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 communication and decision behavior and the importance of immediate, decisive, and correct response to a ground proximity warning.

On November 13, 1997, the Safety Board acknowledged the progress made by the FAA but noted that the FAA's response did not address whether the escape/terrain avoidance procedures would be included in the procedural sections of approved operations manuals. Pending further information from the FAA, Safety Recommendation A-96-93 was classified "OpenAcceptable Response."

On August 11, 1999, the FAA stated that it would issue a flight standards information bulletin that directed POIs to ensure that the aircraft-specific procedure for maximum escape performance (as depicted in the CFIT training aid), or an equivalent of that procedure, was contained in each appropriate FAA-approved operations manual. The FAA indicated that it planned to issue the bulletin by the end of August 1999.

On October 20, 1999, the FAA indicated that it had issued Flight Standards Information Bulletin for Air Transportation 99-08, "Controlled Flight Into Terrain (CFIT) Training," on October 5, 1999. According to the FAA, the bulletin announces the publication of the CFIT Education and Training Aid and informs POIs that the training aid is posted on the FAA's Web site. The FAA stated that the bulletin also directs POIs to ensure that the aircraft-specific procedure for maximum escape performance is contained in each appropriate FAA-approved operations manual.

Safety Recommendation A-96-94 asked the FAA to

Require that all transport-category aircraft present pilots with angle-of-attack information in a visual format and that all air carriers train their pilots to use this information to obtain maximum possible airplane climb performance.

On December 31, 1996, the FAA stated that it had begun an evaluation to assess the operational requirements for an angle-of-attack indicator. The FAA indicated that the evaluation should be completed by March 1997.

On April 11, 1997, the Safety Board stated its understanding that the FAA's assessment would include implementation and training requirements, the complexity and cost of the system, and other functions and would indicate the angle-of-attack for maximum rate climb. The Safety Board also stated its understanding that, if angle-ofattack indicators were warranted, the FAA would take appropriate regulatory action. Pending an evaluation of the FAA's completed action, Safety Recommendation A-96-94 was classified "OpenAcceptable Response."