg, airport analysis, FAR 121.189
               obstacle clearance, etc.), and this information is
               readily available to the flight crew and easily
               interpreted, then Level A/A/A differences are
               considered acceptable.

        6.3.5  Passenger and Freighter Variants:

               Mixed flying of Passenger, Combi, and Freighter
               Variants within the same variant group (i.e. DC-10-10
               passenger and freighter configurations, or MD-11
               passenger and combi) may require compliance with
               additional MDR footnote limitations (e.g. A/A/B).  This
               is appropriate due to differences in doors, fire
               protection provisions, emergency evacuation, and other
               areas.

        6.3.6  DC-10 FMS Differences:

               When Level D or greater requirements are shown for
               differences training due to Flight Management System
               (FMS), training must include "hands-on" training with
               the FMS and its components. Comprehensive treatment of
               FMS typically requires a MINIMUM of 8 programmed hours
               of "hands on" instruction unless otherwise approved for
               an AQP program.

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DC-10 and MD-11 FSB Report                      September 9, 1991

        6.3.7  DC-10 PDCS/PMS Differences:

               Performance Data Computer System (PDCS) and Performance
               Management System (PMS) Differences must be addressed
               between variants.  Level B/A/B is acceptable for
               differences between PDCS and PMS aircraft or vice
               versa.  POIs may permit credit for prior PMS and PDCS
               experience by reducing the amount of Level B or greater
               training needed.

   6.4  RECURRENT TRAINING:

        6.4.1  Recurrent training must include appropriate training in
               accordance with FAR 121.427 for each variant group
               consistent with the items and levels specified by MDR
               and ODR tables for differences training.

        6.4.2  Recurrent Flight Training requires appropriate
               maneuvers and procedures identified in FAR 121 Appendix
               E or as otherwise approved for an AQP in accordance
               with SFAR 58.  For either case, maneuvers and
               procedures addressed must account for each variant
               group operated.  ODR table provisions identify
               differences in maneuvers or procedures between variants
               which must be addressed in the operators recurrent
               program.

   6.5  LOFT PROGRAMS (FAR 121.409(b)(3)):

               When operators have LOFT programs and several variants,
               POIs should review LOFT credits to assure suitability
               for each variant.  If simulators used for LOFT have
               differences from the variants actually flown, LOFT
               credits may be reduced or eliminated if such
               differences are determined to have a significant
               adverse effect on the effectiveness of LOFT.  Separate
               LOFT programs for DC-10 and MD-11 are necessary.  LOFT
               credit between DC-10 and MD-11 programs is not
               appropriate.

   6.6  OTHER TRAINING:

        6.6.1  Flight Engineer:

               Flight Engineer training for the DC-10 is in accordance
               with FAR 63, FAR 121 Appendix E, or SFAR 58. Flight
               Engineer training is not applicable to the MD-11.


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DC-10 and MD-11 FSB Report                      Revision #1
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        6.6.2  Flight Navigator:

               Flight Navigator training is not applicable to either
               the DC-10 or MD-11.

        6.6.3  Designated Firefighter (Combi Only):

               Prior to FAR 121 use of DC-10 and MD-11 "Combi" variants      ]
               in service, POI's must coordinate with the FSB on the use     ]
               of the "Designated Fire Fighter" training requirements,       ]
               i.e., the "Combi Standards for Training", mandated by the     ]
               "Combi AD-93-07-15", and agreed to by the FAA, Transport      ]
               Canada, and the Joint Airworthiness Authority (JAA).          ]

        6.6.4  Flight Attendants:

               Due to similarities in cabin configuration, Flight
               Attendants may be jointly qualified in all DC-10 and
               MD-11 variants.  Such qualification, however, must
               address any differences in doors, slides,
               communications, and emergency equipment when common
               qualification applies.

        6.6.5  Flight Dispatchers:

               POIs assure that operators have complied with FAR
               121.422, (Dispatcher Training) for all variants.
               Dispatchers may be simultaneously qualified for all DC-
               10 and MD-11 variants.  However, for variants which
               have different performance, procedures, or limitations
               (i.e. use "Flex" thrust ratings, MMEL, CAT III, Engine
               Intermix, or other such differences), dispatchers must
               be trained to suitably address those differences.
               Records should indicate the variants for which
               dispatchers are qualified.


7. FSB SPECIFICATIONS FOR CHECKING:

   7.1  GENERAL:

        7.1.1  Separate DC-10 and MD-11 Checks/Evaluations:

               Checks or evaluations specified by FAR 61 Appendix A,
               FAA Order 8400.10, FAR 121 Appendix F, or SFAR 58
               evaluations apply separately to DC-10 and MD-11
               variants except as permitted by MDRs and ODRs.  FAR 121
               differences checking items within each of the DC-10 and
               MD-11 types are accomplished as specified by MDRs and
               ODRs.
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DC-10 and MD-11 FSB Report                      September 9, 1991

        7.1.2  The following areas of emphasis should be addressed
               during checks as necessary :

               a)  Manual and Automatic flight:

                   Proficiency with both manual and automatic flight
                   in normal, and non-normal situations including the
                   use of appropriate Flight Guidance System modes.

               b)  Unique features:

                   Proper use or understanding of features not
                   commonly found on other transport aircraft such as
                   "Dial-a-Flap", auto slat extend, or center landing
                   gear, etc.

               c)  Unique Flight Characteristics:

                   Proper response to flight characteristics which may
                   be different from other transport aircraft (i.e.
                   proper pitch and lateral control following an
                   engine failure during takeoff, particularly the
                   number #2 engine); proper use of reverse thrust
                   (particularly with an inoperative engine or
                   reverser); suitable planning for and performance of
                   a two engine inoperative landing; and proper taxi
                   technique such as during turns between narrow
                   taxiways.

               d)  Other characteristics:

                   Timely and correct response to situations that
                   could be experienced with extended range/heavy
                   weight aircraft such as demonstrating prompt and
                   correct performance of RTOs on critical length
                   runways; maintaining awareness of brake energy and
                   brake temperatures following landings with short
                   turnaround times (following RTOs, or during
                   extended taxi); timely identification of the need
                   for and initiation of fuel dumping; proper enroute
                   fuel monitoring and management on extended range
                   flights; and proper performance of extended
                   range/over water navigation procedures (if
                   applicable).







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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

   7.2. MANEUVERS/PROCEDURES OR SPECIAL CHARACTERISTICS:

        7.2.1  FMS/GPS Demonstration of Competency:                          ]

               a)  FMS/GPS Checking for the MD-11, or for a DC-10 if an      ]
                   FMS/GPS is installed, should include a demonstration of   ]
                   both normal and non-normal procedures as necessary.
                   Specific items and flight phases to be checked
                   include any applicable initialization, takeoff,
                   departure, cruise, arrival, precision and non-
                   precision approach, missed approach, holding,
                   diversion to an alternate or route change, and
                   pertinent non-normals.

               b)  For extended range over remote areas or oceanic
                   operations, FMS/GPS use may include emphasis on items     ]
                   such as proper step climb considering enroute
                   winds, engine-out diversion planning, and fuel
                   management.

               c)  For the MD-11, since navigation must be
                   accomplished through use of the FMS/GPS, a high degree    ]
                   of proficiency with BASIC FMS/GPS FEATURES should be      ]
                   exhibited to initialize or find necessary information
                   to safely accomplish a flight, to properly
                   configure the aircraft (confirm V speeds, adjust Thrust
                   Limits, set CG, etc.), and satisfy commonly accepted
                   ATC clearances without undue delay.  However, it is
                   recognized that demonstration of mastery of each and
                   every feature of FMS/GPS, use of the full range of        ]
                   alternative techniques, use of the optimum technique
                   for a particular task, or use of extra/optional
                   features and other such "mastery level" skills common
                   to experienced FMS/GPS users may not necessarily be       ]
                   mature at the time of initial certification of an
                   applicant.  The key factor to be evaluated is
                   whether the applicant can safely, confidently, and
                   expeditiously use the FMS/GPS to achieve the desired      ]
                   outcome and assure safe flight without undue
                   errors, delays, distractions, or unsafe results.

               d)  For the MD-11 proper use of "standby navigation"
                   mode should be demonstrated because use of standby
                   navigation is not normally used in line operations.

               e)  Proper FMS/GPS use in conjunction with outside visual     ]
                   traffic scan, particularly in terminal areas,



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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

                   should be demonstrated.  Prolonged fixation on FMS
                   significantly detracting from outside scan should
                   be avoided.

        7.2.2  "No Flap/No Slat" Approaches:

               Checking regarding "No Flap/Slat" Approaches for the
               DC-10 or MD-11 is conducted in accordance with the
               provisions of paragraph 3.4.  "No Flap/No Slat" and
               "hydraulic system abnormal" approaches may be combined
               or addressed during training related to demonstration
               of the #3 hydraulic system enhancements.

        7.2.3  DC-10 Specific Items:

               Since the DC-10 has been in FAR 121 service for an
               extended period, and acceptable checking procedures
               have been previously established by FAA, no specific
               items beyond those listed in 7.2.1 through 7.2.3 are
               identified by this report.  Questions regarding
               specific items for the DC-10 may be addressed to the
               chairman of the DC-10 FSB (LGB-AEG) or to other FAA           ]
               inspectors currently accomplishing DC-10 airmen
               certification (FAA DC-10 APM's, etc.).

