Bombardier CL30 (Challenger 300/350)

Transport Canada Civil Aviation (TCCA)

Operational Evaluation Report

Revision: 2

Date: 2019-04-05

Bombardier

Type Certificate Data Sheet (TCDS)	TCDS Identifier	Marketing Name	Pilot Type Rating
A-234	BD-100-1A10	Challenger 300	CL30
A-234	BD-100-1A10	Challenger 300 (Advanced Avionics)	CL30
A-234	BD-100-1A10	Challenger 350	CL30

Office of Primary Interest (OPI):

Roman Marushko
Program Manager, Flight Technical and Operator Certification (FTOC);
Commercial Flight Standards (AARTF)
330 Sparks Street, Ottawa, Ontario
K1A 0N8
Tel: 613-698-5433
e-mail: roman.marushko@tc.gc.ca

Table of contents

• Management Co-ordination Sheet
• 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
• Appendix 1 – Difference Legends
• Appendix 2 – Master Difference Requirements (MDR) Table
• Appendix 3 – Difference Tables
• Appendix 4 – Collins IFIS 5000 System
• Appendix 5 – Challenger 300 (Advanced Avionics) and Challenger 350
• Appendix 6 – RNP AR Approach
• Appendix 7 – Steep Approach Landing

Management Co-ordination Sheet

1. Record of Revisions

Revision number	Sections	Date
OriginalFootnote 1	All	June 2, 2008
1	Cover Page Management Coordination Sheet Contents Revision Record Revision 1 Summary – added Acronyms – Header added Appendix 2 – Challenger 300 (Advanced Avionics) and Challenger 350 added Appendix 3 – RNP- AR Approach added Appendix 4 – Master Differences Requirements and Operator Differences Requirements added	Dec. 1, 2017
2	All	April 5, 2019

2. Introduction

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 (Private and Commercial);
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 CL30 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.

3. Highlights of Change

This revision is a complete re-write of the Revision 1 issue of this report, Revision No. 1, dated January 12, 2017. This revision has been reformatted into a new standardized format. The major differences between Revision 2 and the Revision 1 Issue are:

• Major changes to content and organization of report;
  • Main Body reformatted and reorganized;
  • Appendix 1 - Currency Differences Legend removed;
  • Appendix 2 - Master Currency requirements removed;
  • Appendix 3 - Titles Changed to Difference Tables; Design Operator Differences Requirements Tables and System Operator Differences Requirements Tables integrated into Differences Tables; Currency requirements removed from tables; Appendix 4 or Rev 1 report now incorporated into Appendix 3;
  • Appendix 4 - Contents of Annex A – Collins Proline 21 With IFIS 5000 BD-100-1A10 Challenger 300 moved to Appendix 4 (Similar title) and updated;
  • Appendix 5 - Contents of Annex B – Challenger 300 (Advanced Avionics) and Challenger 350 moved to Appendix 5 (Similar title) and updated;
  • Appendix 6 - Contents of Annex C – RNP AR Approach moved to Appendix 6 and updated
  • Appendix 7 - Steep Approach Landing – New Appendix

4. General

4.1 Scope of Report

This OE report applies to all series of the Bombardier CL30 (BD-100-1A10) and made in accordance with current regulations, standards and guidance. The contents of this report are harmonized with the FAA and EASA to the maximum extent possible.

4.2 Guidance Material

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

4.3 OE Report Effectiveness

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.

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 Program Manager Small Aircraft Standards should be consulted when alternate means of compliance, other than those specified in this report, are proposed. An applicant will 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 that 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

Reserved

4.7 Challenger 300 Operational Evaluation (OE)

TCCA conducted a joint OE with EASA and the FAA between March and April 2003 of the Bombardier Aerospace (BA) Challenger 300 type training course and aircraft.

The scope of the OE was an evaluation of the BA Challenger 300 Initial Type Rating course (18 day footprint), establishment of the CL30 Pilot Type Rating and an operational suitability evaluation of the aircraft.

The Challenger 300 pilot training course provided by BA at its Training Center located in Wichita, Kansas. Training consisted of classroom instruction and was supplemented with demonstrations using a Systems Integration Test System rig.

The course evaluated during the OE did not yet include a Fixed Base Trainer Flight Training Device (FTD) nor a Full-Flight Simulator (FFS). Flight training was conducted on the aircraft where each pilot received four training sorties in the pre-production aircraft C-GIPX (serial #20003) and C-GJCV (serial #20004). The T5 evaluation method used was based upon the FAA Practical Test Standards (PTS) manoeuvres.

