BD500

Transport Canada Civil Aviation (TCCA)

Operational Evaluation Report

Revision: 3

Date: 2024-05-03

AIRBUS CANADA

Type Certificate Data Sheet (TCDS)*	TCDS Identifier	Marketing Name/Master Series	Pilot Type Rating
A-236	BD-500-1A10	A220-100	BD500
A-236	BD-500-1A11	A220-300	BD500

Approved by Philippe Ngassam
Director, National Aircraft Certification Branch (AARD)
Transport Canada, Civil Aviation

Original signed by Philippe Ngassam

Office of Primary Interest (OPI):

Benoit Saulnier
Program Manager, Flight Technical and Operator Certification (FTOC)
Transport Canada Civil Aviation
Commercial Flight Standards (AARTF)
330 Sparks Street, Ottawa, Ontario
K1A 0N8
Tel: (613) 292-4238
e-mail: benoit.saulnier@tc.gc.ca

Original signed by Benoit Saulnier

Jean-François Bissonnette
Chairman BD500 Operational Evaluation Board (OEB)
Civil Aviation Safety Inspector, Flight Technical & Operator Certification (FTOC)
Commercial Flight Standards Division (AARTF)
Transport Canada, Civil Aviation
700 Leigh-Capreol
Dorval, QC H4Y 1G7

Original signed by Jean-François Bissonnette

Deborah Martin
Chief, Commercial Flight Standards (AARTF)
Standards Branch
Transport Canada, Civil Aviation

Original signed by Acting Chief, Benoit Saulnier

Stacey Mason
Director, Standards Branch (AART)
Transport Canada, Civil Aviation

Original signed by Acting Director, Charles Lanning

Table of contents

1. Record of revisions
2. Introduction
3. Highlights of change
4. General
5. Acronyms
6. Definitions
7. Pilot type rating
8. Related aircraft
9. Pilot training
10. Pilot checking
11. Pilot currency
12. Operational suitability
13. Miscellaneous
14. References
15. Appendix 1 – Difference legends
16. Appendix 2 – Master difference requirements (MDR) table
17. Appendix 3 – Difference tables
18. Appendix 4 – Approach capabilities glidepath angle from 4.5 to 5.5 degrees - Steep approach operations
19. Appendix 5 – Reduced & low visibility operations / CAT II & III Autoland operations
20. Appendix 6 – Head up display (HUD) qualification program
21. Appendix 7 – FANS-CPDLC
22. Appendix 8 – Required Navigation Performance Authorisation Required Approach
23. Appendix 9 – Approach capabilities glidepath angle 3.5 to 4.1
24. Appendix 10 – Avionic upgrade Build 8.0A2 functionality
25. Appendix 11 – Fly-by-wire control laws normal mode 2.20 update

1. Record of revisions

Revision Number	Sections(s)	Date
0 (Original)	Original	2016-07-12
1	All	2019-04-15
2	All	2022-10-31
3	Cover Page, Table of Content, Sections 2, 3, 4, 5, 6, 9, Appendix 3, 5, 8, 9, 10, 11, and minor editorial changes	2024-04-15

2. Introduction

2.1 General

The Transport Canada Flight Technical and Operator Certification (FTOC) section within the Civil Aviation Standards Branch is responsible for the TCCA Operational Evaluation (OE) program. FTOC’s objectives during the operational evaluation of a new or modified aircraft are to determine:

1. The acceptability of a manufacturers training program for use by Canadian operators;
2. Pilot qualification and type rating requirements including training, checking, and currency requirements, and;
3. The operational suitability of an aircraft type.

This report lists those determinations for use by:

1. TCCA Inspectors who approve training programs;
2. TCCA inspectors and Approved Check Pilots (ACPs) who conduct Pilot Proficiency Checks (PPCs) and issue Type Ratings; and
3. Aircraft operators and training providers, to assist them in developing their flight-crew member training, checking and currency programs.

Determinations made in this report are based on the evaluations of specific BD500 series made in accordance with current regulations, standards and guidance. Modifications and upgrades made to the series described herein, or introduction of new related aircraft, may require amendment of the findings in this report.

2.2 Regulatory requirements / language

This OE report uses mandatory terms such as “must”, “shall” and “is/are required” to convey the intent of the Regulatory requirements and of other guidance documents. The term “should” is understood to mean that the proposed method of compliance must be used, unless an alternate means of compliance has been determined and approved.

3. Highlights of change

This is a Revision of the BD-500-1A10 (CS100) and BD-500-1A11 (CS300) OE report. The major differences between Revision 3 and Revision 2 are:

• 2. Introduction
  • 2.1 Notes amended / added.
• 3. Highlights of change – amended as necessary to reflect Rev. 3 changes.
• 4. General
  • Minor change in sub-section numbering starting at 4.10 to 4.15 due to restructuring and new sections,
  • 4.11 Approach capability glidepath angle 3.5 up to 4.1 degrees – subsection added,
  • 4.16 Avionic upgrade build 8.0A2 functionality – subsection added, and
  • 4.17 Fly-by-wire control laws normal mode 2.20 update – subsection added.
• 5. Acronyms – added acronym
• 6. Definitions – new definition added
• 9. Training Area of Special Emphasis
  • 9.3.1.2 – TASE items added, and
  • 9.3.2.1 – TASE items added.
• Appendix 3 Difference tables – changes in pages column due to amendments to OE report and minor editorial changes
• Appendix 5 – Reduced and low visibility operations.
  • 3.3 - Rudder Fail procedure CAT II / III removed – TASE item.
• Appendix 8 RNP AR
  • 2.2 – note amended
  • 3.2 – note amended
• Appendix 9 Approach capabilities glidepath angle 3.5 up to 4.1 degrees – New Appendix,
• Appendix 10 Avionic upgrade build 8.0A2 – New Appendix, and
• Appendix 11 Fly-by-wire control laws normal mode 2.20 update – New Appendix.

4. General

4.1 Scope of report

This OE report applies to all series of the BD500 and is in accordance with current regulations, standards, and guidance. The contents of this report are harmonized where possible with the FAA and EASA reports.

4.2 Guidance material

The TCCA OE evaluations are conducted in accordance with the latest revisions of FAA Advisory Circular (AC) 120-53(B) Change 1, Guidance for Conducting and Use of Flight Standardization Board (FSB) Evaluations, and the JOEB OPS/FCL Common Procedures Document for Operational Evaluation Boards (CPD).

4.3 OE report effectivity

Provisions of this report are effective until amended, superseded, or withdrawn by subsequent OE findings.

TCCA reserves the responsibility and authority to re-evaluate and modify sections of this report based on new or revised advisory material, amended CARs, aircraft operating experience, or the evaluation of new or modified aircraft under the provisions of the CPD or FAA AC 120-53B Change 1 (latest revision).

4.4 Application of OE report

All relevant parts of this report are applicable on the effective date of this report.

4.5 Alternate means of compliance

The OEB Chairman, the Program Manager of FTOC and/or the Chief of Commercial Flight Standards should be consulted when alternate means of compliance, other than those specified in this report, are proposed. An applicant shall be required to submit a proposed alternate means that provides an equivalent level of safety to the provisions of the CARs and this OE report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other substantiation may be required.

In the event an alternate compliance is sought, training program credits, simulator approvals, and device approvals may be significantly limited and reporting requirements may be increased to ensure equivalent levels of training, checking, and currency are maintained. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation.

4.6 AQP/OEB report relationship

Where an air operator has an approved Advanced Qualification Program (AQP), differences between this report and an operator’s proposed training, checking, and currency requirements under an AQP should be substantiated and documented as part of the operator’s AQP approval process. Program approvals under AQP need to ensure the provisions and requirements of this report have been addressed, and where necessary, coordination with the OEB has been completed.

4.7 A220-100

TCCA conducted an OE of the A220-100 and the Bombardier Customer Training (BCT) program for the CSeries, with EASA and the FAA, in Montreal, Quebec in 2016.

The scope of the OE was an evaluation of the A220-100 initial type rating course (19 day footprint), establishment of the BD500 Pilot Type Rating and an operational suitability evaluation of the aircraft. The FFS was equipped with a dual HUD installation, and the OE evaluated the use of the dual HUD that was integrated into the initial type rating course.

The BCT type rating course was found by TCCA to be acceptable for use as the basis of an air operator’s (CAR 705) and private operator’s training program (CAR 604). The BD500 type rating was established for the A220-100 and the A220-100 was found to be operationally suitable for Canadian operations.

4.8 A220-300

TCCA, EASA and the FAA evaluated differences between the A220-100 and A220-300 in the fall of 2016 through a T1 process. The same BD500 Pilot type was established for the A220-300 as the A220-100. Level A/A training and checking differences were established by TCCA between the A220-100 and A220-300 (both directions).

4.9 Approach capabilities glidepath angle from 4.5 to 5.5 degrees - Steep Approach Operation

A220-100 steep approach at EGLC

An OE of the A220-100 Steep Approach Specialty training for London City, United Kingdom (U.K.) (EGLC) was conducted between the fall of 2016 and summer of 2017. Training, checking and operational suitability requirements are provided in Appendix 4 of this report, Steep Approach. Canadian operators intending to conduct similar steep approach operations at other airports must substantiate any differences to the content of Appendix 4, with their POI.

4.10 Approach capabilities glidepath angle 3.5 to 3.8 degrees

TCCA completed an OE by analysis of the BD500 capability to conduct approaches greater than 3.5 degrees to 3.8 degrees inclusively on both the A220-100 and A220-3000. These approaches must be conducted in accordance with Supplement 9; Approaches with glidepath angles greater than 3.5 degrees, up to 3.8 degrees in the A220-100 and A220-300 AFMs and FCOMs. No specific training is required.

4.11 Approach capabilities glidepath angle 3.5 to 4.1 degrees

In May 2020, TCCA completed an OE by analysis of the BD500 capability to conduct approaches greater than 3.5 degrees to 4.1 degrees inclusively on both the A220-100 and A220-300.

The scope, difference tables, training and checking requirements are provided in Appendix 9 of this report.

4.12 Avionics upgrade (Build) 8A functionality

In 2018, TCCA and the FAA evaluated additional avionics functional capabilities identified as Avionics Upgrade 8A. (Build 8A) The functional capabilities are to be incorporated into the fleet through a modification process, and are identified through option codes and service bulletins. The Level B Computer Based Training (CBT) was found to be acceptable and will be integrated into the initial type rating course.

Significant Build 8A functionality includes:

• SATCOM;
• PFD and MFD Display Capabilities and Reversion;
• Vertical Situation Display (VSD);
• Removal of FMS limitations;
• Incorporation of FMS Noise Abatement functions;
• AFCS altitude capture performance improvement.

4.13 Reduced & low visibility operations / Category (CAT) II/ & III Autoland operations

In 2018, TCCA and the FAA evaluated specialty training for the incorporation of Fail Operational and Fail Passive Autoland capabilities to conduct CAT II and CAT III approaches with and without the use of the HUD. This training also includes the HUD Low Visibility Take Off (LVTO) function to conduct low visibility take-offs using the HUD.

The CAT II/III Autoland (including HUD LVTO) training includes CBT, Instructor Led Training (ILT), and Flight Training in a suitably qualified full flight simulator (Level C or higher with the capability for training in low visibility operations). This specialty training is organized into four courses as follows:

• CAT II Autoland;
• CAT II Autoland with HUD;
• CAT III Autoland;
• CAT III Autoland with HUD.

Training, checking and operational suitability requirements are provided in Appendix 5 of this report; Reduced and low visibility operations.

4.14 FANS/CPDLC

In December 2018, TCCA and the FAA evaluated specialty training for the incorporation of FANS/CPDLC training. The Level B Computer Based Training (CBT) was found to be acceptable for use by Canadian operators. This training may be delivered as stand-alone training or integrated into an operator’s training program.

4.15 Required Navigation Performance Authorization Required Approach

In June 2019, TCCA, FAA and EASA evaluated specialty training for the incorporation of Required Navigation Performance - Authorization Required Approach (RNP AR APCH). The Level D training which incorporates CBT and FFS was found to be acceptable for use by Canadian Operators.

Completion of RNP AR APCH training and checking does not constitute approval to conduct RNP AR APCH operations. Operators must obtain the required Special Authorization/Specific Approval from their responsible CAA.

Training, checking and operational suitability requirements are provided in Appendix #8 of this report.

4.16 Avionic upgrade Build 8.0A2 functionality

In November 2020, TCCA completed an OE by analysis of the BD500 Software Update from version B8.0A to B8.0A2 related to the A220-100 and A220-300.

The scope, difference tables, training and checking requirements are provided in Appendix 10 of this report.