        7.2.4  MD-11 Specific Items:

               a)  Checklists:

                   MD-11 non-normal checklists supplied by the
                   manufacturer are organized using a different method
                   than commonly used for other transport aircraft and
                   FAR 121 operators. Thus, applicants should clearly
                   demonstrate the ability to find pertinent items and
                   accurately use MD-11 non-normal checklists in a
                   timely manner, including use and understanding of
                   related synoptic displays and any associated
                   "consequences" messages.  It should be noted that
                   the "consequences" display has not yet been
                   demonstrated as an approved means to substitute for
                   the abnormal or emergency checklist requirements of
                   FAR 121.315.

               b)  Automatic Flight System:

                   Crews should have a clear understanding of Flight
                   Control Panel (FCP) use including confirmation of
                   mode arming and engagement and use of Flight Mode

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DC-10 and MD-11 FSB Report                      September 9, 1991

                   Annunciations (FMA) on the PFD.  Crews should be
                   sufficiently familiar with the FCP and FMA to
                   easily and reliably satisfy routine flight path
                   control requirements, comply with typical ATC
                   clearances, and respond to non-normal situations
                   such as engine failure or emergency descent.  Crews
                   should not show confusion about which modes are
                   armed or active, or how to select the mode desired.
                   Crews should exhibit confidence in actions to take
                   to accomplish a particular maneuver, not be
                   surprised by the aircraft accomplishing a different
                   maneuver than expected or failing to respond as
                   intended.  If the "speed protection" mode,
                   "windshear" mode, or other such situations are
                   encountered, an appropriate crew response should be
                   evident.

               c)  Engine and Alert (EAD) and Systems Displays (SD):

                   Proper use of EAD and SDs should be demonstrated in
                   conjunction with both normal and non-normal
                   procedures.  It should be evident that critical
                   information (total fuel, stabilizer position, bleed
                   air pressure for start, etc.) can be easily found
                   when necessary, even for situations in which a
                   Display Unit (DU) may be inoperative.

               d)  Central Aural Warning System (CAWS):

                   Pilots should be sufficiently familiar with aural
                   alert messages to be able to readily distinguish
                   between those messages requiring awareness,
                   attention, or action from messages that do not.
                   For example, some messages are the result of a
                   configuration that the crew is otherwise already
                   aware of, some may result from a known inoperative
                   component (MEL item), and some may be considered
                   nuisance messages that may be disregarded.  This is
                   particularly important for messages that may not be
                   intuitive or which are not in the abnormal
                   checklist and may require reference to other
                   documents to determine significance.

               e)  Communication Radio Management:

                   Clear understanding of use of the Communication
                   Radio Panels and Audio Control Panels should be
                   demonstrated.  This is particularly important when



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DC-10 and MD-11 FSB Report                      September 9, 1991

                   Flight Training Device (FTD) and simulator training
                   sessions may not fully incorporate simulated ATC or
                   company radio communications by using the
                   simulator/FTD speakers or headsets.  A clear
                   understanding of the use of PA, Oxygen mask mic,
                   VHF #1 radio, and cabin interphone for emergency
                   communications should be evident.

               f)  Fuel System:

                   Because of the criticality of fuel computations
                   during extended range/overwater flights, crews
                   should be particularly familiar with the way fuel
                   computations are made by the FMC, in addition to
                   basic fuel quantity indications on the overhead
                   panel and use of the fuel synoptic.  The importance
                   of issues such as entering enroute wind data into
                   the FMC to get a proper destination fuel estimate,
                   the effect of using fuel flow (FF) alone as the
                   basis for FMC calculation of extra fuel rather than
                   the normal "fuel flow plus fuel quantity" (FF+FQ),
                   and proper use of ballast fuel should be clearly
                   understood.

               g)  RCWS/LSAS:

                   Takeoffs and landings should be demonstrated using
                   appropriate RCWS/LSAS configurations (on or off) to
                   be used by that operator or for the variants
                   otherwise to be flown by the applicant.

               h)  Steep Turns:

                   For aircraft with full time "roll control wheel
                   steering" (RCWS), steep turns may be conducted with
                   RCWS selected "off" (e.g. by disengaging the
                   "Emergency AP/AT Off Selector") if a previous
                   demonstration has been made of the normal RCWS
                   response to reduce bank angles greater than 30
                   degrees.

               i)  Seat Dependent Checking/Evaluation Items:

                   Checks or evaluations such as for an initial ATP
                   Certificate, addition of an MD-11 type rating, or
                   conduct of an FAR 121 PIC proficiency check usually
                   require demonstration of certain procedures,
                   skills, or maneuvers unique to a particular crew



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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

                   position (e.g. demonstration of taxi from the left
                   pilot seat by using the steering tiller). Thus,
                   unless otherwise authorized by FAA, POIs, APMs, and
                   other ASIs should assure that checks/evaluations
                   address any pertinent seat dependent tasks which
                   are applicable, considering the operator and crew
                   position of the airman being tested.  Items which
                   are considered "seat dependent" if necessary for
                   various MD-11 checks and evaluations are listed in
                   section 6.1.12.

   7.3  TYPE RATINGS:

        7.3.1  Oral Exam:

               Unless otherwise specified by ODR tables, the oral
               portion of a type rating practical test need only
               address the variant(s) to be flown.  For qualification
               in accordance ODR tables specifying a Level E check, a
               complete oral exam for the pertinent variant(s) should
               be administered by an FAA inspector or APD.


        7.3.2  Pilot seat to be used:

               The practical test for DC-10 and MD-11 ATP or Type Rating     ]
               should be demonstrated from the left pilot seat unless
               otherwise specified or permitted by FAA for a
               particular operator (eg. as specified by the POI in
               accordance with an applicable FAA Action Notice, AFS-
               200 directive, etc...).

        7.3.3  Variant to be used:

               Airmen may complete the necessary practical test in any
               DC-10 variant for issuance of a "DC-10" pilot type
               rating, and in any MD-11 for issuance of an "MD-11"
               type rating.

        7.3.4  Differences:

               Before airmen serve as Pilot-in-Command (PIC) under FAR
               121 in a variant other than that in which a type rating
               practical test was completed, differences qualification
               in accordance with MDR provisions must be completed.





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DC-10 and MD-11 FSB Report                      September 9, 1991

        7.3.5  Preflight Inspection Exemptions:

               Operators qualifying aircrews in one or more variants,
               and who conduct the "interior and exterior visual
               preflight inspection" portion of practical tests under
               provisions of an exemption (eg. ATA Exemption 4416, as
               amended), should separately apply provisions of that
               exemption to DC-10 and MD-11 variants.  Where
               crewmembers fly several variants and differences in
               emergency equipment exist, such as in the type and
               operation of doors (cargo), lower galleys, slides and
               slide/rafts, and other emergency equipment, operators
               should account for those differences in a manner
               acceptable to the FAA when applying provisions of an
               exemption.

        7.3.6  Airmen Not Employed Under FAR 121:

               When possible, a practical test for an applicant
               intending to operate under FAR 91 or 125 should be
               conducted in a variant of the same group as that
               intended to be flown (e.g. Test conducted using a DC-
               10-10 series aircraft for an applicant intending to fly
               a DC-10-10).  In the event this is not possible or
               practical, or where a DC-10 or MD-11 Type Rating is
               sought and no specific DC-10 or MD-11 operation is
               planned or intended, the test may be conducted using
               any respective DC-10 or MD-11 variant.  In this
               instance, and following a successful test, the
               applicant should be advised of the desirability of
               completing subsequent differences training if other
               variants are to be flown.  The inspector should
               recommend that at least one of the following provisions
               be met prior to serving as PIC of a different variant
               than the one in which the original test was
               accomplished:

               a)  Completion of differences qualification in
                   accordance with or equivalent to that specified for
                   FAR 121 (e.g. compliance with MDRs and ODRs).

               b)  Completion of a proficiency check in accordance
                   with FAR 61.58 completed in the variant(s) to be
                   flown.

               c)  Completion of a proficiency check in accordance
                   with or equivalent to that specified by FAR 121, a
                   check conducted by a US military service or other

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DC-10 and MD-11 FSB Report                      September 9, 1991

                   equivalent check in an aircraft of the variant
                   group to be flown.

                   Completion of a briefing of an applicant regarding
                   the desirability of additional differences training
                   prior to flying other DC-10 or MD-11 variants may
                   be noted by the inspector in the "Remarks" block of
                   FAA Form 8410-2 (Airman Certificate and/or Rating
                   Application) or adjacent to the "Inspector's
                   Report" block of the FAA Form 8710-1.

   7.4  PROFICIENCY CHECKS/EVALUATIONS:

        7.4.1  Separate DC-10 and MD-11 Proficiency Checks:

               Except as specified in approved ODR tables, proficiency
               checks/evaluations are administered separately for DC-
               10 and MD-11 variant groups.

        7.4.2  Proficiency Checks addressing each variant flown:

               When a proficiency check/evaluation addresses
               qualification in more than one variant, the check may
               primarily address one variant.  However, portions of
               the check should be accomplished in relevant
               combinations of training devices, simulators, or
               aircraft, to ensure assessment of competency related to
               other variant(s) flown.

        7.4.3  Substitution of recurrent flight training:

               Satisfactory completion of a proficiency check may be
               substituted for recurrent flight training as permitted
               in FAR 121.433(c) for either the respective DC-10 or
               MD-11 types.

        7.4.4  Alternating Proficiency Checks:

               If crews fly DC-10 and MD-11 variants in a mixed-fleet,
               proficiency checks should alternate each six months for
               PICs, and annually for First Officers, unless otherwise
               authorized by the FAA (i.e. through an exemption which
               permits annual training/checking in lieu of each 6
               mos.).  When alternating checks are accomplished, the
               differences assessment for other respective DC-10 or
               MD-11 variants being evaluated may be satisfied by
               ground training, written questionnaire, oral review, or
               other method approved by the POI.

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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

        7.4.5  FAR 61.58 Checks:

               Proficiency checks which may be required in accordance
               with FAR 61.58, but do not pertain to Part 121
               operations, should be administered using the same
               variant or a variant within the same group as the
               aircraft intended to be flown unless otherwise
               authorized by the FAA.

        7.4.6  MD-11 "Initial Level E Proficiency Checks" for Crews
               Qualified in the DC-10:

               This section is reserved for future use to apply to
               those airmen qualifying in the MD-11 through a
               "Differences" program based on the DC-10, in accordance
               with approved ODR tables.  It would not apply to airmen
               qualifying for the MD-11 through an initial or
               transition course.  Since a differences qualification
               program from a DC-10 to MD-11 was not evaluated,
               specific provisions are not identified here, beyond
               general identification of the applicable differences
               level E/E/D.

        7.4.7  DC-10 "Initial Level E Proficiency Checks" for Crews
               Qualified in the MD-11:

               This section is reserved for future use to apply to
               those airmen qualifying in the DC-10 through a
               "Differences" program based on the MD-11, in accordance
               with approved ODR tables.  It does not apply to airmen
               qualifying for the DC-10 through an initial or
               transition course.  Since a differences or transition
               evaluated, requirements are not specified.
               program between these variant groups has not yet been
               evaluated, requirements are not specified.


