1. Purpose of This Notice. This notice provides policy, information,
and direction regarding changes to Boeing 737-8 and 737-9 pilot training identified
in the Federal Aviation Administration Flight Standardization Board (FSB) report
The Boeing Company 737 Revision 17. Additional pilot training is required
because The Boeing Company, Inc. has developed design changes and Airplane Flight
Manual (AFM) revisions for Boeing 737-8 and 737-9 airplanes. The FAA mandated
these design changes and AFM revisions in Airworthiness Directive (AD) 2020-24-02.
2. Audience.
a. Primary Audience. The primary audience for this notice is:
(1) Air Carrier and General Aviation Safety Assurance Principal Operations
Inspectors (POI) and Aircrew Program Managers (APM) who are responsible for
the oversight of Boeing 737-8 and 737-9 airplane operations for Title 14
of the Code of Federal Regulations (14 CFR) part
91 operators, part
121 air
carriers, and part
125 operators; and
(2) Training Center Program Managers (TCPM) who are responsible for the oversight of part
142 training centers that
operate Boeing 737-8 and 737-9 training programs.
b. Secondary Audience. The secondary audience includes other
aviation safety inspectors (ASI) and other Flight Standards (FS) personnel.
4. Applicability. This notice applies to the Boeing 737-8 and
737-9 models of the Type Certificate Data Sheet (TCDS) A16WE. This notice will
refer to these models collectively as the 737 MAX. This notice does not apply
to the other models currently on the TCDS A16WE.
5. Background.
a. Accidents.
(1) On October 29, 2018, a Boeing 737-8 airplane operated by Lion Air (Lion Air
Flight 610) was involved in an accident after takeoff from Soekarno-Hatta
International Airport in Jakarta, Indonesia, resulting in 189 fatalities. Investigation
of the accident has been completed by the Indonesian Komite Nasional Keselamatan
Transportasi (KNKT) with assistance from the National Transportation Safety
Board (NTSB) and the FAA of the United States, the manufacturer, and the operator.
Reports from the accident investigation indicate that the airplane’s flight
control system generated repeated airplane nose-down horizontal stabilizer trim
commands, contributing to the accident.1
(2) On March 10, 2019, a Boeing 737-8 airplane operated by Ethiopian Airlines (Ethiopian
Airlines Flight 302) was involved in an accident after takeoff from Addis Ababa
Bole International Airport in Addis Ababa, Ethiopia, resulting in 157 fatalities.
The accident is under investigation by the Ethiopian Accident Investigation
Bureau (EAIB) with assistance from the NTSB and the FAA of the United States,
the French Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA), the
European Union Aviation Safety Agency (EASA), the manufacturer, the operator,
and the Ethiopian Civil Aviation Authority (ECAA).2
(3) The data from the flight data recorders, as summarized in reports of
the Ethiopian Airlines Flight 302 accident and the Lion Air Flight 610 accident,
indicated that, if a single erroneously high angle of attack (AOA) sensor input
is received by the flight control system, the Maneuvering Characteristics Augmentation
System (MCAS) can command repeated airplane nose-down trim of the horizontal
stabilizer. This unsafe condition, if not addressed, could cause the flightcrew
to have difficulty controlling the airplane and lead to excessive airplane nose-down
attitude, significant altitude loss, and impact with terrain.
b. Airplane Design Changes. In response to the KNKT and EAIB
findings, Boeing developed flight control computer (FCC) software version P12.1.2,
to address the unsafe condition on the 737 MAX airplanes.
c. AFM Changes. Boeing has developed changes to the 737 MAX AFM,
including changes to the following non-normal checklists: Airspeed Unreliable,
Runaway Stabilizer, Stabilizer Trim Inoperative, Speed Trim Fail, Stabilizer
Out of Trim, AOA Disagree, ALT (Altitude) Disagree, IAS (Indicated Airspeed) Disagree.
d. Flight Standardization Board (FSB) and Joint Operations Evaluation
Board (JOEB). The FAA Aircraft Evaluation Division (AED) convened an FSB
and invited other international civil aviation authorities to participate, thus
forming a JOEB. The JOEB jointly evaluated the procedural changes and the pilot
training proposed by Boeing for the 737 MAX airplane.