Operational Suitability flights comprising of ten flight legs, totalling approximately twenty flight hours were subsequently conducted to determine if the Challenger 300 is suitable for operation in Canada under CARs Part VI Subpart 4 and Part VII Subpart 4. AFM normal, abnormal, and emergency procedures were evaluated during these flights.

The BA type rating course was found by TCCA to be acceptable for use as the basis of an air operator’s (CAR 704) and private operator’s training program (CAR 604). The CL30 was found to be operationally suitable for Canadian operations.

The Challenger 300 type rating course was subsequently upgraded with the incorporation of a Systems Integration Training (SIT) FTD and FFS. This course was evaluated by the Joint Aviation Authorities (JAA) eight (8) months after the original OE. TCCA never evaluated the upgraded complete FTD and FFS training program course.

4.8 Collins IFIS 5000 System OE

The Collins IFIS 5000 EFB was evaluated in June 2008 after the original OE as a Class 3 EFB with Type C applications in accordance with Transport Canada Commercial and Business Aviation Advisory Circular (CBAAC) 0231. TCCA AC 700-020; Electronic Flight Bags (EFB) has since replaced CBAAC 0231 and is now defined as an Installed EFB with Type B software.

Refer to Appendix 4 – Collins IFIS 5000 System.

4.9 Challenger 300 (Advanced Avionics) and Challenger 350 OE

A joint OE with the FAA and EASA was conducted between July 2013 and May 2014 as two distinct OE activities, as specific functionalities were certified:

• In June 2013, an OE was conducted in Montreal, Quebec of the avionics upgrades except for SVS, FANS/ CPDLC, and RNP AR not less than 0.3.
• In May 2014 an OE was conducted in Wichita KS, of the SVS, FANS/ CPDLC and CAFM and modified winglets, and thrust and weight increase.

Refer to Appendix 5 – Challenger 300 (Advanced Avionics) and Challenger 350.

4.10 RNP AR Approach OE

A joint TCCA, FAA and EASA OE was completed in July 2016 of the RNP AR APPCH capability on the Challenger 300 (Advanced Avionics) and Challenger 350.

Refer to Appendix 6 – Challenger 300 (Advanced Avionics) and Challenger 350 RNP AR Approach.

4.11 Steep Approach Landing OE

A joint TCCA, FAA and EASA OE was completed in September 2018 of the Steep Approach Landing (SAL) capability of the Challenger 350 for approach angles from 4.5 degrees to 5.5 degrees using ILS or specific visual vertical path guidance

Refer to Appendix 7 – Steep Approach Landing.

5. Acronyms

The following acronyms are used or relevant to this report:

AC

Advisory Circular

ACP

Approved Check Pilot

AEG

Aircraft Evaluation Group (FAA)

AFCS

Automatic Flight Control System

AFM

Aircraft Flight Manual

BA

Bombardier Aerospace

BCT

Bombardier Customer Training

CAA

Civil Aviation Authority

CAR

Canadian Aviation Regulation

CASS

Commercial Air Service Standard

CBT

Computer Based Training

EASA

European Aviation Safety Agency

EFIS

Electronic Flight Instrument Systems

EICAS

Engine Indication and Crew Alerting System

FAA

Federal Aviation Administration

FCOM

Flight Crew Operating Manual

FFS

Full Flight Simulator

FMS

Flight Management System

FSB

Flight Standardization Board (FAA)

FSTD

Flight Simulation Training Device

FTD

Flight Training Device

FTOC

Flight Technical and Operator Certification (TCCA)

IFIS

Integrated Flight Information System

ILS

Instrument Landing System

JAA

Joint Airworthiness Authorities

MDR

Master Differences Requirements

MFD

Multi-Function Display

OE

Operational Evaluation

OEB

Operational Evaluation Board

OET

Operational Evaluation Team

PFD

Primary Flight Display

PIC

Pilot In Command

PPC

Pilot Proficiency Check

PTS

Practical Test Standards

QRH

Quick Reference Handbook

RNP

Required Navigation Performance

RNP AR

Required Navigation Performance Authorization Required

SOP

Standard Operating Procedures

SB

Service Bulletin

S/N

Serial Number

SIT

Systems Integration Training

TASE

Training Areas of Special Emphasis

TCAS

Traffic Alert and Collision Avoidance System

TCCA

Transport Canada Civil Aviation

TCDS

Type Certificate Data Sheet

6. Definitions

These definitions are for the purposes of this report only.