4.17 Fly-by-wire control laws normal mode 2.20 update

In October 2022, TCCA completed an OE by analysis of the BD500 FBW CLAWS NM 2.20 Update related to the A220-100 and A220-300.

The scope, difference tables, training and checking requirements are provided in Appendix 10 of this report.

5. Acronyms

The following acronyms are used or relevant to this report:

AARD

(TCCA) National Aircraft Certification Branch

AART

(TCCA) Standards Branch

AARTF

(TCCA) Commercial Flight Standards

AC

Advisory Circular

ACP

Approved Check Pilot

ADS

Automatic Dependent Surveillance

AEO

All Engines Operating

AFCS

Automatic Flight Control System

AFM

Aircraft Flight Manual

AP

Autopilot

AQP

Advanced Qualification Program

AT

Auto-Throttle

BCT

Bombardier Customer Training

CAA

Civil Aviation Authority

CAP

Canada Air Pilot

CARs

Canadian Aviation Regulations

CASS

Commercial Air Service Standard

CAT I/II/III

Category I/II/III ILS Instrument Approach

CBT

Computer Based Training

CFS

Canada Flight Supplement

CNS

Communication, Navigation and Surveillance

COM

Company Operating Manual

CPD JAA/FAA/TC

Common Procedures Document for Operational Evaluation Boards

CPDLC

Controller Pilot Data Link Communication

CSALP

CSeries Aircraft Limited Partnership

CTP

Control Tuning Panel

DU

Display Unit

EASA

European Aviation Safety Agency

ECL

Electronic Checklist

EFB

Electronic Flight Bag

EFIS

Electronic Flight Instrument System

EGLC

London City Airport (UK)

EGPWS

Enhanced Ground Proximity Warning System

EICAS

Engine Indication and Crew Awareness System

ETOPS

Extended Range Operations with Two-Engine Airplanes

FAA

Federal Aviation Administration

FANS

Future Air Navigation System

FAR

Federal Aviation Regulation

FBW

Fly-By-Wire

FCOM

Flight Crew Operating Manual

FD

Flight Director

FFS

Full Flight Simulator

FLT CHAR

Flight characteristics

FMA

Flight Mode Annunciator

FMS

Flight Management System

FPV

Flight Path Vector

FSB

Flight Standardization Board (FAA)

FSTD

Flight Simulation Training Device

FTD

Flight Training Device

FTV

Flight Test Vehicle

FTOC

Flight Technical & Operator Certification

HAAO

High Altitude Airport Operations

HDD

Head Down Display

HUD

Head Up Display

IFIS

Integrated Flight Information System

ILS

Instrument Landing System

ILT

Instructor Led Training

IMC

Instrument Meteorological Conditions

IOE

Initial Operating Experience

JAA

Joint Aviation Authorities

JOEB

Joint Operational Evaluation Board

LDP

Landing Decision Point

LFL

Landing Field Length

LOA

Letter of Authorization/Letter of Acceptance

LOE

Line Operational Evaluation

LPV

Localizer Performance with Vertical Guidance

LVTO

Low Visibility Take-Off

MDR

Master Differences Requirements

MEL

Minimum Equipment List

MFF

Mixed Fleet Flying

MFW

Multi-Function Window

MMEL

Master Minimum Equipment List

NSEP

National Simulator Evaluation Program

ODR

Operator Differences Requirements

OE

Operational Evaluation

OE

Operating Experience

OEB

Operational Evaluation Board

OEI

One Engine Inoperative

OPI

Office of Primary Interest

PBN

Performance Based Navigation

PF

Pilot Flying

PFCC

Primary Flight Control Computer

PFD

Primary Flight Display

PIC

Pilot In Command

PL

Policy Letter

PM

Pilot Monitoring

POI

Principal Operations Inspector

PPC

Pilot Proficiency Check

PROC CHNG

Procedural changes

PRM

Pilot Reference Manual

QRH

Quick Reference Handbook

RF

Radius to Fix

RDIMS

Records, Documents and Information Management System

RNAV

Area Navigation

RNP

Required Navigation Performance

RTO

Rejected Take Off

RVR

Runway Visual Range

SATCOM

Satellite Communication

SI

Systems Integration

SIC

Second In Command

SID

Standard Instrument Departure

SOP

Standard Operating Procedure

SA

Special Authorization/Specific Approval

STAR

Standard Terminal Arrival Routing

STR

Same Type Rating

TASE

Training Area of Special Emphasis

TAWS

Terrain Awareness and Warning System

TCAS

Traffic Collision Avoidance System

TCCA

Transport Canada Civil Aviation

TCDS

Type Certificate Data Sheet

UK

United Kingdom

V1

Take-off decision speed

VMC

Visual Meteorological Conditions

VNAV

Vertical Navigation

Vref

Landing Reference Speed

VSD

Vertical Situation Display

6. Definitions

These definitions are for the purposes of this report only.

6.1 Autoland – Automatic landing

6.2 Base Aircraft - An aircraft identified for use as a reference to compare differences with another aircraft.

6.3 Current – A crewmember meets all requirements to operate the aircraft under the applicable CAR or CASS.

6.4 Differences Tables – Describe the differences between a pair of related aircraft, and the minimum levels operators must use to conduct differences training and checking of flight crewmembers. Difference levels range from A to E.

6.5 Master Differences Requirements (MDR) – Specifies the highest training and checking difference levels between a pair of related aircraft derived from the Differences Tables.

6.6 Mixed Fleet Flying (MFF) – The operation of a base aircraft and one or more related aircraft for which credit may be taken for training, checking, and currency events.

6.7 Operational Evaluation (OE) – A TCCA evaluation of the pilot qualifications requirements of an aircraft type (pilot type rating, minimum flight crewmember training, checking and currency requirements, and unique or special pilot qualification requirements (e.g., specific flight characteristics, no-flap landing)), operational suitability of an aircraft type and the Original Equipment Manufacturer (OEM) training program.

6.8 Operational Suitability – A determination during an operational evaluation that an aircraft or system may be used in the Canadian airspace system and meets the applicable operational regulations (e.g., CAR subparts 604, 605, 701, 702, 703, 704 and 705 as applicable).

6.9 Qualified – A flight crewmember holds the appropriate licenses and ratings as required by the applicable operating regulations.

6.10 Related Aircraft – Any two or more aircraft of the same make with either the same or different type certificates that have been demonstrated and determined by TCCA to have commonality.

6.11 Same Type Rating - Term used to indicate that the flight crew member type rating applies to one or more related aircraft. Differences training and checking may be required between related aircraft.

6.12 Seat Dependent Tasks – Manoeuvres or procedures using controls that are accessible or operable from only one flight crewmember seat.

6.13 Specialty Training – Training on specific functionalities and capabilities that is outside the scope of initial, recurrent or differences type rating training.

6.14 Specific Flight Characteristics – A manoeuvre or procedure with unique handling or performance characteristics that TCCA has determined must be checked.

6.15 Training Area of Special Emphasis – A training requirement unique to the aircraft, based on a system, procedure, or manoeuvre, which requires additional highlighting during training. It may also require additional training time, specialized training devices or training equipment.

6.16 Variant – Aeroplane or a group of aeroplanes with the same characteristics that have pertinent differences from a base aeroplane. Pertinent differences are those that require different or additional flight crew member knowledge, skills and/or abilities that affect flight safety.

7. Pilot type rating

In accordance with Personnel Licensing and Training Standard 421.40, the pilot type rating for the A220-100 (BD-500-1A10) and for the A220-300 (BD-500-1A11) is BD500.

8. Related aircraft

8.1 Related aircraft on same TCDS

The BD-500-1A10 (A220-100) and BD-500-1A11 (A220-300) are related aircraft on TCCA TCDS A-236.

8.2 Related aircraft on different TCDS

Not Applicable

9. Pilot training

9.1 Previous experience

The provisions of this section apply to all BD500 training programs for pilots who have experience in CAR 705 airline, CAR 604 private operator or equivalent operations in multi-engine transport turbojet aeroplanes.

Pilots receiving BD500 training should have previous operational experience in multi-engine transport category turbojet aircraft, highly integrated avionics, high altitude operations, HUD (for HUD equipped BD500), ECL, EFB, FBW and FMS. Pilots without this experience may require additional training.

The BD500 may be equipped with an optional single or dual HUD. Appendix 6 provides specific pilot qualification requirements for the HUD.

9.2 Airbus course content

The OEB Chairman, or the Program Manager of FTOC should be consulted for inquiries related to course content.

9.3 Training Areas of Special Emphasis

Pilots must receive special emphasis training in the following areas:

9.3.1 Ground training

9.3.1.1 Initial ground training

• Principles of vertical navigation, including the proper interpretation of VNAV Flight Mode Annunciations during climb, descent, and approach.

9.3.1.2 Initial and recurrent ground training

• FBW System. Normal and direct modes and associated envelope protections or degradations.
• Electronic checklist usage during normal, abnormal, and emergency operations.
• Go around procedure differences when aircraft has been on the ground (Weight-on-Wheels) more than 2 seconds:
  • AT will not engage automatically following TOGA selection.
• Flight crew awareness addressing the operating procedures and mitigations of the following Avionics Software (Build 8A2) anomalies:
  • FMS resets and Dual FMS failure,
  • Various autothrottle (AT) anomalies:
    • AT uncommanded disconnect,
    • AT Retard Mode inconsistencies during various phases of flight including:
      • Approaches over mountainous or irregular terrain,
      • After take-off,
      • During climb
      • In cruise, and
      • Approaches at various altitudes.
  • AT abnormal engine thrust mode during go-around
• Momentary erroneous values in radio altimeter (RAD ALT) data output,
• Uncommanded Emergency Descent Mode (EDM) activation at altitude,
• Navigation: speed pre-alert aural unintended inhibition, and
• Any other anomalies, airworthiness issues or Open Problem Reports (OPR) identified by OEM requiring flight crew training and awareness.

9.3.2 Flight training

9.3.2.1 Initial and recurrent flight training

• PFCC Direct Mode – Stall prevention, steep turns, and either visual or instrument approaches ending with a landing in PFCC Direct Mode. (This training can only be accomplished in a FFS.)
• Manual flight of the aircraft with the minimal use of automation during takeoff and landings and FBW demonstrations. Appropriate use of speed selection modes and intervention (manual vs. FMS speed);
• Alternate methods of checklist usage (normal, abnormal, and emergency) including deferral of the ECL by the MEL.
• Recommended flap retraction/extension in accordance with flap reference (F) speeds displayed on the PFD/HUD.
• Appropriate use of the aircraft symbol vs. the Flight Path Vector (FPV) during stall and airplane upset recoveries.
• Go around procedure differences when aircraft has been on the ground (Weight-on-Wheels) more than 2 seconds:
  • AT will not engage automatically following TOGA selection.
• Recommend addressing the Avionics Software Build 8A2 anomalies such as AT issues and other listed in 9.3.1.2 in FFS training if simulator can reproduce anomalies.

9.4 Specific flight characteristics

There are no specific flight characteristics.

9.5 Seat dependent tasks

Pilots must receive training in these seat dependent tasks during initial and recurrent training:

• a) HUD (left seat) if installed;
• b) HUD (right seat) if installed;
• c) Tiller usage (right seat).

9.6 Regulatory training requirements not applicable to the BD500

• a) Buffet boundary onset; Demonstration of the aircraft’s overspeed protection capabilities is an acceptable substitute.
• b) Flight control failures and abnormalities: Zero flap/zero slat or abnormal flap or abnormal slat approach. Due to system design:
  • (i) If the manoeuvre is conducted in an aircraft, a slat/flap lever position 1 approach to a missed approach will be used, circuit breakers must not be disabled and hydraulic systems must not be depressurized to create the failed condition;
  • (ii) If the manoeuvre is conducted in a full flight simulator (FFS), the approach must be continued to a landing.

9.7 Flight Simulation Training Devices (FSTD)

• a) Aircraft systems integration training must be conducted in a Level 6 flight training device (FTD) or higher.
• b) CAT II/III approaches and LVTO must be trained in a Level C or higher FFS with the capability for training in low visibility operations. (See Appendix 5, Reduced and Low Visibility Operations.)
• c) HUD (single or dual installations) must be trained in a Level C FFS with a daylight visual display, or Level D FFS in both day and night conditions. (See Appendix 6, Head-Up Display (HUD) Qualification Program.)

9.8 Training equipment

There are no specific systems or procedures that are unique to the BD500 that require specific training equipment.

9.9 Differences training between related aircraft

Pilots must receive training in the differences between the A220-100 to the A220-300 or from the A220-300 to the A220-100, if applicable. The level and content of training is specified in Appendix 3.