(1) JOEB Members. The 737 MAX JOEB was comprised of the FAA FSB and three
international civil aviation authorities: Agência Nacional de Aviação Civil
(ANAC) Brazil, Transport Canada Civil Aviation (TCCA), and EASA.
(2) 737 MAX Pilot Training. The FSB and JOEB determined that special training,3 including
ground and flight training in a full flight simulator (FFS), is required
prior to pilots operating the 737 MAX airplane. The FSB and JOEB also identified
additional special emphasis areas to be included in 737 MAX recurrent or continuing
qualification pilot training.
(3) 737 Next Generation (737NG)4 Pilot
Training. Due to the similarities in the Flight Crew Warning System, Air/Data
System architecture, and horizontal stabilizer trim system between the 737 MAX
and 737NG, the FSB and JOEB identified additional special emphasis ground and
flight training in an FFS to be included in 737NG pilot training.
(4) Documentation of Results. The FAA documented the results of the FSB evaluation
in the FAA Flight Standardization Board Report The Boeing Company 737 Revision 17.
Note: This notice will refer to this report as the 737 FSB report.
e. Full Flight Simulators (FFS). FFS modifications may be necessary
to provide the training described in the 737 FSB report.
(1) 737 MAX FFS. In accordance with 14 CFR §§
60.11(d) and
60.23, any
flight simulation training device (FSTD)5 sponsor6 of
a 737 MAX FFS must modify the FFS as described in this notice before allowing
use of the FFS for flight training or checking.
(a) A Binary Simulation Load provides the basis for 737 MAX FFS programming and
the resulting operating characteristics. To ensure that all 737 MAX FFSs are
representative of a 737 MAX airplane and capable of supporting associated training
tasks, the FAA National Simulator Program (NSP) has established a minimum Binary
Simulation Load revision for 737 MAX FFSs. In accordance with §
60.23(c)(1)(iv), the
NSP manager will determine if additional FFS evaluations are required prior
to use of an FFS. The manager will consider evaluations already conducted. In
accordance with §§
60.11(d) and
60.23, FSTD
sponsors must modify and test FFSs as follows:
1. Install Binary Simulation Load revision 3.23.4_3, or higher.
2. Ensure FCC software version P12.1.2 is active.
3. Evaluate manual stabilizer trim system for proper control forces
and travel as described in part
60 appendix A,
Table A1A, entry numbers 3c. and 3d. As described in entry number 3c., system operation should be predicated
on and traceable to the system data provided by the airplane manufacturer, original
equipment manufacturer, or alternative approved data. The FAA has found Boeing
Simulator Data Bulletin SDB‑737-006 as an acceptable means for FSTD sponsors
to validate manual stabilizer trim wheel forces. In accordance with §§
60.11(d) and
60.25, if
the forces are not adequate to meet the training objectives, the
FSTD sponsor must not allow use of the FFS to conduct training on manual stabilizer trim wheel.
(b) The NSP has evaluated and provided Interim Level Qualification to several
737 MAX FFSs. In accordance with §
60.21, Interim
Level Qualification indicates that the FFS data package is in preliminary status while configuration of the
aircraft is being finalized. FFSs will remain in Interim status after the airplane
returns to service until the FSTD sponsor complies with §
60.23 to
upgrade to full qualification.7
6. Action. POIs and TCPMs must complete the actions as described
in the relevant appendices to this notice.
• Part
91 POIs,
see Appendix A, Part
91.
• Part
121 POIs,
see Appendix B, Part
121.
• Part
125 and
Operations Specification (OpSpec) A125 Letter of Deviation Authority (LODA) Holders POIs, see Appendix C, Part
125.
• Part
142 TCPMs,
see Appendix D, Part
142.
7. Disposition. The information in this notice will not be incorporated
into Order 8900.1. Direct questions or comments concerning the information in this notice to the following:
• For questions or comments on the 737 FSB report,
contact the AED at 206-231-3950 or
9‑AVS‑AFS‑100@faa.gov.
• For parts
91 and
125 operator
training questions or comments, contact the General Aviation and Commercial Division at 202-267-1100 or
9-AFS-800-Correspondence@faa.gov.