   7.5  USE OF FTDs FOR CERTAIN CHECK/EVALUATION ITEMS:

        MD-11 Flight Training Devices may be used for certain
        additional check items for the ATP, Type Rating, Proficiency         ]
        Check, or Proficiency Evaluation when approved by the FSB,
        NSET and POI (see Para 10.2.3).

   7.6  ONLINE EVALUATIONS (SFAR 58):

        Separate "Online Evaluations" are to be completed for DC-10 or
        MD-11 aircraft.


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DC-10 and MD-11 FSB Report                      September 9, 1991

   7.7  OPERATING EXPERIENCE (FAR 121.434, AC 120-53):

        Separate operating experience applies to the DC-10 and MD-11.
        Operating experience for the DC-10 may be accomplished in any
        DC-10 variant, and operating experience for the MD-11 may be
        accomplished in any MD-11 variant.

   7.8  QUALIFICATIONS OF FAA INSPECTORS OR CHECK AIRMEN:

        For the purpose of airman certification, FAA Inspectors,
        Aircrew Program Designees (APDs), or check airmen should have
        completed appropriate qualification for the respective DC-10
        or MD-11 variant(s) to be flown.  Unless otherwise specified
        by FAA, airman certification for the DC-10 and MD-11 should
        only be by individuals qualified in the respective DC-10 or
        MD-11 variant group.

8  FSB SPECIFICATIONS FOR CURRENCY:

   8.1  CURRENCY (Recent Experience) FAR 121.439:

        8.1.1  Currency required by FAR 121.439 is addressed
               separately for the DC-10 and MD-11 unless otherwise
               approved through ODR tables.  For programs approved
               through ODR tables, currency is specified in accordance
               with MDRs.

        8.1.2  Currency Credit:

               a)  Currency Level D is specified between DC-10 and MD-
                   11 variant groups, thus currency credit may be
                   permitted between DC-10 and MD-11 operations as
                   shown by approved ODR tables.  This is appropriate
                   because handling characteristics of all DC-10s and
                   MD-11s are common.  Takeoffs and landings performed
                   in one variant are equivalent to those performed in
                   other variants if knowledge and procedural issues
                   are suitably addressed through appropriate ODR
                   table provisions.

               b)  In order to address knowledge and procedural issues
                   flight crewmembers must complete at least 3 flight
                   segments, including use of the FMS if installed, in
                   the preceding 90 days in each of the DC-10 and MD-
                   11 variant groups (or in a difference level D or
                   higher qualifying FTD or simulator).



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DC-10 and MD-11 FSB Report                      September 9, 1991

        8.1.3  Use of the Term "Segment" as Applied to Currency:

               For the purposes of this FSB report, a segment consists
               of the following flight phases or maneuvers: Preflight,
               Start, Takeoff, Climb, Cruise, Descent, Approach,
               Landing, and Shutdown.  Credit for a segment requires
               that a crewmember serve in an appropriate cockpit crew
               position during the necessary flight phases or
               maneuvers, but does not require the crewmember to
               physically control the aircraft or autopilot during
               those maneuvers.  For example, both pilots may take
               credit for a segment even though only one actually
               controls the aircraft during the takeoff and landing.
               Credit for the cruise phase is achieved by serving in a
               crew position during any part of cruise.  It is not
               necessary to serve in a crew position for the entire
               cruise time, since extended range flights may require
               crew relief.  Pilots may not take credit for a segment
               by observation from a jumpseat, or by serving in a
               relief capacity during the cruise phase of flight only,
               regardless of flight time accrued in cruise.
               Cumulative completion of a segment is permitted.  A
               segment may be completed in one flight, or by
               cumulatively completing the necessary phases and
               maneuvers in more than one flight.  For example, a
               takeoff, departure, and initial cruise may be performed
               on one extended range flight, and descent, approach,
               and landing on the next, allowing credit for a single
               segment.

   8.2  METHODS FOR RE-ESTABLISHING CURRENCY:

        8.2.1  Re-Establishing currency at Level A, B, or C:

               If necessary, currency is re-established at difference
               levels A, B, or C as provided in AC 120-53.

        8.2.2  Re-Establishing currency at level D or Level E:

               Flight crewmembers re-establishing currency at Level D
               or E is as specified in FAR 121.439(b), or as specified
               by ODR tables. During line operation, currency may be
               re-established under the supervision of an
               appropriately qualified check airman serving as PIC.





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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996
9  OPERATIONAL COMPLIANCE CHECKLIST:

   9.1  General:

        Compliance checklists are provided as an aid to FAA
        Certificate Holding District Offices (CHDOs) in identifying
        those specific rules or policies for which compliance has
        already been demonstrated to FAA for a particular aircraft
        type, variant, or variant group.  The checklist also notes
        rules or policies which remain to be demonstrated to CHDOs by
        operators.

   9.2  DC-10 Compliance Checklist:

        Due to prior FAR 121 operating experience of the DC-10 fleet,
        a Compliance Checklist for the DC-10 has not been included in
        this report.  Inspectors who may need to establish compliance
        with operating rules for a new operator or DC-10 variant new
        to that operator are encouraged to coordinate with the POI of
        another FAR 121 carrier currently operating DC-10s.

   9.3  MD-11 Compliance Checklist:

        An MD-11 compliance checklist is provided in Appendix 4.
        Compliance was determined by inspection of and for only the
        first production completed airplane.

   9.4  Discussion of Specific Compliance Items:

        9.4.1  Emergency Evacuation - DC-10:

               An emergency evacuation demonstration in accordance
               with FAR 121.291 was successfully completed for the DC-
               10 including configurations, Flight Attendants and passenger  ]
               capacities listed on the Type Certificate Data Sheet as
               specified in FAA Order 8400.10 Vol. 3, Chapter 10, Section 7.
               Maximum passenger capacity is 380.  A mini-evacuation,        ]
               however, is required for each new DC-10 operator.

        9.4.2  Emergency Evacuation - MD-11:

               An emergency evacuation demonstration in accordance
               with FAR 121.291 was successfully complted for the MD-11      ]
               including configurations, Flight Attendants and passenger     ]
               capacities listed on the Type Certificate Data Sheet as       ]
               specified in FAA Order 8400.10 Vol. 3, Chapter 10, Section 7. ]
               Maximum passenger capacity is 410.  A mini-evacuation,        ]
               however, is required for each new MD-11 operator.             ]


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DC-10 and MD-11 FSB Report                      September 9, 1991


        9.4.3  FAR 121.291 Ditching Demonstration - MD-11:

               Due to the similarity of doors, slides/rafts, and
               procedures, credit for a DC-10 full scale ditching
               demonstration is permitted for the MD-11.  Accordingly,
               use of a "Partial Ditching Demonstration" is permitted
               for the MD-11 in accordance with FAA Order 8400.10,
               Vol. 3, Section 4.

        9.4.4  Proving Runs, FAR 121.163:

               a)  DC-10:

                   Initial FAR 121 proving runs in accordance with
                   provisions of FAR 121.163(a) have been  completed.
                   Further demonstration under FAR 121.163(a) is not
                   necessary.  Proving runs in accordance with FAR
                   121.163 (b) are appropriate in accordance with FAA
                   Order 8400.10, Vol. 3, Chapter 9.

               b)  MD-11:

                   Initial FAR 121 proving runs in accordance with
                   provisions of FAR 121.163(a) have been completed by
                   the initial FAR 121 operator of the MD-11.
                   Subsequent proving runs in accordance with FAR
                   121.163(b) are appropriate in accordance with FAA
                   Order 8400.10, Vol. 3, Chapter 9.  Credit in the
                   form of proving run time reductions may be given
                   for previous DC-10 experience for that operator,
                   when such previous experience is directly
                   applicable.

        9.4.5  DC-10 Forward Observer Seat:

               The left forward observer seat is considered acceptable
               for use under FAR 121.581.  The second observer seat
               may be used by FAA inspectors at their discretion, such
               as when conducting an observation of a flight engineer
               check airman.

        9.4.6  MD-11 Forward Observer Seat:

               The center/right forward observer seat is designated to
               meet requirements of FAR 121.581. Other cockpit
               observer seats (left) may be used by FAA inspectors at


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DC-10 and MD-11 FSB Report                      September 9, 1991

               their discretion, such as when observing check airmen
               in the performance of their duties.


10 FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS:

   10.1 DEVICE AND SIMULATOR CHARACTERISTICS:

        Device and simulator characteristics pertinent to DC-10 or MD-
        11 variants are as specified by FAR 121.407, FAR 121 Appendix
        H, the FAA NSET, AQP Advisory Circular, or AC 120-53, except
        as described below.

   10.2 SPECIAL REQUIREMENTS:

        Special device or simulator characteristics are described for
        training, checking, and re-establishing currency as follows:

        10.2.1 When different engine display formats are used, due to
               operation with different engine types (DC10-10/GE-CF6
               and DC-10-40/PW-JT9 or MD-11 GE- CF6 and PW-4460 etc.),
               crews should be exposed to the alternate engine
               instrument presentations by some means (i.e. CBT,
               simulator, photos, drawings, etc.) adequate to assure
               proper display interpretation and use, in addition to
               simulator or FTD training for an appropriate variant.

        10.2.2 The combination of devices and simulators should
               adequately address training requirements resulting from
               differences in optional equipment (e.g. CAWS altitude
               callouts, hydraulic/pneumatic thrust reverser
               differences due to different engine types, split
               cue/integrated cue flight directors, RCWS use, etc.).

        10.2.3 Use of FTDs for Certain Check/Evaluation Items:

               During static operations certain FAA approved MD-11
               flight training devices (FTDs) have identical
               characteristics to C or D Level Simulators (formerly
               Phase II or III Simulators), therefore certain ATPC,
               type rating, or proficiency check/evaluation items may
               be completed in those FTDs.  This is appropriate for
               items such as preflight FMS initialization (e.g. FAR 61
               Appendix A - I.(b),(2)), or engine start non-normals
               (e.g. FAR 61 Appendix A - I.(d)).  Specific checking
               credit in such instances must be approved by the POI
               following coordination with the NSET.  When such credit
               is approved by the POI, use of this credit for a



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DC-10 and MD-11 FSB Report                      September 9, 1991

               particular check is at the discretion of the FAA
               inspector/APD conducting the check.