Level A training differences have been established between the A220-100 and A220-300. Level A training may be administered in the form of an A220-100 to the A220-300 or from an A220-300 to the A220-100 Pilot Differences Handout.

10. Pilot checking

10.1 Landing from a no flap or non standard flap approach

The probability of flap extension failure or slat/flap extension failure on the BD500 is extremely remote due to system design. A demonstration of a no flap approach, no slats approach, or no slats/flap approach and landing during a CASS 725 Schedule 1 PPC is therefore not required.

10.2 Checking areas of emphasis

10.2.1 Initial and recurrent flight checking

Special attention should be given during flight checking to address dispatch with systems operated in alternate/degraded modes. Checking should emphasize the crewmembers’ ability to cope with subsequent failure of the next most critical system failure.

10.3 Specific flight characteristics

There are no specific flight characteristics.

10.4 Seat dependent tasks – initial and recurrent PPC

Pilots must be checked in these seat dependent tasks:

• a) HUD (left seat), if installed;
• b) HUD (right seat), if installed.

10.5 Other checking items

Not Applicable

10.6 Flight Simulation Training Devices (FSTD)

HUD (single or dual installations) operations and manoeuvres must be checked in a Level C FFS with a daylight visual display, or Level D FFS, in both day and night conditions. (See Appendix 6 for specific checking requirements.)

10.7 Equipment

There are no specific systems or procedures that are unique to the BD500 that require specific equipment.

10.8 Differences checking between related aircraft

No differences checking is required between the A220-100 and the A220-300.

10.9 Steep turns and approaches to stalls

Steep turns and approaches to stalls are not required to be checked if the specific criteria of Standard 725 Schedule I – Pilot Proficiency Check, Synthetic Training Device are met.

10.10 Pilot Proficiency Check (PPC) or Line Operation Evaluation (LOE)

Aircraft knowledge tests should be conducted prior to any proficiency checks. Any procedures and limitations that must be committed to memory should be evaluated by closed book examination for all initial, differences and recurrent training. Aircraft systems and operational knowledge should be evaluated by open book questions corrected to 100%.

The PPC shall comply with Standard 725, Schedule I – Pilot Proficiency Check, Synthetic Training Device. The LOE (if applicable) should be conducted in accordance with an approved AQP program for the BD500.

10.11 HUD

Proficiency in the use of HUD (if a single or dual HUD is installed,) should be demonstrated during checking for phases of flight equivalent to those for non-HUD operations. Checking standards for HUD are equivalent to those for non-HUD operations. Required manoeuvres should be demonstrated without use of HUD to assess non-HUD skills. (Refer to Appendix 6 for specific checking requirements for HUD).

11. Pilot currency

There are no additional currency requirements for the BD500 other than those already specified in CAR 604 or 705.

11.1 Differences currency between related aircraft

Meeting the currency requirements for the A220-100 satisfies all currency requirements for the A220-300, and vice versa.

12. Operational suitability

12.1 General

The BD500 is operationally suitable for operations conducted in accordance with CARs 604 and 705. TCCA retains on file, compliance checklists with the applicable provisions of CARs 604, 605 and 705.

The BD500 is operationally suitable for operations in accordance with the AFM, including HUD operations (single or dual HUD installations, LVTO), CAT II approaches with and without HUD, CAT II/III autoland approaches, and right seat taxi operations with optional tiller installed.

12.2 Reduced and low visibility operations (Appendix 5)

The BD500 without the optional HUD is capable of take-off in visibilities as low as 600 feet (175 meters) RVR.

When equipped with the HUD LVTO function, the BD500 is capable of take-off in visibilities as low as 300 feet (75 meters) RVR.

Without an autoland system, the BD500 is capable of CAT II approach operations as follows:

• a) AP coupled AFCS approaches to CAT II minima followed by a manual landing;
• b) Manually flown approach and landing when using HUD Flight Director (FD) guidance.

When equipped with a fail-passive autoland system, the BD500 is capable of CATII and CATIIIA approaches with automatic landing and roll-out.

When equipped with a fail-operational autoland system, the BD500 is capable of CATII, CATIIIA and CAT IIIB approaches with automatic landing and roll-out.

13. Miscellaneous

13.1 Flight deck observer seat

TCCA has determined that the forward observer’s seat and associated systems is suitable for use by TCCA inspectors. The TCCA determination is based on the findings of the FAA in the absence of any TCCA regulatory criteria regarding a flight deck observer seat. The observer’s seat has been evaluated by the FAA and determined to meet the requirements of FAR 121.581(a), FAR 125.317(b), FAR 135.75(b) and Advisory Circular (AC) 120-83.

13.2 Aircraft approach category and circling minima:

• a) Both the A220-100 and A220-300 are considered Category C aircraft for the purposes of determining "straight-in landing weather minima”. This approach category is determined by the maximum certified landing weight approach speed in the flap 4 or flap 5 landing configuration.
• b) Circling approaches for the A220-100 and A220-300 are flown with the landing gear down, flap 4 or 5, and Vref +10 kts. The approach category and associated approach minima will be determined by the approach/circling speed flown and shall not be less than category C on a circling approach.

13.3 Normal final approach flap setting

The normal final approach flap settings for the BD500 (A220-100 and A220-300) is flap 4 or flap 5.

13.4 ETOPS

Reserved

13.5 Engine thrust ratings

The A220-100 can be equipped with the PW1500G series power plant in four different thrust ratings. The A220-300 can be equipped with the PW1500G in three different thrust ratings.

13.6 HUD

The BD500 can be equipped with an optional single or dual HUD. The Airbus type training program for the BD500 integrates HUD training through CBT, briefings and training in a Full Flight Simulator (FFS) equipped with dual HUD.

The HUD symbology, alerting, and Flight Mode Annunciations (FMAs) are consistent with the PFD. Training in the FFS integrates the use of the HUD with the primary flight displays (PFD) for all phases of flight. Training, checking and currency requirements specific to the HUD are provided in Appendix 6 of this report.

14. References

1. FAA Flight Standardization Board (FSB) for the Bombardier BD-500-1A10/-1A11 at http://fsims.faa.gov/
2. FAA Advisory Circular AC120-53B, Change 1, Guidance for Conduction and Use of Flight Standardization Board Evaluations, dated October 24, 2016 or later revision;
3. JOEB OPS/FCL Common Procedures For Conducting Operational Evaluation Boards, dated June 10, 2004;
4. Transport Canada Advisory Circular (AC) 700-035; Special Authorization/Specific Approval for Take-off Operations below RVR 600 down to and including RVR 300; Issue No. 1; Effective Date 2016-02-12, or later issue;
5. Transport Canada Advisory Circular (AC) 700-024; Required Navigation Performance Authorization Required Approach (RNP AR APCH); Issue No. 02; Effective Date January 22, 2015;
6. Transport Canada Policy Letter, PL 173. Flight Crew Member Qualification Credits for Transition Programs and Mixed Fleet Flying Programs, dated July 25, 2007
7. Transport Canada Publication (TP) 1490, Manual of All Weather Operations (Categories II and III) Fourth Edition, 06/2011, or later edition of this manual
8. Transport Canada Publication (TP) 6327, Safety Criteria for Approval of Extended Range Twin-Engine Operations (ETOPS) dated June 2007
9. Transport Canada Type Certificate Data Sheet A-236, Issue No. 14, dated July 14, 2019 or later issue.

Appendix 1 – Difference legends

Training differences legend

Differences level	Type	Training method examples	Conditions
A	Self-instruction	Operating manual revision (HO) Flight crew operating bulletin (HO)	Crew has already demonstrated understanding on base aircraft (e.g. updated version of engine). Minor or no procedural changes required. No safety impact if information is not reviewed or is forgotten (e.g. different engine vibration damping mount). Once called to attention of crew, the difference is self-evident.
B	Aided instruction	Audiovisual presentation (AV) Tutorial computer-based instruction (TCBI) Stand-up instruction (SU)	Systems are functionally similar. Crew understanding required. Issues need emphasis. Standard methods of presentation required.
C	Systems Devices	Interactive (full-task) computer based instruction (ICBI) Cockpit procedures trainers (CPT) Part task trainers (PTT) Level 4 or 5 flight training device (FTD 4-5)	Training can only be accomplished through systems training devices. Training objectives focus on mastering individual systems, procedures, or tasks versus highly integrated flight operations or “real-time” operations. Training devices are required to assure attainment or retention of crew skills to accomplish more complex tasks usually related to aircraft systems.
D	Manoeuvres Devices	Level 6 or 7 flight training device (FTD 6-7) Level A or B full flight simulator (FFS A-B)	Training can only be accomplished in flight manoeuvre devices in a real-time environment. Training requires mastery of interrelated skills versus individual skills. Motion, visual, control loading, and specific environmental conditions may be required.
E	Level C/D FFS or Aircraft	Level C or D full flight simulator (FFS C-D) Aircraft (ACFT)	Motion, visual, control loading, audio, and specific environmental conditions are required. Significant full task differences that require a high fidelity environment. Usually correlates with significant differences in handling qualities.

Checking differences legend

Differences level	Checking method examples	Conditions
A	None	None
B	Oral or written exam Tutorial computer-based instruction self-test (TCBI)	Individual systems or related groups of systems.
C	Interactive (full-task) computer based instruction (ICBI) Cockpit procedures trainers (CPT) Part task trainers (PTT) Level 4 or 5 flight training device (FTD 4-5)	Checking can only be accomplished using systems devices. Checking objectives focus on mastering individual systems, procedures, or tasks.
D	Level 6 or 7 flight training device (FTD 6-7) Level A or B full flight simulator (FFS A-B)	Checking can only be accomplished in flight manoeuvre devices in a real-time environment. Checking requires mastery of interrelated skills versus individual skills. Motion, visual, control loading, and specific environmental conditions may be required.
E	Level C or D full flight simulator (FFS C-D) Aircraft (ACFT)	Significant full task differences that require a high fidelity environment.

Appendix 2 – Master difference requirements (MDR) table

These are the minimum levels of training and checking required, derived from the highest level in the differences tables in Appendix 3. Differences levels are arranged as training/checking.

		Base aircraft
		A220-100	A220-300
Related aircraft	A220-100	Not Applicable	A/A
	A220-300	A/A	Not Applicable

Appendix 3 – Difference tables

Table	From base aircraft	To related aircraft	Page
Difference Table	A220-100	A220-300	32
Manoeuvre Difference Table	A220-100	A220-300	34
Difference Table	A220-300	A220-100	35
Manoeuvre Difference Table	A220-300	A220-100	36

Difference table: A220-100 to A220-300

This design differences table from the A220-100 to the A220-300, was proposed by Airbus and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCRAFT: A220-100 TO RELATED AIRCRAFT: A220-300	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	Dimensions	Overall length increased 12 ft.3 in Nose wheel to main wheel length 50 ft.	NO	NO	A	A
	Weights	Max Ramp Weight increased to 150,000 lbs. Max Takeoff Weight increased to149, 000 lbs. Minimum flight weight 80,000 lbs.	NO	NO	A	A
	Cabin	Two overwing exit doors per side (optional) Increased cabin capacity to 150	NO	NO	A	A
	Cargo	Increased capacity	NO	NO	A	A
	Engines	3 Engine thrust ratings vs. 4 on A220-100 PW1521G-3, PW1524G-3,PW1525G-3 on A220-300	NO	NO	A	A
	Limitations	Structural Weight Limits increased; Center of Gravity Limits Changed; Design Maneuvering Speed Changed; Increased number of cabin occupants to 150 Reduced fuel capacity Different engine type (thrust ratings) AFM demonstrated runway width increased to 150 feet.	NO	NO	A	A
	ATA 9 Towing and taxiing	Fuselage length increase results in larger turning radius, no operational impact. AFM demonstrated runway width increased to 150 feet.	NO	NO	A	A
	ATA 28 Fuel	Decreased fuel capacity	NO	NO	A	A
	ATA 52 Doors	Two additional overwing emergency exit doors (optional)	NO	NO	A	A
	ATA 71-80 Powerplant	3 Engine thrust ratings vs. 4 on CS100 PW1521G-3, PW1524G-3,PW1525G-3 (PW1519G-3 engine not available on CS 300)	NO	NO	A	A

Manoeuvre difference table: A220-100 to A220-300

This manoeuvre differences table from the A220-100 to the A220-300 was proposed by Airbus and modified by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCRAFT: A220-100 TO RELATED AIRCRAFT: A220-300	MANOEUVRE	REMARKS	FLT CHAR	PROC CHNG	TRAINING
	All	No Difference	N/A	N/A	N/A