• For part
60 FFS and parts
121 and
142 training
questions or comments, contact the Air Transportation Division at 202-267-8166 or
9-AFS-200-Correspondence@faa.gov.
ORIGINAL SIGNED by
/s/ Robert C. Carty
Deputy Executive Director, Flight Standards Service
Appendix B. Part
121
1. Notification. Principal Operations Inspectors (POI) must immediately
notify in writing part
121 air
carriers operating 737 MAX airplanes of the following:
• In accordance with §
121.405(e), the
FAA has determined that a revision to the pilot training and qualification program is required for any
air carrier operating the 737 MAX airplane. In accordance with §
121.401(a)(1), this
revision is required to ensure pilots serving in the 737 MAX airplane remain
adequately trained and currently proficient in the airplane as specified in §
121.415(h).8
• In accordance with §
60.11, an
air carrier may not use an FFS to conduct 737 MAX pilot training unless the FFS has been appropriately modified,
tested, and evaluated as described in subparagraph 5e of this notice.
2. Training and Qualification Program Revision. POIs should follow
the training and qualification program approval process in FAA Order 8900.1,
Volume 3, Chapter 19, Section 2,
Safety Assurance System: Training and Qualification Program Approval Process, or
Volume 3, Chapter 21, Section 4,
Safety Assurance System: The Advanced Qualification Program Approval Process, as applicable.
a. 737 MAX Special Training. POIs must verify the following:
(1) The training and qualification program revision includes the special
training as described in the 737 FSB report, Appendix 7, for pilots qualified
on the 737 MAX airplane utilizing the previous flight control computer (FCC)
software version P10.0/P11.1. The air carrier may develop a special training
curriculum or incorporate the special training into recurrent, continuing qualification,
or requalification curricula.
(2) In accordance with §
121.401(a)(1), the
air carrier receives FAA approval of the 737 MAX special training prior to conducting the special training.
(3) In accordance with §§
121.401(a)(1) and
121.415(h), the
air carrier requires the pilots described in subparagraph 2a(1) of this appendix to complete the
special training prior to serving as a pilot on a 737 MAX airplane with FCC software version P12.1.2.
b. 737NG to 737 MAX Differences Curricula. POIs must verify the following:
(1) The training and qualification program revision includes differences
training from the 737NG airplane to the 737 MAX airplane as described in the
737 FSB report for pilots qualified on the 737NG airplane and seeking qualification
on the 737 MAX airplane.
(2) In accordance with §
121.401(a)(1), the
air carrier receives FAA approval of the differences training prior
to qualifying pilots on the 737 MAX airplane using that curricula. In accordance with §
121.418(a)(2), the
air carrier may incorporate the differences training into other curricula.
(3) In accordance with §§
121.418(a),
121.433(b),
121.903(c), and
121.913(b)(1),
as applicable, the air carrier requires pilots described in subparagraph 2b(1)
of this appendix to complete the differences training prior to serving as a
pilot on a 737 MAX airplane.
c. 737 MAX Initial, Qualification, or Transition Curricula. POIs
must verify the following:
(1) The training and qualification program revision includes the 737 MAX
special training, applicable special emphasis areas, and applicable differences
training as described in the 737 FSB report for pilots qualifying on the 737
airplane type for the first time (e.g., initial, qualification, or transition
curricula) in the 737 MAX airplane.
(2) In accordance with §
121.401(a)(1), the
air carrier receives FAA approval of the initial, qualification, or transition curricula prior to qualifying pilots
on the 737 MAX airplane using that curricula.
(3) In accordance with §§
121.433(a) and
121.903(c), as
applicable, the air carrier requires pilots described in subparagraph 2c(1) of this appendix to
complete the applicable initial, qualification, or transition curricula prior
to serving as a pilot on a 737 MAX airplane.
d. 737 MAX Requalification Curricula. POIs must verify the following:
(1) The training and qualification program revision includes the special
training as described in the 737 FSB report, Appendix 7 for pilots completing
737 MAX requalification training as described in
§ 121.400(c)(9).
(2) In accordance with §
121.401(a)(1), the
air carrier receives FAA approval of the requalification curricula prior to requalifying pilots on the 737 MAX
airplane using that curricula.