        10.2.4 Where ODR tables identify use of a flight training
               device (FTD) as a minimum acceptable means to re-
               establish certain currency provisions (e.g. Appendix 2,
               ODR Table, compliance method shown as differences Level
               D, Footnote 2), the FSB has determined that certain
               FTDs may be used even if they do not fully satisfy FAA
               Level 6 Flight Training Device requirements. POI
               approval of such exceptions requires both National
               Simulator Evaluation Team (NSET) and FSB concurrence on
               a case by case basis.

   10.3 AIRCRAFT, SIMULATOR AND DEVICE COMPATIBILITY (Ref. FAR
        121.407):

        When variants are flown in mixed fleets, the combination of
        simulators and devices used to satisfy MDR and ODR provisions
        must match specific variants flown by that operator.  The
        acceptability of differences between devices, simulators, and
        aircraft operated must be addressed by the POI.

   10.4 DEVICE APPROVAL:

        Requests for device approval should be made to the POI.  If
        device characteristics clearly meet established FAA criteria
        and have been approved by the National Simulator Evaluation
        Team (NSET), the POI may approve those devices for that
        carrier.  Where devices do not clearly satisfy a given level,
        POIs should request advice from the FSB Chairman, NSET, or
        Flight Standards, Air Transportation Division, Washington
        D.C., (AFS-200).


11 APPLICATION OF FSB REPORT:

   11.1 OPERATORS WITH ONLY ONE VARIANT (no differences):

        Apply relevant parts of this report (i.e., Type Rating
        designation, checking maneuvers related to FAR 121, etc.)
        following the effective date of this report.

   11.2 OPERATORS WITH A MIXED FLEET:

        11.2.1 In addition to the provisions of paragraph 11.1 as
               described above, compliance with MDRs, ODRs, and other
               relevant FSB report provisions is necessary.

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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

        11.2.2 For the DC-10 (i.e. operators mixed-fleet-flying DC-10-
               10s and DC-10-30s etc. must have ODR tables approved by
               FAA), compliance should be within a period of 12 months
               from the date of approval of this report  or alternate
               compliance must be obtained.  Since FAA review and
               approval of programs, devices, training methods, and
               other items requires a reasonable period of time for
               FAA review, and since many operators may need to apply
               for approval, operators should plan to submit proposed
               ODR tables to POIs within 10 months of the date of this
               report in order to assure timely review and approval of
               their respective program.

        11.2.3 For the MD-11, compliance with this report should be
               established prior to any FAR 121 operations.


12 ALTERNATE MEANS OF COMPLIANCE:                                            ]

   12.1 APPROVAL LEVEL AND APPROVAL CRITERIA:

        Alternate means of compliance to differences requirements of
        FAR 121 Subpart N and O for mixed fleet operations, other than
        as specified in provisions of this report, must be approved by
        Flight Standards, Air Transportation Division (AFS-200).  If
        Alternate compliance is sought, operators will be required to
        establish that the proposed alternate means provides an
        equivalent level of safety to the provisions of AC 120-53 and
        this FSB report.  Analysis, demonstrations, proof of concept
        testing, differences documentation, or other evidence may be
        required.

   12.2 EQUIVALENT SAFETY:

        In the event alternate compliance is sought, training program
        hour reductions, simulator approvals, and device approvals,
        may be significantly limited and reporting requirements may be
        increased to assure equivalent safety.  FAA will generally not
        consider relief by alternate compliance unless sufficient lead
        time has been planned by an operator to allow for any
        necessary testing and evaluation.

   12.3 INTERIM PROGRAMS:

        In the event of clearly unforeseen circumstances in which it
        is not possible for an operator to comply with MDR provisions,
        the operator may seek an interim program rather than a
        permanent alternate compliance method.  Financial

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DC-10 and MD-11 FSB Report                      September 9, 1991

        arrangements, scheduling adjustment, and other such reasons
        are not considered "unforeseen circumstances" for the purposes
        of this provision.


13 MISCELLANEOUS - RESERVED











































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DC-10 and MD-11 FSB Report                      September 9, 1991
























                              APPENDICES

























                                  38








DC-10 and MD-11 FSB Report                      September 9, 1991























                              APPENDIX 1


                    MASTER DIFFERENCE REQUIREMENTS























                                  39








DC-10 and MD-11 FSB Report                      September 9, 1991

                    MASTER DIFFERENCE REQUIREMENTS
                            DC-10 and MD-11

----------------------------------------------------------------|
|              |      FROM AIRCRAFT (BASE AIRCRAFT)             |
|              |                                                |
|    Type      |------------------------------------------------|
|   Rating     |        |        |          |         |         |
|    DC-10*    |DC-10-10|DC-10-20|DC-10-30  | DC-10-40|  MD-11  |
|      or      |        |        |          |         |         |
|    MD-11     |        |        |          |         |         |
|--------------|--------|--------|----------|---------|---------|
|   |          |  A/A/A | A/A/A  |  B/B/B   |  B/B/B  |         |
|   | DC-10-10 |(1)(2)  |(1)(2)  |(1)(2)(3) |(1)(2)(3)| E/E/D   |
| T |          |(3)(5)  |(3)     |(5)       |         |         |
| O |----------|--------|--------|----------|---------|---------|
|   |          |  A/A/A | A/A/A  |  B/B/B   |  B/B/B  |         |
| A | DC-10-20 |(1)(2)  |(1)(2)  |(1)(2)(3) |(1)(2)(3)| E/E/D   |
| I |          |(3)     |(3)     |          |         |         |
| R |----------|--------|--------|----------|---------|---------|
| C |          | B/B/B  | B/B/B  |  A/A/A   |  B/B/B  |         |
| R | DC-10-30 |(1)(2)  |(1)(2)  |(1)(2)(3) |(1)(2)(3)| E/E/D   |
| A |          |(3)(5)  |(3)     |(5)       |         |         |
| F |----------|--------|--------|----------|---------|---------|
| T |          | B/B/B  | B/B/B  |  B/B/B   |  A/A/A  |         |
|   | DC-10-40 |(1)(2)  |(1)(2)  |(1)(2)(3) |(1)(2)(3)| E/E/D   |
|   |          |(3)     |(3)     |          |         |         |
|   |----------|--------|--------|----------|---------|---------|
|   |          |        |        |          |         |         |
|   |  MD-11   | E/E/D  | E/E/D  |  E/E/D   |  E/E/D  |  A/A/A  |
|   |          |        |        |          |         | (4)(5)  |
|---------------------------------------------------------------|

                               FOOTNOTES


   * TYPE RATING FOR DC-10-10/20/30/40 = DC-10
   (1) NAVIGATION SYSTEM - B/B/C
   (2) FREIGHTER/COMBI - B/B/B
   (3) PDCS/PMS - C/B/C
   (4) ENGINE TYPE -B/B/B
   (5) FMS (INCLUDING ANS-70) - C/C/C







                                  40








DC-10 and MD-11 FSB Report                      September 9, 1991























                              APPENDIX 2

                         ACCEPTABLE ODR TABLES
























                                  41








DC-10 and MD-11 FSB Report                      September 9, 1991



   KEY

FLT CHAR - FLIGHT CHARACTERISTICS
PROCDS   - PROCEDURES CHANGES
CK       - CHECKING LEVEL
CUR      - CURRENCY REQUIREMENTS
FLT CHK  - FLIGHT CHECK


   METHODS KEY

SEG - SEGMENT(S)
CBT - COMPUTER BASED TRAINING
FTD - FLIGHT TRAINING DEVICE
PT  - PROCEDURE TRAINER
SS  - SELF STUDY
PC  - PROFICIENCY CHECK
RT  - RECURRENT TRAINING





























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DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE
=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|AIRCRAFT|-FLIGHT DECK   | NO |YES |SS |CBT|PT |FTD|   |   |EACH|
|GENERAL |-INTERNAL      |    |    |   |   |(1)|(2)|   |   | PC/|
| ATA    | LIGHTING      |    |    |   |   |   |   |   |   | RT |
|31/33/  |-CABIN DOORS   |    |    |   |   |   |   |   |   |    |
|52/53   |-TAIL CONE     |    |    |   |   |   |   |   |   |    |
|        |-CARGO DOOR    |    |    |   |   |   |   |   |   |    |
|        | ADDED         |    |    |   |   |   |   |   |   |    |
|        |-MAXIMUM GROSS |    |    |   |   |   |   |   |   |    |
|        | WEIGHTS       |    |    |   |   |   |   |   |   |    |
|        | INCREASE      |    |    |   |   |   |   |   |   |    |
|        |-AIRCRAFT      |    |    |   |   |   |   |   |   |    |
|        | DIMENSION     |    |    |   |   |   |   |   |   |    |
|        | CHANGE (3)    |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|AIR/PNEU|-AUTOMATED     | NO |YES |   |CBT|   |FTD|   |   | 3  |
|MATICS  | CONTROLS      |    |    |   |   |   |   |   |   |SEG |
| ATA    |-EIS DISPLAY/  |    |    |   |   |   |   |   |   |    |
| 21/36  |  MESSAGES     |    |    |   |   |   |   |   |   | 90 |
|        |-AUTO PACK     |    |    |   |   |   |   |   |   |DAYS|
|        | OPERATION     |    |    |   |   |   |   |   |   |    |
|        |-FMS PRESSURIZ-|    |    |   |   |   |   |   |   |    |
|        |  ATION CONTROL|    |    |   |   |   |   |   |   |    |
|        |-CABIN AIR     |    |    |   |   |   |   |   |   |    |
|        |  DIST. SYSTEM |    |    |   |   |   |   |   |   |    |
|        |-DIGITAL CABIN |    |    |   |   |   |   |   |   |    |
|        |  PRESSURE     |    |    |   |   |   |   |   |   |    |
|        |  CONTROL      |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|AUTO-   |-FLIGHT GUID-  | NO |YES |   |CBT|   |FTD|   |   | 3  |
|MATIC   |ANCE PANEL     |    |    |   |   |   |(2)|   |   |SEG |
|FLIGHT  |-FLIGHT MODE   |    |    |   |   |   |   |   |   |    |
|ATA 22  |  ANNUNCIATION |    |    |   |   |   |   |   |   | 90 |
|        |-FLIGHT MANAGE-|    |    |   |   |   |   |   |   |DAYS|
|        |  MENT SYSTEM  |    |    |   |   |   |   |   |   |    |
|        |-AUTOTHROTTLE  |    |    |   |   |   |   |   |   |    |
|        |  OPERATION    |    |    |   |   |   |   |   |   |    |
|        |-EIS DISPLAY/  |    |    |   |   |   |   |   |   |    |
|        |  MESSAGE      |    |    |   |   |   |   |   |   |    |
|---------------------------------------------------------------|

