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.  in appropriate facilities containing examples of components, systems and parts affected by Fuel Tank Safety (FTS) issues. The use of films, pictures and practical examples on FTS is recommended; or
.  by attending a distance course (e-learning or computer based training) including a film when such film meets the intent of the objectives and content here below. An e-learning or computer based training should meet the following criteria:
.  A continuous evaluation process should ensure the effectiveness of the training and its relevance;
.  Some questions at intermediate steps of the training should be proposed to ensure that the trainee is authorized to move to the next step;
.  The content and results of examinations should be recorded;
.  Access to an instructor in person or at distance should be possible in case support is needed.
A duration of 8 hours for phase 2 is an acceptable compliance.
When the course is provided in a classroom, the instructor should be very familiar with the data in Objectives and Guidelines. To be familiar, an instructor should have attended himself a similar course in a classroom and made additionally some lecture of related subjects.
Objectives:
The attendant should, after the completion of the training: 
.  have knowledge of the history of events related to fuel tank safety issues and the theoretical and practical elements of the subject, have an overview of the FAA regulations known as SFAR (Special FAR) 88 of the FAA and of JAA Temporary Guidance Leaflet TGL 47, be able to give a detailed description of the concept of fuel tank system ALI (including Critical Design Configuration Control Limitations CDCCL, and using theoretical fundamentals and specific examples;
.  have the capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner;
.  have knowledge on how the above items affect the aircraft; 
.  be able to identify the components or parts or the aircraft subject to FTS from the manufacturer’s documentation,
.  be able to plan the action or apply a Service Bulletin and an Airworthiness Directive.
Content: Following the guidelines described in paragraph E).
Continuation training: The organisation should ensure that the continuation training is performed in each two years period. The syllabus of the training programme referred to in the Training policy of the Continuing Airworthiness Management Exposition (CAME) should contain the additional syllabus for this continuation training.
The continuation training maybe combined with the phase 2 training in a classroom or at distance.
The continuing training should be updated when new instructions are issued which are related to the material, tools, documentation and manufacturer’s or CAD’s directives.
E)  Guidelines for preparing the content of Phase 2 courses.
The following guidelines should be taken into consideration when the phase 2 training programmes are being established:
a) understanding of the background and the concept of fuel tank safety, 
b) how the mechanics can recognise, interpret and handle the improvements in the instructions for continuing airworthiness that have been made or are being made regarding fuel tank systems,
c)  awareness of any hazards especially when working on the fuel system, and when the Flammability Reduction System using nitrogen is installed.
Paragraphs a) b) and c) above should be introduced in the training programme addressing the following issues:
i.  The theoretical background behind the risk of fuel tank safety: the explosions of mixtures of fuel and air, the behavior of those mixtures in an aviation environment, the effects of temperature and pressure, energy needed for ignition etc, the ‘fire triangle’, - Explain 2 concepts to prevent explosions: 
　
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本文鏈接地址：馬爾代夫民航法規 MCAR-M Continuing Airworthiness(122)