(3) In accordance with §§
121.401(a)(1) and
121.415(h), the
air carrier requires pilots described in subparagraph 2d(1) of this appendix to complete the requalification
training prior to serving as a pilot on the 737 MAX airplane.
e. 737 MAX Recurrent or Continuing Qualification Curricula. POIs
must verify the following:
(1) The training and qualification revision includes the applicable special
emphasis areas and applicable differences training as described in the 737 FSB
report for pilots completing recurrent or continuing qualification 737 MAX training.
(2) In accordance with §
121.401(a)(1), the
air carrier receives FAA approval
of the 737 MAX recurrent or continuing qualification curricula prior to
conducting recurrent or continuing qualification 737 MAX training using that curricula.
(3) In accordance with §§
121.427(a),
121.433(c)(1),
121.903(c), and
121.915,
the air carrier requires pilots described in subparagraph 2e(1) of this appendix
to complete the applicable training.
Note: In accordance with §
121.403(b)(5), each
curriculum must include the programmed hours of training. In accordance with §
121.913(a), each
qualification curriculum must include the planned hours of training. To include the training
described in subparagraphs 2a through e of this appendix, air carriers may need
to increase the programmed or planned training hours for a curriculum.
f. FFSs. POIs must verify that, in accordance with §
121.403(b)(4), if
a specific FFS has not been appropriately modified, tested, and evaluated
or has not been programmed with the necessary malfunctions to conduct the training
described in subparagraphs 2a through e of this appendix, the air carrier revises
the applicable curricula to identify any maneuvers, procedures, or functions
for which that FFS may not be used.
g. Ground and Flight Instructors. POIs must verify that, in accordance with §§
121.401(a)(2) and
(4)
and 121.903(c), as
applicable, the air carrier provides training as necessary to ensure properly qualified ground and flight
instructors to conduct the training described in subparagraphs 2a through e
of this appendix.
3. Recordkeeping. POIs must verify that, in accordance with §
121.683, the
air carrier documents completion of the required training by each
pilot in accordance with the air carrier’s approved recordkeeping system.
4. Safety Assurance System (SAS) Documentation. POIs must use
the applicable National/Divisional Custom Data Collection Tool (ND C DCT) and
the Action Item Tracking Tool (AITT) to document the actions required by paragraphs
1 through 3 of this appendix. POIs can select the specific questions applicable
to the training and qualification program (traditional or AQP) and curricula
being evaluated if the certificate holder is implementing the new requirements
at different intervals for different curricula. POIs can use additional ND C DCTs
as the certificate holder implements additional curricula. POIs will load
the applicable ND C DCT template using the following steps:
a. From the Comprehensive Assessment Plan (CAP), select the “Add
Assessment” button.
b. Select a “CH/A” from the drop-down menu.
c. Under “Specialty”, ensure applicable specialty is selected
from the drop-down menu.
d. Select the “Custom DCT” radio button.
e. In the text box, enter any text (it will auto-populate with
the template title in subsequent steps). This will then activate the “Add” button.
f. Select “Add”.
g. Enter “737MAX” without quotes or spaces in the “Local/Divisional/National”
Field for Custom DCTs for the 737 MAX.
h. Select the checkbox for “LRN Locked?”.
i. For “Requires Own Assessment?”, select “Yes” from the drop-down menu.
j. Select the “Performance” or “Design” radio button next to
“Question Type”.
k. Ensure the applicable radio button next to “Specialty” is selected.
l. Select the “Yes” radio button from the “Apply from Templates”
menu and select “National/Divisional” from the drop-down menu.
m. Select one of the following ND C DCTs from the “Select Template”
drop-down menu.
(1) Part
121 737
MAX (OP) DA.