                                  43








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE

=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|APU     |-CONTROL       | NO |YES |SS |   |   |FTD|   |   | 3  |
|ATA 49  |  SWITCHES/    |    |    |   |   |   |(2)|   |   |SEG |
|        |  PANEL        |    |    |   |   |   |   |   |   |    |
|        |-EIS DISPLAY/  |    |    |   |   |   |   |   |   | 90 |
|        |  MESSAGE      |    |    |   |   |   |   |   |   |DAYS|
|        |               |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|HYDRAULIC|-AUTOMATED    | NO |YES |   |CBT|   |FTD|   |   | 3  |
|ATA 29  |  CONTROLS     |    |    |   |   |   |(2)|   |   |SEG |
|        |-EIS DISPLAY/  |    |    |   |   |   |   |   |   |    |
|        |  MESSAGE      |    |    |   |   |   |   |   |   | 90 |
|        |-HYD. SYSTEM   |    |    |   |   |   |   |   |   |DAYS|
|        |   TESTS       |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|COMMUNI-|-AIRINC 700    | NO |YES |   |CBT|   |FTD|   |   | 3  |
|CATIONS |-TCAS (1)      |    |    |   |   |   |(2)|   |   |SEG |
|ATA 23  |-ACARS         |    |    |   |   |   |   |   |   |    |
|        |  IMPROVEMENTS |    |    |   |   |   |   |   |   | 90 |
|        |-RADIO MANAGE- |    |    |   |   |   |   |   |   |DAYS|
|        |  MENT PANEL   |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|ELEC-   |-AUTOMATED     | NO |YES |   |CBT|   |FTD|   |   | 3  |
|TRICAL  |   CONTROLS    |    |    |   |   |   |(2)|   |   |SEG |
|ATA 24  |-EIS DISPLAY/  |    |    |   |   |   |   |   |   | 90 |
|        |  MESSAGE      |    |    |   |   |   |   |   |   |DAYS|
|---------------------------------------------------------------|












                                  44








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE
=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|SYSTEM  |-REVISED EMER. | NO |YES |   |CBT|   |FTD|   |   | 3  |
|        |  POWER SYSTEM |    |    |   |   |   |(2)|   |   |SEG |
| ATA 24 |-BATTERY CHARG-|    |    |   |   |   |   |   |   |    |
|        |  ING ON ADG   |    |    |   |   |   |   |   |   | 90 |
|        |-AUTO LOAD     |    |    |   |   |   |   |   |   |DAYS|
|        |   SHEDDING    |    |    |   |   |   |   |   |   |    |
|        |-NO BREAK AUTO |    |    |   |   |   |   |   |   |    |
|        |  POWER TRANS. |    |    |   |   |   |   |   |   |    |
|        |-APU INDEPEND. |    |    |   |   |   |   |   |   |    |
|        |  AC BUS SUPPLY|    |    |   |   |   |   |   |   |    |
|        |-100/120 kva   |    |    |   |   |   |   |   |   |    |
|        |  IDGs         |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|EMER.   |-EIS DISPLAY/  | NO |YES |   |CBT|   |FTD|   |   |    |
|EQUIP-  |  MESSAGE      |    |    |   |   |   |(2)|   |   |    |
|MENT    |-PAX O2 MASKS  |    |    |   |   |   |   |   |   |    |
| ATA    |  RELOCATED    |    |    |   |   |   |   |   |   |    |
|25/33/  |-COCKPIT O2    |    |    |   |   |   |   |   |   |    |
|35/52   |  CONTROLS/    |    |    |   |   |   |   |   |   |    |
|        |  INDICATOR    |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|ENGINES |-FADEC         | NO |YES |   |CBT|   |FTD|   |   | 3  |
|(2)     |-FADEC/ECU/FCC/|    |    |   |   |   |(2)|   |   |SEG |
| ATA    |  INTERFACE    |    |    |   |   |   |   |   |   |    |
|70/80   |-EIS DISPLAY/  |    |    |   |   |   |   |   |   | 90 |
|        |  MESSAGE      |    |    |   |   |   |   |   |   |DAYS|
|        |-INCREASED     |    |    |   |   |   |   |   |   |    |
|        |   THRUST      |    |    |   |   |   |   |   |   |    |
|        |-ENGINE START  |    |    |   |   |   |   |   |   |    |
|        | PANEL LOCATION|    |    |   |   |   |   |   |   |    |
|        |-FMS ENGINE    |    |    |   |   |   |   |   |   |    |
|        |THRUST SELECT  |    |    |   |   |   |   |   |   |    |
|        |-OPERATING     |    |    |   |   |   |   |   |   |    |
|        |  LIMITATIONS  |    |    |   |   |   |   |   |   |    |
|        |-AUTO IGNITION |    |    |   |   |   |   |   |   |    |
|        |-HIGH IDLE WITH|    |    |   |   |   |   |   |   |    |
|        |ENGINE ANTI-ICE|    |    |   |   |   |   |   |   |    |
|        |-OVERBOOST STOP|    |    |   |   |   |   |   |   |    |
|---------------------------------------------------------------|

                                  45








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE

=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|WATER & |-VACUUM WASTE  | NO | NO |SS |   |   |   |   |   |    |
|WASTE   |  SYSTEM       |    |    |   |   |   |   |   |   |    |
|ATA 38  |               |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|FIRE    |-EIS DISPLAY/  | NO |YES |SS |   |   |   |   |   |    |
|PROTEC- |  MESSAGE      |    |    |   |   |   |   |   |   |    |
| TION   |-SMOKE         |    |    |   |   |   |   |   |   |    |
|        |  DETECTION    |    |    |   |   |   |   |   |   |    |
|        |  ISOLATION    |    |    |   |   |   |   |   |   |    |
|ATA 26  |-CARGO SMOKE/  |    |    |   |   |   |   |   |   |    |
|        |  OVERHEAT     |    |    |   |   |   |   |   |   |    |
|        |   DETECTION   |    |    |   |   |   |   |   |   |    |
|        |-LAV SMOKE/FIRE|    |    |   |   |   |   |   |   |    |
|        | DETECT        |    |    |   |   |   |   |   |   |    |
|        |-AUTO CARGO AND|    |    |   |   |   |   |   |   |    |
|        |   FDCU TESTS  |    |    |   |   |   |   |   |   |    |
|        |-AUTO FAULTY   |    |    |   |   |   |   |   |   |    |
|        | LOOP ISOLATION|    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|FLIGHT  |-EIS DISPLAY/  | NO |YES |   |CBT|   |FTD|   |   | 3  |
|CONTROLS|   MESSAGE     |    |    |   |   |   |(2)|   |   |SEG |
|ATA 27  |-LSAS          |    |    |   |   |   |   |   |   |    |
|        |-AUTO PITCH TRM|    |    |   |   |   |   |   |   | 90 |
|        |-CONTROL WHEEL |    |    |   |   |   |   |   |   |DAYS|
|        |  STEERING     |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|        |-ONE POSITION  |    |    |   |   |   |   |   |   |    |
|        |  SLAT SYSTEM  |    |    |   |   |   |   |   |   |    |
|        |-AUTO SPOILER  |    |    |   |   |   |   |   |   |    |
|        | DEPLOY        |    |    |   |   |   |   |   |   |    |
|        |-VOICE         |    |    |   |   |   |   |   |   |    |
|        |  T.O. WARNING |    |    |   |   |   |   |   |   |    |
|---------------------------------------------------------------|






                                  46








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE

=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|FUEL    |-EIS DISPLAY/  | NO |YES |   |CBT|   |FTD|   |   | 3  |
|ATA 28  |  MESSAGE      |    |    |   |   |   |(2)|   |   |SEG |
|        |-AUTOMATIC FUEL|    |    |   |   |   |   |   |   |    |
|        |  MANAGEMENT   |    |    |   |   |   |   |   |   | 90 |
|        |-HORIZ. STAB.  |    |    |   |   |   |   |   |   |DAYS|
|        |ADDED FUEL TANK|    |    |   |   |   |   |   |   |    |
|        |-AUTO CG       |    |    |   |   |   |   |   |   |    |
|        |   CONTROL     |    |    |   |   |   |   |   |   |    |
|        |-AUTO FUEL DUMP|    |    |   |   |   |   |   |   |    |
|        |  TERMINATION  |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|ICE AND |-EIS DISPLAY/  | NO |YES |SS |   |   |   |   |   |    |
|RAIN    |  MESSAGE      |    |    |   |   |   |   |   |   |    |
|ATA 30  |-HORIZ. STAB.  |    |    |   |   |   |   |   |   |    |
|        | ANTI-ICE      |    |    |   |   |   |   |   |   |    |
|        |-ICE DETECTION |    |    |   |   |   |   |   |   |    |
|        |  SYSTEM       |    |    |   |   |   |   |   |   |    |
|        |-HEAT AUTOMA-  |    |    |   |   |   |   |   |   |    |
|        |TICALLY APPLIED|    |    |   |   |   |   |   |   |    |
|        | TO AIR DATA,  |    |    |   |   |   |   |   |   |    |
|        | PITOT, AOA,   |    |    |   |   |   |   |   |   |    |
|        |  AND TAT      |    |    |   |   |   |   |   |   |    |
|---------------------------------------------------------------|
