Difference table: A220-300 to A220-100

This design differences table from the A220-300 to the A220-100 was proposed by Airbus and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCRAFT: A220-300 TO RELATED AIRCRAFT: A220-100	DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING
	Dimensions	Overall Length decreased 12 ft.3 in Nose wheel to main wheel length decreased to 43 ft.	NO	NO	A	A
	Weights	Max Ramp Weight reduced to 135,000 lbs. Max Takeoff Weight reduced to 134,000 lbs. Minimum flight weight 77,000 lbs.	NO	NO	A	A
	Cabin	Additional overwing exit doors not available	NO	NO	A	A
	Engines	4 Engine thrust ratings vs. 3 on A220-300 PW 1519G ,PW1521G , PW1524G ,PW1525	NO	NO	A	A
	Limitations	Structural Weight Limits decreased; Center of Gravity Limits Changed; Design Maneuvering Speed Changed; Decreased number of cabin occupants to 130 Increased fuel capacity Different engine type (thrust ratings) AFM demonstrated runway width decreased to 100 feet.	NO	NO	A	A
	ATA 9 Towing and taxiing	Fuselage length reduced, results in decreased turning radius, no operational impact.	NO	NO	A	A
	ATA 28 Fuel	Increased fuel capacity	NO	NO	A	A
	ATA 52 Doors	Additional overwing emergency exit doors not available	NO	NO	A	A
	ATA 71-80 Powerplant	PW1519G-3 engine available on the A220-100 (Not available on A220-300)	NO	NO	A	A

Manoeuvre difference table: A220-300 to A220-100

This manoeuvre differences table from the A220-300 to the A220-100 was proposed by Airbus and modified by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

FROM BASE AIRCRAFT: A220-300 TO DIFFERENCE AIRCRAFT A220-100	MANOEUVRE	REMARKS	FLT CHAR	PROC CHNG	TRAINING
	All	No Difference	N/A	N/A	N/A

Appendix 4 – Approach capabilities glidepath angle from 4.5 to 5.5 degrees - Steep approach operations

1.0 Background

The A220-100 is type certified for steep approaches to a glide path angle from 4.5 degrees to 5.5 degrees inclusively at EGLC (only), per Supplement 10, Steep Approach of the A220-100 AFM.

TCCA (lead authority) and EASA conducted a joint Operational Evaluation (OE) of the A220-100 steep approach operations into the London City (EGLC) airport in the UK.

The OE team evaluated EGLC steep approach specialty training (ground and simulator flight training) at Bombardier Customer Training (BCT) in Montreal QC., Canada in April 2017. The steep approach training was evaluated during day and night environments, in nominal and adverse weather conditions and under normal and non-normal aircraft conditions. Steep approaches were also evaluated to a landing, balked landing and missed approach and were evaluated with all engines operative (AEO) and one engine inoperative (OEI). The OE included an evaluation of the AFM, FCOM, and QRH content applicable to the A220-100 steep approach capability.

In March 2017, prior to the OE at BCT, EASA conducted a flight evaluation of A220-100 steep approach operations at EGLC, using an A220-100 Flight Test Vehicle (FTV).

2.0 Operational suitability

The A220-100 has been determined to be operationally suitable for EGLC steep approach operations. Operators intending to conduct A220-100 steep approach operations must obtain the required Special Authorization/Specific Approvals from their responsible Civil Aviation Authority (CAA) prior to commencing steep approach operations at EGLC.

3.0 Pre-requisites for steep approach training

Prior to commencing steep approach training, flight crew members must be current and qualified on the A220-100, and must have completed HUD training and the training requirements described in Appendix 6 of this report.

Steep approach operation training may be integrated in initial type rating training of the A220-100 when including the HUD pilot qualification requirements described in Appendix 6 of this report.

Canadian license holders require Flight Crew Member Experience per CASS 421.40(3)(a)(ii) and must be qualified to flight crew member assignment in accordance with CARs Subpart VII and VI (604).

4.0 Steep approach training requirements

4.1 Initial ground training

Technical ground training must include the following content as applicable to each flight crew member position:

4.1.1 Descriptions of all aircraft systems, displays, flight guidance, indications, and alerting systems required for steep approach functionality, and steep approach system states;

4.1.2 A220-100 AFM Supplement 10, content to include limitations, operational requirements, system limitations, performance information, normal and non-normal procedures;

4.1.3 MMEL (MEL) relief provisions applicable to steep approach operations;

4.1.4 Steep approach flight profiles and Standard Operating Procedures including AEO and OEI approaches, flap configurations, approach speeds, Landing Decision Point (LDP), HUD flare indications and symbology, flare techniques, missed approach and balked landing procedures and use of automated calls;

4.1.5 Stabilized approach criteria specific to steep approaches at EGLC;

4.1.6 Speed management during steep approach including the criteria for Vref applicable to steep approach, use of speed adders for wind and turbulence, compliance with applicable AFM operating speed limitations, and effects of speed deviations on landing distance;

4.1.7 EGLC aerodrome to include operational limits and restrictions, taxiway layout, parking areas, ground procedures, instrument procedures, lighting systems, day and night scenes, airspace characteristics, hours of operation, bird threats and weather phenomena;

4.1.8 Visual illusions specific to steep approach, including comparison of sight picture with a nominal 3.0 degree approach, illusions of ground rush, effects of runway dimensions and crosswind on the perception of height and lateral position, and illusions associated with “black hole” night approaches;

4.1.9 Application of AFM and operational performance information for normal, non-normal, and MEL dispatch cases, including use of FMS to ensure all landing distance, landing field length (LFL) and brake cooling requirements are met;

4.1.10 EGLC departure and approach noise abatement procedures;

4.1.11 Procedures for pilot incapacitation during steep approach operations; and

4.1.12 All applicable conditions and EGLC aerodrome operator requirements associated with Special Authorization/Specific Approvals to conduct steep approaches at EGLC.

4.2 Initial flight training

An A220-100 Full Flight Simulator (FFS) qualified to Level C or D with an approved visual scene for EGLC is required.

Flight training must include a briefing prior to the training sessions, to include system descriptions, AFM Supplement 10 content (including limitations, normal and non-normal procedures, performance information), EGLC characteristics, Training Areas of Special Emphasis and FFS training events.

Flight training shall include a minimum of 4 hours of FFS training and should be divided evenly between time as the pilot flying (PF) and pilot monitoring (PM).

The flight training shall include a minimum of 12 approaches to EGLC runways 09 and 27. The flight training and 12 approaches must include the following events and conditions:

4.2.1 Instrument (ILS) and visual approaches and a STAR arrival;

4.2.2 A normal approach and a full stop landing;

4.2.3 A normal approach with a missed approach;

4.2.4 A normal approach with an engine failure above the LDP and missed approach;

4.2.5 An approach with engine failure below the LDP;

4.2.6 An approach in gusty turbulent crosswind wind conditions, with appropriate speed adder;

4.2.7 An approach flown intentionally at an excessive speed and a missed approach to comply with stabilized approach criteria;

4.2.8 A balked landing (low energy go around);

4.2.9 Various meteorological conditions including weather at published minimums and dry and wet runways and crosswinds;

4.2.10 Day and night operations; and

4.2.11 Noise abatement departure procedure and SID departure.

4.3 Recurrent training

Recurrent ground training shall requires a review of the content of the initial ground training.

Recurrent flight training requires a minimum, three approaches to include:

4.3.1 One normal approach in IMC conditions to a full stop landing;

4.3.2 One approach with a missed approach; and

4.3.3 Two approaches with a non-normal condition, with one of the approaches ending in a missed approach.

4.4 Training Areas of Special Emphasis

The following training areas must receive special emphasis during initial and recurrent ground and flight training:

4.4.1 Speed management during steep approach under various conditions and appropriate use of speed adders and effects on landing distance;

4.4.2 Stabilized approach criteria specific to EGLC steep approach landing;

4.4.3 Visual illusions including night and crosswind conditions;

4.4.4 Required action during steep approach in response to an engine and/or significant system failure prior to and after the LDP;

4.4.5 Adherence to HUD flare guidance and flare techniques;

4.4.6 Go-around and balked landing considerations;

4.4.7 Short runway landing considerations, techniques and landing distance requirements.

5.0 Checking

There is no specific requirement for checking following A220-100 steep approach training. An attestation of completion steep approach training should be made in the flight crew member’s training records.

6.0 Currency

Flight training to maintain currency shall require an A220-100 FFS qualified to Level C or D with an approved visual scene for EGLC.

There are no additional currency requirements for the BD500 other than those already specified in CAR 604 or 705.

7.0 Flight under supervision

Appendix 5 – Reduced & low visibility operations / CAT II & III Autoland operations

1.0 Reduced and low visibility operational capabilities

The BD500 can conduct reduced visibility and low visibility operations per the visibility criteria provided in the Canada Air Pilot (CAP) and Canada Flight Supplement (CFS) publications.

The BD500 is type certified to the following capabilities:

• Low visibility take-off to RVR 300 (75m) RVR using the HUD Low Visibility Take-off (LVTO) system;
• AP coupled CAT II automatic approaches with manual landing;
• Manually flown CAT II approaches with manual landing using HUD FD guidance;
• Fail passive autoland approaches, landing and roll-out to CATIIIA minima;
• Fail operational autoland approaches, landing and roll-out to CATIIIB minima.

2.0 Required Special Authorizations/Specific Approvals

Canadian air operators require issuance of the following Special Authorizations/Specific Approvals to conduct low visibility approaches, landings and roll-out applicable:

• CATEGORY II – INSTRUMENT APPROACHES for AP coupled and manually flown CAT II approaches using HUD FD guidance;
• CATEGORY III – INSTRUMENT APPROACHES for fail passive or fail operational autoland CAT III approaches, landing and roll-out.

Canadian private operators must be authorized in accordance with CAR 604.51 to conduct CAT II or CAT III precision approaches.

Canadian operators require a SA in accordance with AC 700-035, to conduct Take-off Operations below RVR 600 down to and including RVR 300. These operations must be conducted with the use of the HUD LVTO system.

3.0 Airbus specialty training

3.1 Airbus courses

Airbus provides Specialty Training courses applicable to reduced and low visibility operations as follows.

• A220 LOW VISIBILITY OPERATION CAT II;
• A220 LOW VISIBILITY OPERATION CAT II AUTOLAND;
• A220 LOW VISIBILITY OPERATION CAT III AUTOLAND;
• A220 LOW VISIBILITY OPERATION CAT II AUTOLAND WITH HUD;
• A220 LOW VISIBILITY OPERATION CAT III AUTOLAND WITH HUD.

These training courses include ground and flight training for low and reduced visibility operations for all phases of flight. The courses are tailored to specific customer requirements and optional equipment (fail-operational or fail-passive autoland system and equipage with HUD.) The HUD LVTO training is integrated into these courses for HUD equipped aircraft.

Each course is comprised of three courses for TCCA, the FAA and EASA which are very similar in content except having differences to satisfy specific TCCA, the FAA and EASA regulatory requirements.

These specialty training courses are outside of the scope of the initial type training for the BD500 series aircraft. Level D/D training/checking differences have been assigned for this specialty training for BD500 qualified pilots. Canadian operators may integrate this specialty training into their initial and recurrent flight crew member training programs.

Canadian operators operating may use these training courses in support of the applicable SAs. All applicable TCCA regulatory requirements and conditions must be met for issuance of these SAs.

The A220 CAT II approach course was evaluated as specialty training in 2016 during the original BD500 OE. The low visibility autoland (with and without HUD) courses were evaluated as Specialty Training by TCCA, the FAA and EASA in 2018.

3.2 Airbus ground and flight training content

The ground training includes CBT and instructor-led training (ILT). The flight training includes training in a Level C or higher qualification Full Flight Simulator (FFS) capable of low visibility operations.

The scope of the training included the following main elements:

• Low visibility operations including taxi, take-off, approach and landing;
  • LVTO for HUD equipped BD500;
• CAT II autopilot coupled approaches and manually flown HUD FD approaches and landings
• CAT II and CAT III fail operational and fail passive Autoland approaches, landings and roll-out.

3.3 Training Areas of Special Emphasis

Training Areas of Special Emphasis (TASE) are required for the following:

• Noise abatement procedures during LVTO take-off.

Appendix 6 – Head Up Display (HUD) qualification program

1.0 General

The BD500 may be equipped with an optional single or dual HUD installation. This appendix provides the training, checking and currency requirements for the operational use by operators of a single or dual HUD in all phases of flight.

The use of the HUD LVTO function and the use of the HUD during CAT II manually flown approaches and landings requires additional training and checking as provided in Appendix 5.

2.0 HUD training - general

The HUD qualification requirements of this appendix are necessary to meet the requirements of CAR 705 or CAR 604, for the initial type training of Canadian pilots to operate the BD500 using a single or dual HUD.