(2) Part
121 737
MAX (OP) PA.
n. Select “Search”.
o. When the questions populate, click on the “Add” button.
p. Scroll up to the “Custom DCT Context” panel and verify that
the “Custom DCT Name” Field has auto‑populated with the template title and replaced
the text entered previously in step e above.
q. Scroll back down and select “OK”. The “Assessment Details”
window will appear.
r. Select a date from the “Assessment Due Date” drop-down menu.
s. At the bottom left corner of the window, select the number
of additional DCTs to be created (if applicable) from the drop-down menu and
select “Add DCTs”. Sections for each DCT created will appear in the “DCT Assignment” section.
t. If additional DCTs were created in step s, enter text in the
“PI Common Instructions” box (these will apply to each DCT created in this template),
if desired. Select “Append to All”.
u. For each DCT (under the “DCT Assignment” section):
(1) Select the “Recommended/Assigned To” inspector from the drop-down menu.
(2) Select a “Complete Data Collection By” date from the calendar menu.
(3) Enter text in the “Instructions” field (specific to this particular DCT).
(4) “Location” may be left blank.
(5) For “M/M/S”, select the appropriate make, model, and series (M/M/S) from
the drop-down menu.
(6) If desired, documents such as this notice may be appended using the “Attach
Documents” button.
(7) When the information has been populated for each DCT, select “Save”.
v. Verify that the C DCT(s) appears in the CAP.
w. Select “Submit Plan”.
Appendix D. Part
142
1. Notification. Training Center Program Managers (TCPM) must
immediately notify training centers for which they have oversight responsibilities
and who have approved 737 MAX curricula, in writing, of the following:
• In accordance with §
142.37(f), the
FAA has determined that a revision to the approved program is required for any training center with 737
MAX curricula. This revision is required to ensure the adequate training of
pilots to operate 737 MAX airplanes.
• In accordance with §
60.11, a
training center may not use a full flight simulator (FFS) to conduct 737 MAX
pilot training unless the FFS has been appropriately modified, tested, and
evaluated as described in subparagraph 5e of this notice.
2. Training and Qualification Program Revision. TCPMs should
follow the curriculum approval process in FAA Order 8900.1,
Volume 3, Chapter 54, Section 6, Part
142 Training Centers: Evaluate
Training Programs, Curricula,
Flight Training Equipment, and Recordkeeping Requirements.
a. 737 MAX Core Curriculum. TCPMs must verify the following:
(1) The program revision includes the special training utilizing flight control
computer (FCC) software version P12.1.2 as described in the 737 FSB report, Appendix 7.
(2) In accordance with §
142.37(f), the
training center receives FAA approval of the 737 MAX core curriculum prior to conducting that core curriculum.
b. 737NG to 737 MAX Differences Curriculum. TCPMs must verify
the following:
(1) The program revision includes the differences training from the 737NG
to the 737 MAX as described in the 737 FSB report.
(2) In accordance with §
142.37(f), the
training center receives approval for 737NG to 737 MAX differences curriculum prior to training new pilots on
the 737 MAX airplane using that curriculum.
c. 737 MAX Special Training. TCPMs must verify the following:
(1) If the training center seeks approval of a curriculum, in accordance with §
142.81, to
conduct the 737 MAX special training to qualified 737 MAX
pilots, the curriculum includes the special training utilizing FCC software
version P12.1.2 as described in the 737 FSB report, Appendix 7.
(2) In accordance with §
142.81(d), the
training center receives approval for the 737 MAX special training
curriculum prior to training pilots using that curriculum.
Note: To include the training described in subparagraphs 2a through c of
this appendix, training centers may need to increase the programmed ground or
flight (or both) training hours for a curriculum.
d. FFSs. TCPMs must verify that, in accordance with §
142.59, if
a specific FFS has not been appropriately modified, tested, and evaluated,
or has not been programmed with the necessary malfunctions to conduct the training
described in subparagraph 2a through c of this appendix, the training center
revises the applicable curricula to identify any maneuvers, procedures, or functions
for which that FFS may not be used.
e. Flight Instructors. TCPMs must verify that, in accordance with §
142.53(a), the
training center provides training as necessary to ensure
that only properly qualified flight instructors conduct the training described
in subparagraph 2a through c of this appendix.
3. Recordkeeping. TCPMs must verify that, in accordance with §
142.73, the
training center documents completion of the training of each pilot
in accordance with the training center’s approved recordkeeping system.
4. Activity Recording (AR). TCPMs must use AR code 1370 to document
the review and approval of the curricula. TCPMs must select “737MAX” in the National Use Field.