                                  47








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE

=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|INSTRU- |-EFIS PFD & ND | NO |YES |   |CBT|   |FTD|   |   | 3  |
|MENTA-  |-LASER GYROS   |    |    |   |   |   |(2)|   |   |SEG |
|TION AND|               |    |    |   |   |   |   |   |   |    |
|NAV.    |-IRUs CONTROLS |    |    |   |   |   |   |   |   | 90 |
| ATA    |  AND DISPLAY  |    |    |   |   |   |   |   |   |DAYS|
|31/34   |-FMC, FMS      |    |    |   |   |   |   |   |   |    |
|        |-AUTO NAV RADIO|    |    |   |   |   |   |   |   |    |
|        |  TUNING       |    |    |   |   |   |   |   |   |    |
|        |-MANUAL NAV    |    |    |   |   |   |   |   |   |    |
|        |TUNING VIA MCDU|    |    |   |   |   |   |   |   |    |
|        |-PROFILE AUTO  |    |    |   |   |   |   |   |   |    |
|        |  FLIGHT MODE  |    |    |   |   |   |   |   |   |    |
|        |-EFIS CONTROL  |    |    |   |   |   |   |   |   |    |
|        |  PANEL        |    |    |   |   |   |   |   |   |    |
|        |-FLIGHT/NAV    |    |    |   |   |   |   |   |   |    |
|        | SWITCHING (AUX|    |    |   |   |   |   |   |   |    |
|        |  PANEL)       |    |    |   |   |   |   |   |   |    |
|        |-WX RADAR      |    |    |   |   |   |   |   |   |    |
|        |  CONTROL AND  |    |    |   |   |   |   |   |   |    |
|        |  DISPLAY      |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|        | -TRANSPONDER  |    |    |   |   |   |   |   |   |    |
|        |-STANDBY FLT   |    |    |   |   |   |   |   |   |    |
|        |  INSTRUMENT   |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|        |-EIS DISPLAY/  |    |    |   |   |   |   |   |   |    |
|        |  MESSAGE      |    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|











                                  48








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE

=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|LANDING |-EIS DISPLAY/  | NO |YES |SS |   |   |FTD|   |   | 3  |
|GEAR AND|  MESSAGE      |    |    |   |   |   |(2)|   |   |SEG |
|BRAKES  |-ALT CTR GEAR  |    |    |   |   |   |   |   |   |    |
|        |  EXTENSION    |    |    |   |   |   |   |   |   | 90 |
|ATA 32  |               |    |    |   |   |   |   |   |   |DAYS|
|        |-BRK TEM/TIRE  |    |    |   |   |   |   |   |   |    |
|        |  PRESSURE     |    |    |   |   |   |   |   |   |    |
|        |  DISPLAY      |    |    |   |   |   |   |   |   |    |
|        |-ABS SYSTEM    |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|        |-LANDING GEAR  |    |    |   |   |   |   |   |   |    |
|        |  HANDLE       |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|        |-SECONDARY GEAR|    |    |   |   |   |   |   |   |    |
|        | POS IND ON EIS|    |    |   |   |   |   |   |   |    |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|WARNING |-CAWS          | NO |YES |   |CBT|   |FTD|   |   | 3  |
|& ALERTS|-EIS ALERT     |    |    |   |   |   |(2)|   |   |SEG |
|        |  ADDED FOR    |    |    |   |   |   |   |   |   |    |
|ATA 31  |  CRT DISPLAY  |    |    |   |   |   |   |   |   | 90 |
|        |-AURAL WARNINGS|    |    |   |   |   |   |   |   |DAYS|
|        |  INHIBITED ON |    |    |   |   |   |   |   |   |    |
|        |  T.O.         |    |    |   |   |   |   |   |   |    |
|        |-SYSTEM CUE    |    |    |   |   |   |   |   |   |    |
|        |  ALERTS       |    |    |   |   |   |   |   |   |    |
|        |               |    |    |   |   |   |   |   |   |    |
|---------------------------------------------------------------|
|NORMAL  |Optional use of| NO |YES |SS |   |   |FTD|   |   | 3  |
|TAKEOFF,| DFGS, A/T, A/P|    |    |   |   |   |(2)|   |   |SEG |
|CLIMB,  |  and F/D.     |    |    |   |   |   |   |   |   |    |
|CRUISE, |               |    |    |   |   |   |   |   |   | 90 |
|DESCENT,|               |    |    |   |   |   |   |   |   |DAYS|
|INSTRU- |               |    |    |   |   |   |   |   |   |    |
|MENT    |               |    |    |   |   |   |   |   |   |    |
|APPROACH|               |    |    |   |   |   |   |   |   |    |
|LANDINGS|               |    |    |   |   |   |   |   |   |    |
-----------------------------------------------------------------


                                  49








DC-10 and MD-11 FSB Report                      September 9, 1991

            DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE

=================================================================
|DIFFERENCE AIRCRAFT: MD-11        |    COMPLIANCE METHOD       |
|BASE AIRCRAFT: DC-10-30           |------------------|---------|
|Approved by (POI):                |   TRAINING       |CHKG/CURR|
|----------------------------------|------------------|---------|
|SYSTEM  |   REMARKS     |FLT |PROC|LVL|LVL|LVL|LVL|LVL|FLT|    |
|        |               |CHAR|CHNG| A | B | C | D | E |CHK|CUR |
|--------|---------------|----|----|---|---|---|---|---|---|----|
|NON -   |               | NO |YES |SS |   |   |SIM|   |   |PC/ |
|NORMAL  |               |    |    |   |   |   |   |   |   | RT |
|MANEU-  |               |    |    |   |   |   |   |   |   |    |
|VERS,   |               |    |    |   |   |   |   |   |   |    |
|INCLUDE |               |    |    |   |   |   |   |   |   |    |
|NO FLAP |               |    |    |   |   |   |   |   |   |    |
|STALLS  |               |    |    |   |   |   |   |   |   |    |
|---------------------------------------------------------------|



   FOOTNOTES

(1) - DOOR TRAINER
(2) - SEE PARAGRAPH 10.2.4 REGARDING CERTAIN FTD CREDITS
(3) - SEE FLT CREW OPERATING MANUAL FOR DETAILS OF DIFFERENCES























                                  50








DC-10 and MD-11 FSB Report                      September 9, 1991

                              APPENDIX 3


            EXAMPLE OF AN ACCEPTABLE MD-11 TRAINING PROGRAM






                     (FAR 121 Appendix E Program)

                     (FAR 121 Appendix H Program)




































                                  51








DC-10 and MD-11 FSB Report                      September 9, 1991

                                General

This document is intended to outline a typical, but not the only
acceptable, approach to MD-11 Initial and Transition Pilot training.
This program consists of Ground and Flight Training Segments.  The
Ground Training Segment consists of 15 days, encompassing 120 hours of
integrated training.  The Flight Segment consists of 10 days,
encompassing 40 hours of simulator training.

Training Program Philosophy:

   Both Ground and Flight Training Segments of the MD-11 training
   program are operational in nature.  The Ground Training Segment
   follows the principle of presentation of information through
   programmed instruction followed by reinforcement of that
   instruction in the Flight Training Device.  Following successful
   completion of the Ground Training Segment, the trainee enters the
   Flight Training Segment, which is designed to build upon the
   student's prior learning with progressively more complex maneuvers
   and procedures.

   This program is derived from a task analysis expressed as Crew
   Performance Objectives (CPOs).  CPOs were defined by the ATA
   Training Committee as guidelines for training and include need-to-
   know information required to perform normal, abnormal and emergency
   procedures.  It is presumed that a trainee entering this program
   will be a Commercial Pilot with Multi-Engine turbojet experience
   but with no experience in Electronic Information Systems (EIS),
   Inertial Navigation and Reference Systems (INS and IRS),
   Autothrottle (A/T) or Flight Management Systems (FMS).

Training Methods and Devices:

   Training program materials are presented utilizing stand-up
   instruction, video tape, interactive computer based training,
   cockpit procedures trainers, flight training devices (FTDs) and
   flight simulators.

   Trainees are normally paired as crews for all portions of the
   training program involving hands-on cockpit operations.  Trainee
   performance is evaluated on a daily basis by their instructor(s).
   Evaluation is also accomplished with CBT module tests and scheduled
   progress checks within the training program.

   During the ground training segment, trainees will normally spend
   one-half of their training day in CBT and classroom instruction and
   one-half their training day with an instructor in preparation and
   execution of the associated FTD modules.

                                  52








DC-10 and MD-11 FSB Report                      September 9, 1991

   Flight training using FTDs, a flight simulator and an airplane
   follows the ground training segment.  The program outlined in this
   document provides for either Advanced Simulator Training under FAR
   121, Appendix H, with associated Line-Oriented Flight Training
   (LOFT) or under FAR 121, Appendix E and FAR 61, Appendix A, with
   associated aircraft training and evaluation.











































                                  53








DC-10 and MD-11 FSB Report                      September 9, 1991


                    INITIAL AND TRANSITION TRAINING

                            Ground Training

OBJECTIVES:

The Ground Training Segment of the MD-11 Initial and Transition
Training Program develops crew performance objectives through a
precise specification of learning objectives, programmed instruction,
and post training performance evaluation to insure that the student
will:

   a)   Understand and be able to operate all aircraft systems.
   b)   Be proficient in all normal, abnormal, and emergency
        procedures.
   c)   have acquired the knowledge and skill required to proceed to
        flight training.

                            Flight Training

OBJECTIVES:

Flight Training Segment uses Level 5 FTDs and Level C flight
simulators.  The crew concept approach is used throughout flight
training.  At completion of training the student will:

   a)   Be able to safely and efficiently operated the MD-11 aircraft.
   b)   Demonstrate a satisfactory level of proficiency in all
        required maneuvers and procedures.

A typical MD-11 initial and transition program is presented below.
This curriculum is designed for a combination of level B (CBT), level
C (CPT/Task Trainer), and level E (FFS) training.  System integration
is introduced in the FTD during the ground training segment.  Day 25
is divided into either flight training and check in the aircraft or
LOFT training under FAR 121 Appendix H.