HUD training and checking may be provided as a standalone course or integrated into an operator’s type training program.

2.1 General requirements

2.1.1 The operator should develop procedures in its Company Operating Manual (COM) for the guidance of its personnel, including:

• a. Normal, non-normal and emergency procedures for all phases of flight for which the HUD is intended to be used;
• b. Procedures for use of the HUD should include crew Standard Operating Procedures (SOPs), duties and responsibilities that are specific to each crew position.

2.1.2 Ground and flight training should be provided in the operation of the aeroplane using the HUD in all phases of flight and weather conditions for which the operator is authorized and the HUD system is certified in the Aircraft Flight Manual (AFM);

2.2 Flight Simulation Training Devices (FSTD)

2.2.1 Flight training and checking of HUD manoeuvres conducted in a flight training device should require the use of a TCCA approved level C or higher BD500 full flight simulator (FFS) equipped with the operator’s HUD configuration (single or dual installations) with day and night visual displays.

2.2.2 HUD training other than the training specified in 2.2.1 should be conducted in a TCCA approved level C or higher BD500 FFS or a Level 4 or higher Flight Training Device (FTD), equipped with the operator’s HUD configuration with day and night visual displays.

3.0 HUD initial ground training

3.1 General requirements

Training for air operators should be conducted in accordance with the applicable provisions of CAR 705.124. Training for private operators should be conducted with the applicable training requirements for CAR 604.

The initial ground training program should include the following elements:

3.1.1 Classroom or CBT instruction covering HUD operational concepts, crew duties and responsibilities and operational procedures including preflight, normal and non-normal operations, and associated indications.

3.1.2 Classroom or CBT instruction on the HUD symbology set and it’s inter-relationship with airplane aerodynamics, inertial factors, and environmental conditions and non-normal manoeuvres; including comparison to the HDD.

3.1.3 Flight crew duties and responsibilities specific to each pilot position including a clear delineation of pilot flying (PF) and pilot monitoring (PM) duties, responsibilities, procedural callouts and responses during all phases of flight for which HUD operations are anticipated;

3.1.4 SOPs including, all normal, non-normal and emergency operations applicable to the use of the HUD

3.1.5 AFM, FCOM, PRM or equivalent training material which explains the limitations, all modes of operation, the use of various HUD controls, and a clear description of HUD symbology, including limit conditions and failures.

3.1.6 Function and operational use of HUD controls;

3.1.7 Characteristics of HUD unique symbology and indications of limit conditions and failures;

3.1.8 HUD indications and alerts for low airspeed and high angle of attack, excessive airspeed, windshear, TCAS, EGPWS/TAWS and other indications and alerts;

3.1.9 Aircraft system and navigation failures and (MEL) items affecting HUD operation.

4.0 HUD initial flight training

The following flight training program is generic in nature and should not be construed to dictate or limit what the scope or content of the course of instruction. Each operator has their own unique requirements, route structure, fleet composition and operations policies to consider in developing their training program. Therefore, what follows is to be considered a guide to operators who are tailoring a HUD training program to fit their own needs.

4.1 Ground operations

Flight training for ground operations using HUD should include:

4.1.1 HUD deployment, set up and stowage;

4.1.2 Proper pilot eye reference position;

4.1.3 HUD pre-flight checks including selection of HUD take-off Guidance;

4.1.4 Setting of appropriate HUD brightness levels using manual and automatic controls;

4.1.5 Appropriate and effective use of HUD during ground operations and manoeuvres;

4.1.6 Taxi using HUD under day, night, reduced and low visibility conditions.

4.2 Airborne training

Flight training for in-flight use of HUD should include:

4.2.1 Incorporation of HUD into instrument scan and integration of conventional displays into scan;

4.2.2 Demonstration and explanation of unique HUD symbology and commonality with head down displays;

4.2.3 Demonstration of effects of crosswind including indications of drift and non-conformal displays;

4.2.4 Manual control of the aircraft including climbs, descents, turns, steep turns, accelerations and decelerations;

4.2.5 Recognition and recovery from an excessive angle of attack including stall warning and low airspeed;

4.2.6 Recognition and recovery from flight at excessive airspeed;

4.2.7 Recognition and recovery from an aeroplane upset/unusual attitude;

4.2.8 Use of HUD with an approved sunvisor or sunscreen under various daytime lighting conditions

4.3 Visual take-offs, circuits, approaches and landings

Sufficient manoeuvres should be flown in visual conditions to demonstrate HUD symbology and use in relation to glide path, centerline control and crosswind conditions. All visual approaches should be flown from no closer than approximately 1,000 feet AGL (3 - 4 NM) to the runway threshold. Flight training for visual take-offs, circuits, approaches and landings using HUD should include:

4.3.1 Take-off, circuit, approach and landing in headwind and maximum authorized crosswind conditions;

4.3.2 Take-off, circuit, approach and landing on a moonless or overcast night, over water or over dark featureless terrain where the only visual stimuli are lights on and/or near the airport (black hole effect);

4.3.3 Appropriate use of HUD symbology to establish desired descent angle;

4.3.3 Rejected landing and/or Low Energy Go-around

4.4 Instrument procedures and approaches

Sufficient precision and non-precision instrument approaches, missed approaches and landings with appropriate weather minimums should be flown to gain proficiency in these manoeuvres. All required approaches should be flown from no closer than the final approach fix (FAF). Use of the HUD for circling approaches should be trained (for those operators conducting circling approaches.)

Flight Training for instrument procedures incorporating the use of HUD should include:

4.4.1 Take-off with and without crosswind at the lowest authorized minima;

4.4.2 Holding procedures;

4.4.3 Transition from en-route to instrument approach;

4.4.4 Straight-in, precision, non-precision and circling approaches

4.4.5 Setting of appropriate HUD brightness for different approach lighting systems.

4.4.6 Landings from straight-in, precision, non-precision and circling approaches to lowest authorized IFR landing minimums with and without crosswind;

4.4.7 Missed approaches from IFR minimums in instrument meteorological conditions (IMC) flown using published missed approach;

4.5 Non-normal/emergency operations

Flight Training for non-normal and emergency conditions using HUD should include:

4.5.1 Recognition and recovery from an aeroplane upset/unusual attitude;

4.5.2 Recognition and recovery from windshear alerts and indications;

4.5.3 Recognition and recovery from EGPWS/TAWS Warning alert,

4.5.4 Recognition and recovery from TCAS resolution advisory (RA)

4.5.5 One engine inoperative take-off with engine failure at or above V1 at the lowest authorized take-off visibility

4.5.6 Rejected take-off with an engine failure prior to V1 at the lowest authorized take-off visibility

4.5.7 One engine inoperative instrument approach and missed approach

4.5.8 Aircraft system and navigation failures affecting HUD operation;

4.5.9 Loss or degradation of approach capability or automatic landing capability during final approach and appropriate use of HUD;

4.5.10 Failure of HUD used by pilot flying during take-off roll at the lowest authorized minimums;

4.5.11 Failure of HUD used by pilot flying during visual approach and landing.

4.6 HUD Training Areas of Special Emphasis

4.6.1 The differences between PFD and HUD displays and functionalities (e.g. HUD pitch scales, the size of the HUD flight path vector (FPV) compared to the HDD PFD);

4.6.2 Similarity in characteristics of FPV and guidance cue in shape and color, and the possibility of confusion between the two symbols;

4.6.3 Use of HUD during unusual attitudes, crosswind landing (non-conformal displays) and night visual landings with minimal ambient lighting (black hole approach);

4.6.4 Appropriate use of the aircraft symbol vs. the FPV during stall and aeroplane unusual attitude/upset recoveries.

5.0 HUD initial Pilot Proficiency Check

5.1 Minimum checking manoeuvres

The HUD should be used to the maximum extent possible during the initial Pilot Proficiency Check (PPC). Proficiency in the use of HUD should be demonstrated for phases of flight equivalent to those for non-HUD operations. Checking standards for HUD are equivalent to those for non-HUD operations.

The following manoeuvres using the HUD should be specifically evaluated during the PPC:

5.1.1 Engine failure on take-off (V1 cut);

5.1.2 Instrument approach and missed approach with One engine inoperative (OEI); and

5.1.3 Failure of HUD during instrument approach.

6.0 HUD initial line training

6.1 General

HUD initial line training should be under the supervision of a line qualified training or ACP.

HUD line training should include the Pilot Flying using the HUD to complete:

6.1.1 Three HUD assisted takeoffs;

6.1.2 One visual approach; and

6.1.3 Two instrument approaches in Visual Meteorological Conditions (VMC).

7.0 HUD consolidation period

7.1 Requirements

Air operator’s pilots require line training and consolidation after initial qualification on the HUD. A consolidation period should apply prior to utilizing the HUD for instrument approach operations in IMC. Upon completion of the consolidation requirements, the pilot should be qualified to conduct HUD takeoffs and approaches to the approach minima authorized for the air operator.

During consolidation training, the HUD should be used by the Pilot Flying to complete:

7.1.1 Five takeoffs;

7.1.2 Five manually flown approaches and landings. (The approaches may be flown in IMC or VMC.)

8.0 HUD recurrent training and checking requirements

Recurrent training and operations should consider operation with and without the use of HUD on a regular basis, to maintain proficiency for flight without HUD. Required manoeuvres should be demonstrated without use of HUD to assess non-HUD skills.

8.1 Recurrent ground training

Recurrent HUD ground training should be completed as part of recurrent training or as part of the continuing qualification curriculum, as applicable. Selected HUD related ground training subjects should be reviewed on a recurrent basis.

8.2 Recurrent flight training

Recurrent flight training should be completed as part of recurrent training or as part of the continuing qualification curriculum, as applicable. Recurrent flight training should be in accordance with the procedures established in the operator company operations manual and should include:

8.2.1 Review of HUD system and normal operation;

8.2.2 Review of HUD operating limitations;

8.2.3 Review of selected non-normal and emergency procedures;

8.2.4 One Take-off with crosswind at the lowest authorized take-off minima using HUD Take-off guidance;

8.2.5 Engine Inoperative Take-off with engine failure at V1;

8.2.6 Rejected take-off;

8.2.7 Straight-in, precision and non-precision approach, circling approach (if applicable) and landing with crosswind to the lowest authorized landing minimums;

8.2.8 Approach and Missed Approach with crosswind at the lowest authorized landing minimums in IMC;

8.2.9 One engine inoperative approach and landing;

8.2.10 Selected non-normal and emergency procedures;

8.2.11 Failure of HUD used by pilot flying during visual approach and landing.

8.3 HUD recurrent PPC

The HUD should be used to the maximum extent possible during the recurrent PPC. The required manoeuvres on recurrent PPCs should include a sample of operations requiring the use of the HUD.

Recurrent PPCs should include an evaluation of PM duties related to the use of the HUD in accordance with SOPs, and in consideration of whether the aircraft is equipped with a single or dual HUD.

The following manoeuvres using the HUD should be specifically evaluated during the recurrent PPC:

8.3.1 Engine failure on take-off (V1 cut); and

8.3.2 Instrument approach and missed approach with OEI.

9.0 HUD currency requirements

An air operator’s 90-day takeoff, approach and landing currency requirements apply to each pilot position occupied.

A PF should have completed at least three takeoffs, approaches and landings using the HUD, in a BD500 aeroplane or a TCCA approved level C (or higher) BD500 full flight simulator with day and night visual displays, within the previous 90 days before acting as PF using the HUD.

10.0 HUD reduced and low visibility taxi, take-off and CAT II Approach

Refer to Appendix 5.

Appendix 7 – FANS-CPDLC

1.0 General

1.1 Scope

An operational evaluation was conducted to evaluate the Airbus Canada specialty training program, associated pilot qualification requirements and operational suitability of the BD500 Future Air Navigation Systems – Controller-Pilot Data Link Communication (FANS-CPDLC).

1.2 OE summary

A joint TCCA (lead authority) and FAA OE of the FANS-CPDLC capability was completed in December 2018. EASA delegated TCCA to represent them for this OE. The OE included the evaluation of:

• Ground training conducted at CAE Civil Aviation Training Solutions in Montreal, QC, Canada which was delivered in one phase:
  • Computer based training e-learning (approximately 4 hrs.)

Following the evaluation of the CBT, the OEB team conducted a T3 test to evaluate the Level B training in the BD500 FFS.

The following course ware and training aides were evaluated;

• CBT (E-learning) on desktop,
• End of course exams,
• FANS Training syllabus manufacturers course
• AFM Supplement 6, QRH, and Pilot Reference Manual (PRM) guidance and procedures

The FANS-CPDLC course was found by TCCA to be acceptable for use as the basis of an air operator’s (CAR 705) and private operator’s training program (CAR 604).