• 6.1 Base Aircraft - An aircraft identified for use as a reference to compare differences with another aircraft.
• 6.2 Current – A crewmember meets all requirements to operate the aircraft under the applicable CAR or CASS.
• 6.3 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.
• 6.4 Flight Simulation Training Devices – Includes Full Flight Simulators and Flight Training Devices. Also known as Synthetic Flight Training Device in TP 9685 Aeroplane & Rotorcraft Simulator Manual.
• 6.4 Master Differences Requirements (MDR) – Specifies the highest training and checking difference levels between a pair of related aircraft derived from the Differences Tables.
• 6.5 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 (not applicable to CL30).
• 6.6 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 training program.
• 6.7 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).
• 6.8 Qualified – A flight crewmember holds the appropriate licenses and ratings as required by the applicable operating regulations.
• 6.9 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.
• 6.10 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.
• 6.11 Seat Dependent Tasks – Maneuvers or procedures using controls that are accessible or operable from only one flight crewmember seat.
• 6.12 Specialty Training – Training on specific functionalities and capabilities that is outside the scope of initial, recurrent or differences type rating training.
• 6.13 Specific Flight Characteristics – A maneuver or procedure with unique handling or performance characteristics that TCCA has determined must be checked.
• 6.14 Training Areas of Special Emphasis – A training requirement unique to the aircraft, based on a system, procedure, or maneuver, which requires additional highlighting during training. It may also require additional training time, specialized training devices or training equipment.

7. Pilot Type Rating

In accordance with Personnel Licensing and Training Standard 421.40, the pilot type rating for the BD-100-1A10 (Challenger 300, Challenger 300 (Advanced Avionics) and Challenger 350) is CL30.

8. Related Aircraft

8.1 Related Aircraft on same TCDS

The Marketing Names (Challenger 300, Challenger 300 (Advanced Avionics) and Challenger 350) of the BD-100-1A10 are related aircraft on TCCA TCDS A-234.

8.2 Related Aircraft on different TCDS

There are no other related aircraft on different TCDSs.

9. Pilot Training

9.1 Previous Experience

Pilots receiving CL30 training will benefit from previous operational experience in multi-engine transport category turbojet aircraft, highly integrated avionics, high altitude operations, EFB, and FMS. Pilots without this experience may require additional training.

The Initial type training course should follow the typical format for this category and class of aircraft providing the average pilot with the knowledge, skill and proficiency to satisfy the type rating requirements of CASS 421.40(2)(a), and the PPC requirements of CARs 704.108(1).

9.2 BCT Course Content

TCCA retains BCT CL30 initial type rating training recurrent and differences training content on file. The OEB Chairman, or the Program Manager of FTOC should be consulted for inquiries related to course content.

9.2.1 CL30 Initial Type Rating course

The CL30 Initial Type Rating Course consists of:

• Ground School covering:
  • All aircraft systems, description, integration, normal, and abnormal operation integration,
  • Aircraft Procedures, Flight Management Systems and Automatic Flight control system.
  • Performance, weight and Balance & Flight Planning
• FTD training (Systems Integration Training)
• FFS training

9.2.2 Recurrent Training

Operators under Part VI Subpart 4 and Part VII Subpart 4 must establish a recurrent training program that is compliant with CARs. In addition, they will include the identified Training Areas of Special Emphasis (TASE).

9.3 Training Areas of Special Emphasis (TASE)

The OET has identified several aircraft systems and/or procedures that must receive special emphasis during CL30 initial and recurrent training.

9.3.1 Special Emphasis - Ground Training

Pilots must receive special emphasis on the following areas during initial and recurrent ground training:

• Flight Management System (FMS) – The Challenger employs a sophisticated Collins FMS.
• Wing leading edge contamination and its effect on clean stall speed

9.3.2 Special Emphasis - Flight Training

Pilots must receive special emphasis training in the following areas during flight training in a Level C or D FFS:

• Aileron/elevator disconnect (jammed controls in each axis).
• Primary Flight Display (PFD), Multifunction Display (MFD), and EICAS reversionary modes.
• Integrated use of EICAS messages, switch positions and synoptic pages to determine aircraft system status.
• Delayed engine response to full power applications at high altitudes. (especially high altitude stalls)
• Loss of all DC Power
• Low energy rejected landing from idle thrust.
• High altitude (above 41,000 ft.) handling characteristics with the autopilot and yaw damper inoperative.
• Crew communications while wearing the oxygen mask using pressure breathing