                                  54








DC-10 and MD-11 FSB Report                      September 9, 1991

-----------------------------------------------------------------
|   DAY 1    |   DAY 2    |   DAY 3    |   DAY 4    |   DAY 5   |
|------------|------------|------------|------------|-----------|
| Classroom  | CBT        | CBT        | CBT        | CBT       |
|  Intro     |  Autoflight|  EIS       |  EIS       |  Fuel     |
|------------|  Fire Det/ |  FMS/      |  Pwr Plant |  FMS/     |
| CBT        |  Protect   |  Autoflight|  FMS       |  Autoflgt |
|  A/C gen   |  COM/NAV/  |------------|  FMS/      |-----------|
|  EIS       |  IRS       | FTD        |  Autoflight| FTD       |
|  FMS       |------------|  Fire Det/ |------------|  Fuel     |
|            | FTD        |  Protect   | FTD        |  FMS/     |
|            |  Cockpit   |  APU       |  Pwr Plant |  Autoflgt |
|            |  Orienta-  |  FMS/      |  FMS/      |           |
|            |   tion     |  Autoflight|  Autoflight|           |
|            |  FMS       |            |  APU Abnorm|           |
|------------|------------|------------|------------|-----------|
|   DAY 6    |   DAY 7    |   DAY 8    |   DAY 9    |   DAY 10  |
|------------|------------|------------|------------|-----------|
| CBT        | CBT        | CBT        | CBT        | FTD       |
|  Electrical|  Air       |  Hydraulic |  Flt Con-  |  Progress |
|  FMS       |  Ice & Rain|  Landing   |   trols    |  Check    |
|------------|  FMS/      |  Gear      |------------|-----------|
| FTD        |  Autoflight|  A/C Gen   | DEMO       | CBT       |
|  Electrical|------------|------------|  Emergency |  Pwr Plant|
|  FMS/      | FTD        | CPT        |  Equipment |  Fire     |
|  Autoflight|  Air       |            |  Slide/Raft|  Detect/  |
|            |  Press     | Integrated |  Equipment |  Protec-  |
|            |  Anti-Ice/ | Cecklist   |------------|   tion    |
|            |  Defog     |            | FTD        |  Electricl|
|            |  FMS/      |            |  Hydraulic |           |
|            |  Autoflight|            |  FMS/      |           |
|            |            |            |  Autoflight|           |
|------------|------------|------------|------------|-----------|
|   DAY 11   |   DAY 12   |   DAY 13   |   DAY 14   |   DAY 15  |
|------------|------------|------------|------------|-----------|
| FTD        | FTD        | CLASSROOM  | FTD        | FTD       |
|  Pwr Plant |  Fuel      | Performance|  Hydraulic |  Crew     |
|  Electrical|  Air       | Windshear  |  Land Gear |  Progress |
|  APU       |  Ice/Rain  |            |  Flt Ctrls |  Check    |
|  Fire/Det  |  FMS/      |            |  FMS/      |           |
|  Protection|  Autoflight|            |  Autoflight|           |
|  FMS       |------------|            |------------|           |
|  Autoflight| CBT        |            | Cabin Door |           |
|------------|  Hydraulic |            | Trainer    |           |
| CBT        |  Land Gear |            |            |           |
|  Fuel, Air |  Flight    |            |            |           |
|  Ice/Rain  |  Controls  |            |            |           |
-----------------------------------------------------------------

                                  55








DC-10 and MD-11 FSB Report                      September 9, 1991

-----------------------------------------------------------------
|   DAY 16   |   DAY 17   |   DAY 18   |   DAY 19   |   DAY 20  |
|------------|------------|------------|------------|-----------|
| FTD        | FTD        | FTD        | SIM 1      | SIM 2     |
|  Brief     |  Brief     |  Brief     |  Brief     |  Brief    |
|  Normal    |  Normal/   |  Normal/   |  RTO       |  Hyd Malf |
|  Procedure |  Abnormal  |  Abnormal  |  Airwork   |  Eng Fail |
|  FMS/      |  Procedures|  Procedures|  Holding   |    V1     |
|  Non-Prec  |  FMS/      |  FMS/      |  Eng Fail  |  Flap Malf|
|  ILS       |  ILS       |  Autoflight|  ILS (2 Eng|  ILS      |
|  Autoflight|  Non-Prec  |  Stalls    |  Inop)     |  Non-Prec |
|            |  Autoflight|  Progress  |  (1 Eng    |  Windshear|
|            |  Debrief   |  Check     |  Inop)     |  Debrief  |
|            |            |  Debrief   |  Debrief   |           |
|------------|------------|------------|------------|-----------|
|   DAY 21   |   DAY 22   |   DAY 23   |   DAY 24   |   DAY 25  |
|------------|------------|------------|------------|-----------|
| SIM 3      | SIM 4      | FLT SIM 5  | FLT SIM 6  | FLT SIM 7 |
|  Brief     |  Brief     |  Brief     |  Brief     |  Aircraft |
|  Emergency |  ILS (1 Eng|  RTO       |  Flight    |  Training/|
|  Descent   |  Inop)     |  Emergency |  Check     |  Flight   |
|  Airwork   |  LSAS Malf |  Descent   |  Debrief   |  Check    |
|  Hyd Malf  |  Non-Prec  |  Airwork   |            |-----------|
|  ILS       |  Holding   |  Holding   |            | * Line    |
|  Eng Fail  |  ILS (2 Eng|  ILS (1 Eng|            | Oriented  |
|    V1      |  Inop)     |  Inop)     |            | Flight    |
|  Debrief   |  Debrief   |  Non-Prec  |            | Training  |
|            |            |  Flap Malf |            | (LOFT)    |
|            |            |  Debrief   |            |           |
-----------------------------------------------------------------

NOTES:
1. DAYS 16 through 25 are Flight Training Modules.
2. FTD = Flight Training Device (Level 5 or higher).
3. CPT = Cockpit Procedures Trainer.
4. CBT = Computer Based Training.
5. SIM = Flight simulator (Level C or Higher).
6. * For programs conducted under FAR 121, Appendix H.











                                  56








DC-10 and MD-11 FSB Report                      September 9, 1991























                              APPENDIX 4


                     AIRCRAFT COMPLIANCE CHECKLIST

                             June 11, 1991
































DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

DC-10 COMPLIANCE CHECKLIST:   See Paragraph 9.2                              ]

MD-11 COMPLIANCE CHECKLIST:  6/11/91

This checklist applies to MD-11s equipped with either the GE-CF6 or
PW-4460 engines, in either the passenger or freighter configuration.
Compliance with the following Federal Aviation Regulations and FAA
policies has been established based on MD-11 Ship #455 (S/N 48449),
Finnair configuration, or equivalent. Items that are identified as
"CHDO" need to be evaluated by principal inspectors at the Certificate
Holding District Office prior to an MD-11 being used in FAR 121
revenue service.  Items marked "complies" have either been found to
directly comply with the applicable rule, or the necessary data or
procedures are available to permit assessment of compliance of an MD-
11 for a particular operation (i.e. takeoff obstacle clearance
assessment pertinent to FAR 121.189).  Items marked NA are not
applicable to MD-11 aircraft.

Not all rules or policies or MD-11 variants are necessarily addressed
by this checklist (e.g. Combi, and Rolls Royce powered variants have
not been evaluated).  When differences exist between the variant(s)
evaluated with the compliance checklist and variant(s) used by an
operator, the CHDO evaluates those differences and approves use of the
variant if that variant provides equivalent compliance with FARs or
FAA policies.  It remains the responsibility of a Certificate Holding
District Office to review compliance with pertinent rules or policies
not already satisfactorily addressed in this compliance checklist
prior to FAR 121 approval of an operator for use of a particular MD-11
variant.

FAR 91

REF.        SUBJECT                           FINDING

91.9     Civil aircraft flight manual,       Type design complies.
         marking, and placard
         requirements.

91.21   Portable electronic devices          CHDO.

91.117   Aircraft speed.                     Type design complies.
                                             Increased speed
                                             notification to ATC
                                             (speeds above 250 KIAS
                                             below 10000'MSL) may be
                                             appropriate if clean
                                             maneuvering speed is
                                             higher.  CHDO.
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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

91.191   Category II Manual.                 CHDO if operated under
                                             FAR Part 91.

91.203   Civil aircraft: Certifications      CHDO.
         Required.

91.205   Powered civil aircraft with         Type design complies,
         standard category U.S.              except (b) (11).  CHDO.
         airworthiness certificates;
         instruments and equipment
         requirements.

91.207   Emergency locator transmitters.     NA

91.209   Aircraft lights.                    Type design complies.

91.211   Supplemental Oxygen.                Type design complies.

91.213   Inoperative instruments and         Type design complies,
         equipment.                          MMEL available.

91.215   ATC Transponder and altitude        Type design complies.
         reporting equipment and use.

91.217   Data correspondence between         Type design complies.
         automatically reported pressure
         altitude data and the pilot's
         altitude reference.

91.219   Altitude alerting system or         Type design complies.
         device; turbojet powered civil      91.219(c) CHDO.
         airplanes.

91.221  TCAS                                 Type design complies.           ]

91.317   Provisionally certified civil       NA
         aircraft; operating
         limitations.

91.409   Inspections.                        CHDO.

91.413   ATC transponder tests and           CHDO.
         inspections.

91.415   Changes to aircraft inspection      CHDO.
         programs.


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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

91.503   Flying equipment and operating      Type design check lists
         information.                        and procedures comply.
                                             CHDO.

91.511   Radio equipment for overwater       Type design complies.
         operations.                         CHDO.

91.513   Emergency equipment.                CHDO.

91.517   Smoking and safety belt signs.      Type design complies.

91.519  Passenger Briefing                   Seat back cards not
                                             evaluated,  CHDO.

91.521   Shoulder harness.                   Type design complies.

91.525   Carriage of cargo.                  Type design complies.

91.527   Operating in icing conditions.      Type design met
                                             requirements of (b) and
                                             (c)

91.603   Aural speed warning device.         Type design complies.

91.605   Transport category civil            Weight, balance, and
         airplane weight limitations.        performance information
                                             is available for
                                             compliance.  CHDO.

91.609   Flight recorders and cockpit        Type design complies.
         voice recorders.

91.611   Authorization for ferry flights     Type design complies.  CHDO     ]
         with one engine inoperative.

91.805   Final compliance, Subsonic          Type design complies.
         airplanes.                          (Stage 3)


FAR 121

121.141  Airplane or rotorcraft flight       Type design AFM complies.
         manual.                             CHDO.

121.157  Aircraft certification and          Type design complies with
         equipment requirements.             (b).

121.173  General.                            Type design complies with

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DC-10 and MD-11 FSB Report                      September 9, 1991

                                             (b) and (d).

121.189  Transport category airplanes:       Type design complies.
         Turbine engine powered; takeoff     CHDO.
         limitations.

121.191  Transport category airplanes:       Type design complies.
         turbine engine powered: En          CHDO.
         route limitations: One engine
         inoperative.

121.193  Transport category airplanes:       Type design complies.
         Turbine engine powered: En          CHDO.
         route limitations: Two engines
         inoperative.

121.195  Transport category airplanes:       Type design complies.
         Turbine engine powered: Landing     CHDO.
         limitations: Destination
         airports.

121.197  Transport category airplanes:       Type design complies.
         Turbine engine powered: Landing     CHDO.
         limitations: Alternate
         airports.