1.3 Description

BD500 FANS-CPDLC

FANS is a communication and surveillance data link avionic system and is used to manage air traffic over continental, oceanic and remote areas.

The CPDLC application is a text-based digital communication between the aircraft and an air traffic controller (ATC) center through the FANS. Its functions preclude the need of voice communication and is a supplemental form of communication.

The aircraft’s operational capabilities and standards for FANS-CPDLC are specified in Supplement 6 issue 9 of the AFM. Compliance with the standards in AFM Supplement 6 does not constitute operational approval to conduct authorization required RNP approaches.

1.4 Guidance material

Canadian air operators operating under subpart 5 of Part VII of the CARs (CAR 705) and Canadian private operators operating under subpart 4 of Part VI of the CARs (CAR 604) should consult the following TCCA advisory circulars for applicable guidance and Special Authorization/Specific Approval (SA) requirements:

• AC 700-009; Issue 02 or later issue; Automatic Dependent Surveillance-Broadcast
• AC 700-041; Issue 04 or later issue; Performance-Based Communication and Surveillance (PBCS).

2.0 Pilot training

2.1 Previous experience

Flight crew members must have experience per CASS 421.40 (3) (a) (ii) and be qualified as per flight crew member assignment in accordance with CARs Subpart VII and VI (604).

Prior to beginning FANS-CPDLC training, flight crew member must be current and qualified on the BD500

2.2 Applicability

Specific duties and procedures are assigned to both the pilot flying (PF) and pilot monitoring (PM) for conducting FANS-CPDLC. The requirements for initial and recurrent training are applicable to both Pilot-In Command (PIC) and Second In-Command (SIC).

The FANS-CPDLC specialty training has been established at Level B training differences. Canadian operators may incorporate this specialty training into the initial BD500 type rating course and recurrent flight crew member training program or as an additional specialty training.

2.3 Initial ground training

The initial ground FANS-CPDLC training program must cover training in the following areas and are mandatory to any flight crew position:

• Description of aircraft systems, functionalities, displays, indications and alerting systems required for FANS-CPDLC
• CBT including interactive practical exercises
• Limitations, abnormal procedures, MEL, emergency procedures, and normal procedures;
• AFM Supplement 6, QRH, and PRM standards, guidance and procedures; and
• Standard operating procedures associated with FANS-CPDLC.

2.4 Flight training

No flight training required

2.5 Recurrent training

Recurrent training requirements shall be in accordance with CAR 705.124 air operator approved recurrent training program or private operator recurrent training program in accordance with CAR 604.139.

2.6 Training Areas of Special Emphasis

There are no specific Training Area of Special Emphasis.

3.0 Pilot checking

3.1 Applicability

In conducting FANS-CPDLC operations, specified duties and procedures are assigned to the PF and PM. Therefore, the requirement for initial and recurrent checking is applicable to both PF and the PM.

Level B checking difference have been established for FANS-CPDLC

3.2 Initial and recurrent checking requirement

Operator's must conduct initial and recurrent checking on each individual flight crew members prior to commencing FANS-CPDLC operations.

4.0 Pilot currency

There are no additional currency requirements for the BD500 other than those already specified in CAR 604 or 705.

5.0 Operational suitability

The FANS-CPDLC has been determined to be operationally suitable for air operators of Part VII of the Canadian Aviation Regulations (CARs) and operators holding a Private Operator Registration Document issued under Subpart 604 of the CARs.

6.0 Flight simulation training devices

The FANS-CPDLC specialty training has been established at Level B training differences.

Where FANS-CPDLC is incorporated into the operator's FSTD training program, a qualified Level C or D FFS for pilot training, checking and currency must meet the requirements of the TCCA National Simulator Program. The approved FFS Statement of Qualification (FAA) and Qualification Renewal Certificate for (TCCA) should have a list approved airport scenes.

It is the operator’s responsibility to ensure the training and checking scripts are developed using an approved airport scene.

Appendix 8 – Required Navigation Performance Authorisation Required Approach

1.0 General

1.1 Scope

An OE was conducted to determine the acceptability of the Airbus Canada specialty training program, associated pilot qualification requirements and the operational suitability of Required Navigation Performance Authorization Required Approach (RNP AR APCH).

1.2 OE summary

A joint TCCA (lead authority), FAA and EASA OE of the RNP AR Approach capability was completed in June 2019. The OE included the evaluation of:

• RNP AR approach ground and simulator training conducted at CAE Civil Aviation Training Solution in Montreal, QC, Canada. The training was delivered in two phases:
  • Computer Based Training e-learning (approximately 3 hrs.);
  • Full Flight Simulator training (Level D Sim) which included:
    • Pre-Sim briefing (1 hr.)
    • Pilot flying (PF) (2 hrs.) and pilot monitoring (PM) (2hrs).
    • Post-sim debriefing (0.5 hr.)
• Operation evaluation and suitability flights were conducted on an A220-300 from Wichita, KS, USA. The RNP AR approaches were conducted at the following airports:
  • Colorado Springs, Colorado (KCOS);
  • Rifle, Colorado (KRIL);
  • Kansas City, Missouri (KMCI);
  • Wichita, Kansas (KICT)

The following course ware and training aides were evaluated;

• CBT (E-learning) on desktop,
• RNP AR end of course exams,
• Simulator training scripts, SIM briefing, student handouts
• Simulator Statement of Qualification (SOQ)
• RNP AR APCH Training syllabus Manufacturer’s course
• AFM Supplement 7, FCOM2, PRM vol. 2 and QRH associated to RNP AR APCH

The manufacturer (Airbus Canada) RNP AR APCH ground and flight specialty training program was found by TCCA to be acceptable for use as the basis of an air operator’s (CAR 705) and private operator’s training program (CAR 604).

1.3 Description

A220-100 & A220-300 RNP AR APCH

The BD500 is capable of dual or single engine RNP AR approach operations for approaches greater than or equal to RNP 0.3 and missed approaches of RNP 1.0. Compliance with the standards in AFM Supplement 7 does not constitute operational approval to conduct Authorization Required RNP approaches.

1.4 Guidance material

The pilot qualification (training, checking and currency) and operational suitability requirements for RNP AR approach were evaluated in accordance with TCCA AC 700-024 Issue 02, (RNP AR APCH).

2.0 Pilot training

2.1 Previous experience

Flight crew members must have experience per CASS 421.40 (3) (a) (ii) and be qualified as per flight crew member assignment in accordance with CARs Subpart VII and VI (604).

Prior to beginning RNP AR approach training, flight crew member must be current and qualified on the A220. Alternatively, RNP AR APCH training may be integrated into the initial BD500 type rating course as additional specialty training.

2.2 Applicability

Specific duties and procedures are assigned to both the pilot flying (PF) and pilot monitoring (PM) for conducting RNP-AR approaches. The requirements for initial and recurrent training are applicable to both Pilot-In Command (PIC) and Second In-Command (SIC).

The operator must include training on the different types of RNP AR APCH procedures, operations, (i.e. Radius-to-Fix legs), and required equipment. The training content must be consistent with the types of RNP AR APCH operations (e.g. Radius-to-Fix legs) and locations (e.g. mountainous regions) the operator conducts.

The RNP AR APCH specialty training has been established at Level D training differences.

2.3 Initial ground training

The initial ground RNP-AR APCH training program must include and fully comply with the requirements of AC 700-024 RNP AR APCH (latest issue).

In addition, the content must cover training in the following areas and is mandatory to any flight crew position:

• Description of all aircraft systems, displays, flight guidance, indications and alerting systems required for RNP AR APCH functionality and system states.
• AFM RNP AR APCH Supplement 7 review, to include limitations, abnormal procedures, emergency procedures, and normal procedures;
• Standard Operating Procedures associated with RNP AR APCH operations

2.4 Initial flight training

The Initial Flight RNP-AR APCH training program must include and fully comply with the requirements of AC 700-024 RNP AR APCH (latest issue).

Flight training must include a pre-sim briefing which outlines the training events in a sequential manner and a post-sim debriefing.

The FFS training script (initial and recurrent) for RNP AR APCH shall incorporate the unique AR characteristics with respect to approaches having radius to fix (RF) legs and RNP missed approach.

Flight training with two candidates shall include a minimum of 4 hours of FFS training and shall be divided evenly between time as the Pilot Flying (PF) and Pilot Monitoring (PM). The approaches must include as a minimum:

• Four RNP AR approaches as PF and PM.
  • Two of the four RNP AR approaches must have RF legs.
  • Two of the four RNP AR approaches must be flown to the Decision Altitude (DA).
  • Two of the four RNP AR approaches must be flown to an RNP missed approach.
  • One of the RNP AR approaches must be flown to a landing.

Where training is conducted with a single candidate, the training shall include a minimum of 2.0 hours as PF and 0.5 hours as PM. The approaches must include as a minimum:

• Four RNP AR approaches as PF and two as PM.
  • Two of the four RNP AR approaches must have RF legs.
  • Two of the four RNP AR approaches must be flown to the Decision Altitude (DA).
  • Two of the four RNP AR approaches must be flown to an RNP missed approach.
  • One of the RNP AR approaches must be flown to a landing.

The operator and training organization shall ensure that the individual assigned as a seat substitute during the training is qualified and current:

• On the aircraft type;
• RNP AR training (ground and flight training) and
• Operator’s RNP AR APCH procedures and operations.

Initial flight training must be conducted in a qualified BD500 Level C or D FFS for RNP-AR Approach which has approved airport scenes.

2.5 Recurrent training

Recurrent ground training must include as a minimum a review of “Pilot Procedures” and “Abnormals / Failures” as defined in AC 700-024 RNP AR APCH (latest issue).

A minimum of two RNP AR approaches1 must be flown by each pilot (pilot flying and pilot monitoring), with one culminating in a landing and one culminating in a missed approach.

¹ One of the two approaches must have RF legs.

Recurrent flight training must be conducted in a qualified BD500 FFS for RNP-AR which has approved airport scenes.

2.6 Training Areas of Special Emphasis

The following items shall require special emphasis in an approved RNP AR training program:

• Required equipment to start and continue the RNP-AR approaches (MEL review and inflight considerations);
• Missed approach procedures on RF leg segments;
• Energy management during approaches and missed approach especially in RF leg segments;
• Escape manoeuvre (to extract the aircraft from proximity to terrain) in the event of failures affecting lateral / vertical performance or loss of situational awareness;
• Contingency procedures on approach in case of loss of:
  • RNP system components;
  • Navigation signal in space, and
  • Identification of hazards and special procedures unique to a particular approach;
• Speed constraints associated with an RNP AR Approach.

3.0 Pilot checking

3.1 Applicability

In conducting RNP-AR approaches, specified duties and procedures are assigned to the PF and PM. Therefore, the requirement for initial and recurrent checking is applicable to both PF and the PM.

The RNP AR APCH specialty training has been established at Level D checking difference.

3.2 Initial and recurrent checking requirement

Operators must conduct initial and recurrent checking on each individual crew members prior to commencing RNP AR APCH procedures.

Checking for RNP-AR Approach must be conducted in a qualified BD500 Level C or D FFS for RNP-AR Approach as outlined in AC700-024 latest issue.

4.0 Pilot currency

There are no additional currency requirements for the BD500 other than those already specified in CAR 604 or 705.

5.0 Operational suitability

The RNP-AR APCH capability of greater than or equal to RNP 0.3 on approach and 1.0 nm on the missed approach has been determined to be operationally suitable for Air Operators of Part VII of the Canadian Aviation Regulations (CARs) and operators holding a Private Operator Registration Document issued under Subpart 604 of the CARs.

6.0 Flight simulation training devices

A qualified Level C or D FFS for RNP AR APCH pilot training, checking and currency must meet the requirements of the TCCA National Simulator Program. The Approved FFS Statement of Qualification (FAA) and Qualification Renewal Certificate for (TCCA) should have a list approved airport scenes.

It is the Operator’s responsibility to ensure the training and checking scripts are developed using an approved airport scene.

Appendix 9 – Approach capabilities glidepath angle 3.5 to 4.1

1.0 General

1.1 Scope

An OE by analysis was conducted to determine the acceptability of the proposed Airbus Canada Manufacturer Operator Difference Requirement associated to the approach capability.

1.2 OE summary

In May 2020, TCCA completed an OE by analysis of the BD500 capability to conduct approaches greater than 3.5 degrees up to 4.1 degrees inclusively on both the A220-100 and A220-300.

The analysis included the review of the manufacturer AFM, FCOM and the proposed Manufacturer Operator Difference Requirement (ODR) Table.

