Appendix 2 - Training Program Special Emphasis Items

The OEB has identified several aircraft systems and/or procedures that should receive special emphasis in a GIV-X, G-V or GV-SP Training Program:

Ground Training:

1. EGPWS
2. Flight Management System (FMS)
3. Traffic Collision and Avoidance System (TCAS)
4. Automatic mode of wing and cowl anti-ice systems
5. Head-Up Display System (HUD) (See Appendix 4)
6. Enhanced Vision System (EVS) (See Appendix 5)
7. PlaneView System (GIV-X and GV-SP)
8. Cursor Control Device (GIV-X and GV-SP)

Systems Integration Training:

1. Flight Guidance System (FGS)
2. Primary Flight Display mode annunciators
3. Flight Management System (FMS)
4. Display Controllers (DC)
5. Head-Up Display System (HUD) (See Appendix 4)
6. Enhanced Vision System (EVS) (See Appendix 5)
7. PlaneView System (GIV-X and GV-SP)
8. Cursor Control Device (CCD)(GIV-X and GV-SP)
9. Runway Awareness Advisory System (RAAS)

Flight Training (Full Flight Simulator - Level C or D and/or aircraft):

1. Dual hydraulic system malfunctions
2. Aileron/elevator disconnect (jammed controls in each axis)
3. ILS approach on standby instruments
4. Primary Flight Display (PFD), Navigation Display (ND), EICAS reversionary modes.
5. Integrated use of EICAS messages, switch positions and synoptic pages to determine aircraft system status.
6. Using autopilot for completion of the emergency descent maneuver (EDM)
7. Delayed engine response to full power applications at various altitudes (especially high altitude stalls, touch and go landings, and any maneuvers with flaps less than 22 degrees.)
8. Head-Up Display System (HUD) (See Appendix 4)
9. Enhanced Vision System (EVS) (See Appendix 5)
10. PlaneView System (GIV-X and GV-SP)
11. Lateral Control Switch Function (GIV-X)
12. No Flap Approach

The OEB also found that early exposure to the FGS and FMS is important, especially for pilots with no previous EFIS or FMS experience. Establishing early confidence in manually flying the aircraft, converting from manual to automatic ( FMS controlled) flight mode and back is equally important due to heavy reliance on the FGS . In the event of a flight path deviation due to input error or system malfunction, the flight crew must be able to comfortably transition from automatic to manual mode and back in an orderly fashion. Crew awareness and understanding of the flight mode(s) annunciated on the FMA is important during all phases of flight.

The OEB found only one Special Flight Characteristic; the engine “spool-up” time is longer than most transport category jet aircraft. It can range from 8 seconds at sea level to 30 seconds at 51,000 ft. to move from idle thrust to maximum continuous thrust. At low altitudes, i.e. circling, the spool-up time will be considerably longer than 8 seconds if flaps are less than 22 degrees. Training should emphasize this.

The OEB strongly recommends that a thorough preflight briefing, highlighting engine spool-up time, is accomplished prior to conducting training or checking in the following areas: stalls, touch & go landings, and simulated one-engine inoperative maneuvers. Also, touch and go landings at flaps zero are not recommended.