121.285  Carriage of cargo in passenger      CHDO.
         compartments.

121.287  Carriage of cargo in cargo          CHDO.
         compartments.

121.289  Landing gear: Aural warning         Type design complies.
         device.

121.291  Demonstration of emergency          Complies, except (b)
         evacuation procedures.              through (e) CHDO. (see
                                             para 9.4.2)

121.303  Airplane instruments and            Type design complies.
         equipment.

121.305  Flight and navigational             Type design complies.
         equipment.

121.307  Engine instruments.                 Type design complies.


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DC-10 and MD-11 FSB Report                      September 9, 1991

121.308  Lavatory fire protection.           Type design complies.

121.309  Emergency equipment.                Type design complies,
                                             except (b) (1) CHDO.

121.310  Additional emergency equipment.     Type design complies.
                                             CHDO responsible for (b),
                                             (c), (d), (f), (g), (h),
                                             and (l).  NA for (j) and
                                             (k).

121.311  Seats, safety belts, and            Type design complies.
         shoulder harnesses.                 CHDO.

121.312  Materials for compartment           Type design complies.
         interiors.                          CHDO.

121.313  Miscellaneous equipment.            Type design complies with
                                             (a) through (f). CHDO
                                             responsible for (g)
                                             through (i).


121.314 Cargo and baggage compartments.      Type design complies.


121.315  Cockpit check procedure.            Type design complies.
                                             CHDO.

121.316  Fuel Tanks.                         Type design complies.

121.317  Passenger information.              Type design complies.
                                             (f), (g), and (h) CHDO.

121.319  Crewmember Interphone system.       Type design complies.

121.323  Instruments and equipment for       Type design complies.
         operations at night.

121.325  Instruments and equipment for       Type design complies.
         operations under IFR or over-
         the-top.

121.329  Supplemental oxygen for             Type design complies,
         sustenance: Turbine engine          except (b) (3) CHDO.
         powered airplanes.



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DC-10 and MD-11 FSB Report                      September 9,1991

121.333  Supplemental oxygen for             Type design complies,
         emergency descent and for first     except (c) (2), (3), (4),
         airplanes with pressurized
         aid: turbine engine powered         (d), and (f). CHDO.
         airplanes with pressurized
         cabins.

121.335  Equipment standards.                Type design complies.

121.337  Protective Breathing equipment.     Equipment is in
                                             compliance; procedures
                                             for use in (b) and (c) to
                                             be reviewed by CHDO.

121.339  Emergency equipment for             Equipment complies; (a)
         extended overwater operations.      (3) (4) (c) and
                                             procedures. CHDO.

121.340  Emergency flotation means.          Type design complies;
                                             except (b). CHDO.

121.341  Equipment for operations in         Type design complies.
         icing conditions.

121.342  Pitot heat indication systems.      Type design complies.

121.343  Flight recorders.                   Type design complies.

121.345  Radio equipment.                    Type design complies.

121.347  Radio equipment for operations      Type design complies.
         under VFR over routes navigated
         by pilotage.

121.349  Radio equipment for operations      Type design complies,
         under VFR over routes not           except procedures for (d)
         navigated by pilotage or for        are responsibility of
         operations under IFR or over-       CHDO.
         the-top.

121.351  Radio equipment for extend          Type design complies,
         overwater operations and for        except (b). CHDO.
         certain other operations.

121.353  Emergency equipment for             CHDO.
         operations over uninhabited
         terrain areas: flag and
         supplemental air carriers and
         commercial operators.

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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

121.355  Equipment for operations on         Type design complies for
         which specialized means of          inertial navigation. FAR
         navigation are used.                121 Appendix G, type
        (FAR 121 Appendix G)                 design complies, except
                                             1., 4., 5., and 7. CHDO.

121.357  Airborne weather radar              Type design complies; (c)
         equipment requirements.             responsibility of CHDO.

121.358  Low-altitude windshear system       Type design complies.           ]
         equipment requirements.                                             ]

121.359  Cockpit voice recorders.            Type design complies,
                                             except (b) NA.


121.360  Ground proximity warning-glide      Type design complies,
         slope deviation alerting            except (d) and (e). CHDO.
         system.

121.369  Manual requirements.                Type design related data
                                             and manuals comply,
                                             otherwise CHDO.

121.397  Emergency and emergency             Type design complies.
         evacuation duties.                  Operator specific
                                             functions, CHDO.













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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

121.485  Flight time Limitations.            The suitability of a crew
         (Crew rest facility)                rest facility to comply
                                             with 121.485 (a) must be
                                             demonstrated. Proposals
                                             for crew rest facilities
                                             submitted to a FSDO
                                             should be coordinated
                                             with LGB-AEG prior to           ]
                                             approval.

121.576  Retention of items of mass in       Type design complies,
         passenger and crew                  otherwise CHDO.
         compartments.

121.578  Cabin ozone concentration.          Aircraft meets
                                             requirement by type
                                             design.

121.579  Minimum altitudes for use of        Compliance based on AFM
         autopilot.                          procedures and
                                             limitations (see para
                                             3.1.2). CHDO.

121.581  Forward observer's seat: En         Type design complies (see
         route inspections.                  para 9.4.6).

121.587  Closing and locking of flight       Type design complies;
         crew compartment door.              operator procedures CHDO.

121.589  Carry-on baggage.                   Type design  complies;
                                             operator procedures CHDO.

121.629  Operation in icing conditions.      Type design complies.
                                             The MD-11 suggested
                                             criteria for underwing
                                             frost assessment was not
                                             evaluated; otherwise
                                             CHDO.

121.652  Landing weather minimums: IFR:      "High limit" landing
         All certificate holders.            minima qualification for
                                             PIC's applies separately
                                             to DC-10 and MD-11 aircraft.




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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

MISCELLANEOUS
a.  ADVISORY CIRCULAR

         1)   AC 00-50A  - LOW LEVEL WIND SHEAR -  Windshear alerting
              and flight guidance systems have been evaluated and            ]
              complies.  If system is inoperative, procedures consistent     ]
              with AC 00-50A and the FAA Windshear Training Aid should       ]
              be used.

         2)   AC's 20-129, 20-130, 25-15 and 90-45A  - AREA
              NAVIGATION, VNAV, MULTI SENSOR NAVIGATION SYSTEMS IN US
              NAS - the MD-11 FMS meets requirements for enroute or
              approach area navigation systems when radio updating is
              taking place. Aircraft may file "/R" flight plan suffix
              for routes having suitable VOR/DME coverage.

         3)   AC 90-79  - USE OF ELECTRONIC NAVIGATION IN REMOTE AREAS
              - Aircraft systems and procedures are consistent with
              this AC.

         4)   AC 91-6A  - WATER, SLUSH, AND SNOW ON RUNWAY -
              Aircraft systems and procedures are consistent with this
              AC.

         5)   AC 91-53  - NOISE ABATEMENT DEPARTURE PROFILE - Aircraft
              systems and procedures are consistent with this AC when
              using a 1000' AAE acceleration altitude, cutback to
              climb thrust at 1500' AAE or upon reaching 0/EXT, climb
              at 0/RET maneuvering speed to 3000' AAE, and then
              accelerate to 250 KTS.  If 0/RET maneuvering speed is
              greater than 250 KIAS, climb may be made at that speed
              to 10,000 MSL, after advising ATC of the need for a
              climb speed above 250 KTS.  Since "PROF" mode of the FMS
              has a default altitude for initial thrust cutback of
              1500' AAE and an initiation of acceleration altitude set
              at 3000' AAE.                                                  ]

         6)   AC 120-28D - CATEGORY III - AFM provisions address
              Category III requirements for fail-operational systems
              using "Dual Land". Approval is limited to Category III
              based on use of a fail-operational system.  Credit for
              use of fail-passive Cat IIIa (Single Land) is not yet
              authorized. (see 8400.10 and as necessary, consult AFS-
              410).

         7)   AC 120-29  - CATEGORY I AND II - Aircraft systems and
              procedures are consistent with AC 120-29 and Order

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DC-10 and MD-11 FSB Report                      Revision #1
                                                October 18, 1996

              8400.10 for Category I and II.  The AFM and MMEL include
              reference to acceptable aircraft configurations which
              were demonstrated. Procedures and requirements are as
              addressed by US standard operations specifications and
              Order 8400.10.  Demonstration of Category II for the MD-
              11 was based on use of the automatic radio altitude
              callout feature during flare.  Operators not using this
              automatic callout feature should specify procedures
              providing equivalent safety which are acceptable to FAA.

         8)   AC 120-33  - NAVIGATION SYSTEMS FOR APPROVAL IN MINIMUM
              NAVIGATION PERFORMANCE STANDARD (MNPS) AIRSPACE -
              Aircraft systems and procedures are consistent with AC
              120-33.

         9)   AC 120-35B - LOFT/LOS - Aircraft systems and procedures,
              and training, checking, and currency identified by the
              FSB are consistent with this AC.  Specific provisions
              related to LOFT are addressed by paragraph 6.5.1 of this
              report.

         10)  AC 120-38 - CABIN OZONE CONCENTRATIONS - MD-11 systems
              prevent harmful levels of ozone concentration.  Systems
              and procedures are consistent with this AC.

         11)  AC 120-51  COCKPIT RESOURCE MANAGEMENT - MD-11 systems,
              checklists, and procedures are consistent with use of
              this AC.

         12)  AC 121-13 - SELF CONTAINED NAVIGATION SYSTEMS - Aircraft
              systems and procedures are consistent with AC 121-13.

b.  FAA DIRECTIVES, POLICIES, AND US AIRMAN's INFORMATION MANUAL:

         1)   The FAA Flight Plan designator is MD-11 for all MD-11
              variants.  All MD-11 aircraft may file with a /G flight        ]
              plan suffix based on DME updating of the FMS.  No unique
              air traffic requirements are applicable to the MD-11
              aircraft.

         2)   The DC-10 and MD-11 is considered a "Heavy" aircraft           ]
              and flight plans should be so designated.  Wake turbulence
              characteristics are similar for all DC-10 and MD-11 variants.  ]

         3)   For some DC-10 and MD-11 aircraft, airspeeds in excess         ]
              of US standard limits (greater than 250 KIAS below 10,000
              MSL...) may be necessary during departure.  In such
              instances, crews should advise ATC of speeds to be used,
              when speeds in excess of standard limits are necessary.
                                   67