1.3 Description

Reserved

1.4 Regulatory, guidance and operational material

The TCCA OE evaluation were conducted using the following documents:

• AFM Supplement 11 − Approach capability, glide path angle from 3.5 to 4.1 degrees -RS-061, 19 Dec 2019
• FCOM Supplement 11 - Approach capability, glide path angle from 3.5 to 4.1degrees - Issue 013, Sep 23/2019
• Airbus Canada – Manufacturer Operator Difference Requirement (ODR) Table -Approach capability, glide path angle from 3.5 to 4.1degrees – Reference 27 Mar 2020 Issue 1
• JOEB OPS/FCL Common Procedures – 10 June 2004

2.0 Pilot training

2.1 Previous experience and prerequisite

Prior to beginning training, flight crew member must meet applicable CARs 705 and/or 604 requirements and CASS 421.40 (3) (a) (ii).

2.2 Applicability

The development of the operators training program and the conduct of these approaches must be in accordance with Supplement 11 (Approach capability glidepath angle greater than 3.5 to 4.1 degrees inclusively) in the A220-100 and A220-300 AFM and FCOM.

The approach (greater than 3.5 to 4.1 degrees inclusively) capability is applicable to all BD500-1A10/1A11 (A220-100 and A220-300) with modification number: 10300003C.

There are no additional training requirements other than those identified in the Difference Tables (DT) from Annex A and those already specified in CAR 604 or 705.

This training is outside of the scope of the initial type training for the BD500.

Canadian operators may integrate this specialty training into their initial and recurrent flight crew member training programs.

2.3 Initial training

The training difference has been assigned as level A.

2.4 Initial flight training

Reserved

2.5 Recurrent training

Flight crew recurrent training to be conducted in accordance with CARs 705 and / or 604 requirements.

2.6 Training Areas of Special Emphasis

There are no specific Training Areas of Special Emphasis

3.0 Pilot checking

3.1 Applicability

Reserved

3.2 Initial and recurrent checking requirement

The checking difference has been assigned as level A.

4.0 Pilot currency

Flight crew shall maintain currency in accordance with CARs 705 and / or 604 requirements.

5.0 Operational suitability

Reserved

6.0 Flight Simulation Training Devices

Reserved

ANNEX A

Difference table: Approach capability glidepath angle 3.5° to 4.1°

This design differences table was proposed by Airbus and validated by TCCA at the time/date of the assessment. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
General	This option provides Operators with the operational capability to conduct a landing with a final glide path angle greater than 3.5 degrees and a maximum of 4.1 degrees. Operational information is introduced in AFM Issue 016 and Supplement 11. The A220 was originally certified with the operational capability to conduct a landing with a maximum final glide path angle of 3.5 degrees	NO	NO	A	A	A
LIMITATIONS Airport operation	Supplement 11: New graphical zones for airport pressure altitude versus glide path angle	NO	NO	A	A	A
LIMITATIONS Airport operation	Supplement 11: New tables for landing weight limited by airport pressure altitude and temperature	NO	NO	A	A	A
LIMITATIONS Operating speeds	Supplement 11: VREF, VAC and VGA must be increased by 5 knots	NO	YES	A	A	A
LIMITATIONS Flight controls	Supplement 11: Only FLAPS 5 landings are permitted	NO	NO	A	A	A
LIMITATIONS Tailwind	Supplement 11: Maximum tailwind component, measured at 10m (33ft) tower height, is 5 Kts	NO	NO	A	A	A
LIMITATIONS Approaches	Supplement 11: Only approaches with vertical path guidance (e.g., ILS, LPV, PAPI) are permitted	NO	NO	A	A	A
LIMITATIONS Automatic Flight	Supplement 11: Use of autopilot is prohibited below 200 feet AGL	NO	NO	A	A	A
LIMITATIONS Ice and rain protection	Supplement 11: Approaches are prohibited with a single bleed source unless wing anti-ice is selected OFF	NO	YES	A	A	A

Difference table: Approach capability glidepath angle 3.5° to 4.1°

This manoeuvre differences table was proposed by Airbus and validated by TCCA at the time/date of the assessment. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

MANOEUVERS NON-NORMAL OPERATIONS	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
Approach	An approach with a final descent to landing angle greater than 3.5 degrees up to 4.1 degrees must not be started or a go-around must be accomplished for the conditions that follows: Any failure that requires landing other than FLAP 5 Single Bleed operation if icing conditions are forecast or present at destination	NO	YES	A	A	B

Appendix 10 – Avionic upgrade Build 8.0A2 functionality

1.0 General

1.1 Scope

An OE by analysis was conducted by TCCA to document and determine the acceptability of the proposed Airbus Canada Manufacturer Operator Difference Requirement of the software update Build 8.0A2 training on the Airbus 220 series aircraft.

1.2 OE summary

In November 2020, TCCA completed an OE by analysis of the BD500 software update from version B8.0A to B8.0A2 related to the A220-100 and A220-300.

The analysis included the review of the Manufacturer AFM, FCOM 1, A220 B8A to B8A2 Training Impact PowerPoint presentation, A220 8A2 Standard Differences Training – Surface Management System CBT and the Manufacturer Operator Difference Requirement (ODR) Table.

1.3 Description

The avionic upgrade Build 8.0A2 functionality provides the following overall changes:

• Introduce software version V5.6
• Introduces updated FMS performance, Vspeed and weight & balance databases to address CAFM 1.0, HAAO (High Altitude Airport Operations) and MTOW / MZFW / MLW design changes.
• Restoration of optional Surface Management System (SMS) / Take Off & Landing Functions (TLAF)

1.4 Regulatory, guidance and operational material

The TCCA OE evaluation were conducted using the following documents:

• AFM A220-100/300 - Issue 15, July 24, 2020 and subsequent
• FCOM 1 A220-100 - Issue 022, July 24, 2020 and subsequent
• FCOM 1 A220-300 - Issue 015, July 24, 2020 and subsequent
• FCOM 2 A220-100/300 - Issue 015, July 24, 2020 and subsequent
• CBT - A220 8A2 Standard Differences Training - Surface Management System
• (Airport Moving Map & Takeoff & Landing Awareness Function)
• A220 B8A to B8A2 Training Impact - PPTv3
• Airbus Canada - Manufacturer Operator Difference Requirement (ODR) Table -
• A220-100/300 Software Upgrade from version 8.0A to 8.0A2 – Reference 01 Oct 2020
• JOEB OPS/FCL Common Procedures – 10 June 2004

2.0 Pilot training

2.1 Previous experience and prerequisite

Prior to beginning training, flight crew member must meet applicable CARs 705 and/or 604 requirements and CASS 421.40 (3) (a) (ii).

2.2 Applicability

The development of the operators training program must be in accordance with the A220-100 and A220-300 AFMs and FCOMs.

There are no additional training requirements other than those identified in the difference tables (DT) from Annex A and those already specified in CAR 604 or 705.

This training is outside of the scope of the initial type training for the BD500.

Canadian operators may integrate this differences training into their initial and recurrent flight crew member training programs.

2.3 Initial training

The B8.0A to B8.0A2 training difference has been assigned as level A, except for the CBT Surface Management System (Airport Moving Map & Takeoff & Landing Awareness Function) which is a Level B training difference.

2.4 Initial flight training

Reserved

2.5 Recurrent training

Flight crew recurrent training to be conducted in accordance with CARs 705 and / or 604 requirements.

2.6 Training Areas of Special Emphasis

There are no specific Training Areas of Special Emphasis

3.0 Pilot checking

3.1 Applicability

Reserved

3.2 Initial and recurrent checking requirement

The checking difference has been assigned as level A.

4.0 Pilot currency

Flight crew shall maintain currency in accordance with CARs 705 and / or 604 requirements.

5.0 Operational suitability

Reserved

6.0 Flight Simulation Training Devices

Reserved

ANNEX A

Difference table: Software upgrade from version 8.0A to 8.0A2

This design differences table was proposed by Airbus and validated by TCCA at the time/date of the assessment. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
General	Avionics software v5.6 (Build 8.0A2) upgrade is applicable to both A220-100 & A220-300 aircraft with production mod 314004 or Service Bulletin BD500-314004. This upgrade introduces product improvements and updated FMS Performance, Vspeed and Weight & Balance databases to address CAFM 1.0, High Altitude Airport Operations (HAAO) and MTOW / MZFW / MLW design changes. All Avionics software v5.6 design changes and improvements are introduced in AFM Issue 017. Previously, the Avionic software version was v5.3 (Build 8.0A)	NO	NO	A	A	A
Limitations FMS	REMOVAL OF: Selection of flight plan waypoints with the cursor on the map is prohibited	NO	NO	A	A	A
Limitations FMS	REMOVAL OF: Display of the FMS pages FPLN − INIT or FPLN − WIND/TEMP during takeoff and approach is prohibited	NO	NO	A	A	A
Limitations FMS	REMOVAL OF: Use of the Waypoint INFO dialog box is prohibited in flight”	NO	NO	A	A	A
Limitations FMS	REMOVAL OF: Use of FMS ROUTE page – POS REPORT tab is prohibited in terminal area	NO	YES	A	A	A
Limitations FMS	The flight crew must verify any speed constraint on the last waypoint of any entered STAR procedure and/or the first waypoint of any entered approach procedure. The flight crew may correct any such speed constraint(s) as required to agree with current chart procedures	NO	NO	A	A	A
Limitations FMS / TLAF	“When proceeding onto the departure runway do not exceed 35 knots ground speed or 55% N1 until within 10 degrees of the runway”. This is to mitigate unwanted alerts during an expedited take-off.	NO	NO	A	A	A
Limitations POWERPLANT	Due to issues regarding the potential loss of FLEX values during a Display Unit (DU) reset a new limitation has been added;  “Reduced thrust (FLEX) from de-rated take-off thrust (TO-1, TO-2 or TO-3) is prohibited.”	NO	NO	A	A	A

SYSTEM (per ATA chapter)	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
ATA 21 Environmental	Masking (greyed) of WAIS Test soft button if the engine thrust settings below the recommended N1 setting in FCOM Vol 2.	NO	NO	A	A	A
ATA 28 Fuel	Under specific failure conditions, the EICAS summary and the Fuel Synoptic page incorrectly displays the status arrow indicating AUTO fuel transfer. This design change introduces an avionic software Update which removes the fuel transfer status arrow from the primary EICAS fuel display and from the Fuel Synoptic page. Change mandatory to operate ETOPS.	NO	NO	A	A	A
ATA 31 Indications	Restoration of the optional SMS (Surface management System) / Take Off & Landing Functions (TLAF) This design change introduces revised logic for the TLAF Modes 1 and 4 to address false ‘NOT A RUNWAY’ alerts during take-off and landing. NOTE: Although, the AMM (Airport Moving Map) is part of the SMS. It has no software/ design change from last software build.	NO	NO	B	A	A
ATA 31 Indications	Half bank mode now utilizes a maximum 15 degrees of bank instead of 12.5 degrees	NO	NO	A	A	A
ATA 31 Indications	Corrects nuisance FMS VSPEEDS UPDATE AVAIL messages showing after landing.	NO	NO	A	A	A
ATA 31 Indications	Corrects issue where DESTINATION FUEL DISAGREE crew awareness message was displayed after landing aircraft at destination after the coupled side was changed.	NO	NO	A	A	A
ATA 31 Indications	CHECK FUEL AT DEST and CHECK FUEL AT ALTN messages can now display on the ground if VNAV is invalid.	NO	NO	A	A	A
ATA 31 Indications	FMS PERF DEP CONFIG CAS message displays when flap configuration does not align with departure configuration.	NO	NO	A	A	A
ATA 32 Landing Gear	The BRAKE HI TEMP advisory message indication will be changed to BRAKE TEMP advisory message.	NO	NO	A	A	A
ATA 34 Navigation FMS	On altitude capture from other VNAV modes, the HSI INVALID SPD USE MAN nuisance message will no longer appear and resulting Autothrottle disconnect will no longer occur.	NO	NO	A	A	A
ATA 34 Navigation FMS	Corrected issue on SID/STAR procedures that have XF (fix termination) / DF (direct to a fix) leg combination with turn direction on the DF leg and a course edit is performed on the XF leg.	NO	NO	A	A	A
ATA 34 Navigation FMS	The ENGINE SYNC checkbox on the THRUST Dialog Box is removed.	NO	NO	A	A	A
ATA 34 Navigation FMS	Fuel Used resets on engine start, rather than only on an FMS power cycle and Added ability on POS REPORT tab to manually reset USED fuel by entering 0 or delete.	NO	NO	A	A	A
ATA 34 Navigation FMS	Resolves problem where when strapped for metric weights and after take-off, fuel deviation values for the destination are unexpectedly large in magnitude.	NO	NO	A	A	A
ATA 34 Navigation FMS	Corrects problem where insertion of SID / STAR with a VM (heading to manual termination) / FM (fix to manual termination) leg would result in the leg distance for a manually terminating leg being calculated incorrectly, resulting in incorrect time/fuel/distance prediction data.	NO	NO	A	A	A
ATA 34 Navigation FMS	Corrects erroneous display of wind direction for headwind / tailwind/crosswind on Aircraft INFO Dialog box.	NO	NO	A	A	A
ATA 34 Navigation FMS	When HSI FMS Crew Awareness messages are acknowledged / read. The FMS ''MSG‘’ indication is cleared on the sided PFD independently.	NO	NO	A	A	A
ATA 34 Navigation FMS	Corrects problem where aircraft could turn in the wrong direction when a procedure waypoint is deleted, and the following conditions exist: Ø There is a TF (track to a fix) to TF leg combination. Ø The 2nd TF leg has a turn direction coded. Deleting the first TF results in a leg geometry that requires a turn in the opposite direction of the turn direction coded on the 2nd leg	NO	NO	A	A	A
ATA 34 Navigation FMS	Corrects problem where Waypoint INFO dialog box would display. Place Bearing/Distance waypoints defined with magnetic bearings with true bearing values	NO	NO	A	A	A
ATA 34 Navigation FMS	QNH in Hg entries with or without period on the PERF - ARR tab.	NO	NO	A	A	A
ATA 34 Navigation FMS	Fixed ARRIVAL DATA Dialog Box to correctly show on PF & PM side. The RNP FAF-MAP as 0.3 when a Baro RNP approach is loaded.	NO	NO	A	A	A
ATA 34 Navigation FMS	Modifies NADP operation to allow THR RED and ACCEL height to be set to the same value. Removal of the current requirement for a 300ft difference between the two values). Also, adds the capability to set default values for DEP PROFILE / ACCELL HT / THR REQ HT on the DBASE page DEFAULTS tab.	NO	NO	A	A	A
ATA 71 Powerplant	Address misleading Thrust Reverser INFO message: L/R ENGINE FAULT - REVERSER INOP INFO message replaced by L/R ENGINE FAULT -REVERSER LOCK REDUND LOSS INFO message.	NO	NO	A	A	A
ATA 71 Powerplant	New INFO message 73 L/R ENGINE FAULT - EEC 28VDC REDUND LOSS in the event of a single channel loss of 28VDC.	NO	NO	A	A	A
ATA 71 Powerplant	New INFO message L/R ENGINE FAULT - COWL A/ICE REDUND LOSS to help with MMEL procedures.	NO	NO	A	A	A

Difference table: Software upgrade from version 8.0A to 8.0A2

This manoeuvers differences table was proposed by Airbus and validated by TCCA at the time/date of the assessment. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

MANOEUVERS NON-NORMAL OPERATIONS	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
ATA 21 Environmental	Masking of EQUIP BAY COOL FAIL Caution when the AIR SYS ESS CTLR FAIL Caution is displayed.	NO	NO	A	A	A
ATA 21 Environmental	Masking of TRIM AIR FAIL Caution when L/R AIR SYS CTLR FAIL Caution is displayed.	NO	NO	A	A	A
ATA 21 Environmental	Masking of System Advisory messages when L/R AIR SYS CTLR FAIL & AIR SYS ESS CTRL FAIL Cautions are displayed.	NO	NO	A	A	A
ATA 21 Environmental	Masking of several Air Systems Advisory messages when EMER PWR ONLY Warning is displayed	NO	NO	A	A	A
ATA 21 Environmental	Inhibition of the nuisance L WING A/ICE FAIL / R WING A/ICE FAIL Warning message when ICE is not detected by aircraft anymore.	NO	NO	A	A	A
ATA 21 Environmental	HAAO 10,000 ft. LDG ELEV MISCONFIG Caution definition correction (EICAS logic).	NO	NO	A	A	A
ATA 27 Flight Control	Adding step to Non-normal procedure The SPOILER DEGRADED caution added steps to verify if any MFS are deployed or not.	NO	NO	A	A	A
ATA 27 Flight Control	Adding step to Non-normal procedure The FLAP FAIL caution for flap failures with no SLAT SKEW caution displayed cases: SLAT/FLAP Lever to be selected 2 for landing if flap failed at 0 or 1 (used to be 4) –Addresses issues the with Go-Around following the approach -no need to move lever.	NO	NO	A	A	A
ATA 29 Hydraulic	Adding step to Non-normal procedure The HYD 1-3 LO PRESS caution when failure occurs with flaps 0 or 1: SLAT/FLAP Lever to be selected 2 for landing –Addresses issues with the Go-Around following the approach –no need to move lever.	NO	NO	A	A	A
ATA 31 Indications	Adding step to Non-normal procedure Display Unit Failure procedure added guidance to reset the DU first before declaring it failed	NO	NO	A	A	A
ATA 31 Indications	Corrects nuisance FMS VSPEEDS UPDATE AVAIL messages showing after landing on HSI.	NO	NO	A	A	A
ATA 31 Indications	When MAN SPD mode selected, INVALID SPEED USE MAN crew awareness message no longer displays on HSI.	NO	NO	A	A	A
ATA 31 Indications	Adding step to Non-normal procedure New step has been added in case of failures from the below list, resulting in degraded in-flight anti-icing capability to read; (14) Ice dispersal procedure .......Accomplish, if required. Refer to Ice and rain protection – Ice dispersal procedure. APU BLEED LEAK L BLEED OVHT R BLEED OVHT DC ESS BUS 2 L ENG EXCEEDANCE R ENG EXCEEDANCE L ENG STARTER FAIL ON R ENG STARTER FAIL ON L WING A/ICE FAIL R WING A/ICE FAIL L ENG FIRE R ENG FIRE	NO	NO	A	A	A
ATA 49 APU	New CAS Caution message APU OIL LO TEMP caution. Upon posting of the caution message, the AFM procedure will action the aircrew to start the APU. This will eliminate the default need to start the APU during ETOPS mission for operators that have selected ETOPS option with APU on demand. EGT exceedance indication correction: Updates the APU EGT readout logic on the SUMMARY Synoptic to avoid latching of the yellow indication following an EGT exceedance.	NO	NO	A	A	A
ATA 71 Powerplant	Improved CAS message ENG SETTING MISMATCH logic to align take-off inhibition speed (previously 80kts) with FMS & FADEC lock out speed of 60kts.	NO	NO	A	A	A

Appendix 11 – Fly-by-wire control laws normal mode 2.20 update

1.0 General

1.1 Scope

An OE by analysis was conducted by TCCA to document and determine the acceptability of the proposed Airbus Canada Manufacturer Operator Difference Requirement of the Fly-by-wire (FBW) CLAWS Normal Mode (NM) 2.20 Update Training on the Airbus A220 series aircraft.

1.2 OE summary

In October 2022, TCCA completed an OE by analysis of the BD500 FBW CLAWS NM 2.20 Update related to the A220-100 and A220-300.

In addition to the documentation review, TCCA Operational Evaluation Board conducted an AFM procedural comparison session in the A220 Full Flight Simulator (FFS) at CAE Montreal. Multiple sequential profiles including take-offs, climbs, cruise segments and landings were conducted as to compare and apply the pre-SB procedures to the post-SB procedures.

The analysis included the following documentary comparison review:

• Pre-SB BD500-270020
  • A220-300 FCOM volume 1 – Issue 20, Feb 04, 2022
  • A220-300 AFM Issue 018, Jan 04, 2022
• Post-SB BD500-270020 or MOD 270020
  • A220-300 FCOM Volume 1 – Advance Copy
  • A220-300 AFM RS-100 (incorporated into AFM Issue 20)
• Airbus Excel difference matrix AFM / FCOM 1 (Non-Normal FBW CLAWS 2.20 changes – Pre SB to Post SB, and
• Manufacturer Operator Difference Requirement (ODR) Table – Reference 01 August 2022 Issue 5

1.3 Description

Reserved

1.4 Regulatory, guidance and operational material

The TCCA OE evaluation were conducted using the following documents:

• AFM A220-100 – Issue 20, Nov 16, 2022 and subsequent
• AFM A220-300 – Issue 20, Sep 22, 2022 and subsequent
• FCOM 1 A220-100 – Issue 028, Nov 16, 2022 and subsequent
• FCOM 1 A220-300 – Issue 21, Sept 22, 2020 and subsequent
• FCOM 2 A220-100/300 – Issue 20, Sept 22, 2020 and subsequent
• Airbus Canada – Manufacturer Operator Difference Requirement (ODR) Table – A220-100/300 FBW CLAWS NM 2.20 Update – Reference 01 August 2022 Issue 5
• Service Bulletin (SB) BD500-270020
• JOEB OPS/FCL Common Procedures – 10 June 2004

2.0 Pilot training

2.1 Previous experience and prerequisite

Prior to beginning training, flight crew member must meet applicable CARs 705 and/or 604 requirements and CASS 421.40 (3) (a) (ii).

2.2 Applicability

The operators training program amendments must be in accordance with the A220 series AFMs / FCOMs and the operators’ processes, practices and procedures specified in CAR 604 or 705.

The FBW CLAWS NM 2.20 Update is applicable to all BD500 1A10/1A11 (A220-100 and A220-300) with production modification 270020 or post SB BD500-270020 and AFM Rev. 20 or higher.

There are no additional training requirements other than those identified in the difference tables (DT) and those already specified in CAR 604 or 705.

Canadian operators may integrate this specialty training into their initial and recurrent flight crew member training programs.

This training is outside of the scope of the initial type training for the BD500.

2.3 Initial training

The training difference has been assigned as level A.

2.4 Initial flight training

Reserved

2.5 Recurrent training

Flight crew recurrent training to be conducted in accordance with CARs 705 and / or 604 requirements.

2.6 Training Areas of Special Emphasis

There are no specific Training Areas of Special Emphasis

3.0 Pilot checking

3.1 Applicability

Reserved

3.2 Initial and recurrent checking requirement

The checking difference has been assigned as level A.

4.0 Pilot currency

Flight crew shall maintain currency in accordance with CARs 705 and / or 604 requirements.

5.0 Operational suitability

Reserved

6.0 Flight Simulation Training Devices

Reserved

ANNEX A

Difference table: Fly-by-wire control laws normal mode 2.20 update

This design differences table was proposed by Airbus and validated by TCCA at the time/date of the assessment. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

DESIGN	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
General	FBW Control Laws (CLAWS) Normal Mode (NM) 2.20 is an update to the CLAWS NM (2.19) for both BD-500-1A10 (A220-100) and BD-500-1A11 (A220- 300) variant. This change is being made to address compliance requirements, additional features to improve cruise and landing performance.	NO	NO	A	A	A

SYSTEM (per ATA chapter)	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
ATA 27 Flight Controls	Roll/yaw control functions / Aileron lift augmentation: Wing Drag Optimization (WDO) is introduced during climb and cruise by deploying the ailerons symmetrically, 2 degrees trailing edge down and Flap 0, to provide drag reduction inside the WDO envelope. The WDO deactivates at high speed to reduce airframe loads and below VMINTRIM.	NO	NO	A	A	A
ATA 27 Approach	Pitch Attitude Protection (PAP): Below 130 knots, the nose–up pitch altitude limit is a function of the flap/slat settings and the flight phase. The limit decreases as the airspeed decreases. The minimum limit is 17 degrees at low speed. The nose–pitch altitude limit can be decreased some more, if there is a positive pitch rate or airspeed deceleration.	NO	NO	A	A	A
ATA 27 Landing	Ground Lift Dumping (GLD): The ailerons now deflect 25 degrees trailing edge up when the GLD activates on landing.	NO	NO	A	A	A

Difference table: Fly-by-wire control laws normal mode 2.20 update

This manoeuvers differences table was proposed by Airbus and validated by TCCA at the time/date of the assessment. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

MANOEUVERS NON-NORMAL OPERATIONS (per ATA chapter)	REMARKS	FLT CHAR	PROC CHNG	TRAINING	CHECKING	CURRENCY
ATA 27 Flight Controls	The following Non-Normal Procedures are modified: FLAP FAIL (Caution) SLAT FAIL (Caution) SLAT SKEW (Caution) SLAT-FLAP FAIL (Caution) Slat-flap lever jammed	NO	YES	A	A	A
ATA 29 Hydraulic Power	The following Non-Normal Procedures are modified: HYD 1-3 LO PRESS (Caution) HYD 2-3 LO PRESS (Caution)	NO	YES	A	A	A
Section Smoke/fire/fumes	The following Non-Normal Procedure is modified: Smoke/fire/fumes procedure	NO	YES	A	A	A