9.4 Specific Flight Characteristics

A number of characteristics of the CL30 should be emphasised throughout the training program:

• Airspeed monitoring requires increased vigilance in all flight regimes, because the aircraft exhibits very little drag rise with increased speed within the normal flight envelope;
  • Airspeed must be carefully monitored during enroute or emergency descents and in the landing configuration, particularly in gusty conditions because of the aircraft’s low drag, and high residual thrust;
  • Enroute descents must be well planned to avoid entering a situation of becoming too high and fast on a descent profile.
  • Delayed engine response at low thrust settings may result in the over-controlling airspeed.
• The standby magnetic compass must be used during an ILS approach when using only the Integrated Standby Instruments, since the heading reference is not provided by the standby instruments.
• Potential mode confusion may occur when using Vertical Navigation and during VNAV approaches.
• Early exposure to the AFCS, and FMS is required during initial type training, especially for pilots with no previous EFIS, or FMS experience;
  • Establishing early confidence in manually flying the aircraft, converting from manual to automatic (FMS controlled) flight mode and back is equally important due to heavy reliance on the AFCS. In the event of a flight path deviation due to input error or system malfunction, the flight crew must be safely and effectively transition from automatic to manual flight modes.
• Interactive Computer Based Training (CBT) to supplement ground and flight training is recommended for pilots with no previous experience with a Collins FMS.

9.5 Seat Dependent Tasks

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

• Tiller Usage (left seat).

9.6 Regulatory Training Requirements Not Applicable to the CL30

Not Applicable

9.7 Flight Simulation Training Devices (FSTD)

Training and Checking under CARs Part IV, VI and VII must be conducted on a certified FTD and FFS in accordance with CARs 606.

FTD and FFS characteristics are designated in Aeroplane and Rotorcraft Simulator Manual (TP 9685). The FSTD specific systems qualifications are found in the Qualification Renewal Certificate (TC) and Foreign State certificate (i.e. Statement of Qualification under the FAA).

9.7.1 Systems Integration Training (Flight Training Device - Level 6 or 7)

A Level 6 or 7 FTD is required for SIT.

Candidates must be trained to proficiency with all primary, optional and reversionary options because the integration of the PFD/ MFD/ FMS and reversion modes has multiple means of making essential navigation and communication selections.

There are no specific systems, procedures, or maneuvers that are unique to the CL30 that require a specific FSTD for training.

9.7.2 FFS

A minimum Level C or D FFS is required for flight training conducted in an FFS.

9.8 Training Equipment

There are no specific systems or procedures that are unique to the CL30 that require specific training equipment.

9.9 Differences Training Between Related Aircraft

The minimum training difference levels between the Challenge 300, Challenger 300 (Advanced Avionics) and Challenger 350 aircraft are provided in Appendices 2 and 3 of this report. Differences applicable to specific capabilities for CL30 aircraft (Marketing Names) are provided in Appendices 4 through 7.

10. Pilot Checking

10.1 Landing from a No Flap or Non Standard Flap Approach

Checking in “FLAPS 0” approaches and landings is required for the successful completion of an initial PPC for CAR Parts IV, VI and VII.

10.2 Checking Areas of Emphasis

Reserved

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:

• Tiller Usage (left seat).

10.5 Other Checking Items

Not Applicable

10.6 Flight Simulation Training Devices (FSTD)

There are no specific systems, procedures, or maneuvers that are unique to the CL30 that require a specific FSTD for checking.

10.7 Equipment

There are no specific systems or procedures that are unique to the CL30 that require specific equipment.

10.8 Differences Checking Between Related Aircraft

The minimum checking difference levels between the Challenge 300, Challenger 300 (Advanced Avionics) and Challenger 350 aircraft are provided in Appendices 2 and 3 of this report. Differences applicable to specific capabilities for CL30 aircraft (Marketing Names) are provided in Appendices 4 through 7.

10.9 Pilot Proficiency Check (PPC)

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%.

11. Pilot Currency

There are no additional currency requirements for the CL30 other than those already specified in CAR 604 or CAR 704.

11.1 Differences Currency between Related Aircraft

Any additional currency requirements or differences between the Marketing Names of the CL30 are provided in Appendices 4 through 7.

12. Operational Suitability

12.1 General

The CL30 is operationally suitable for operations conducted in accordance with CARs 604 and 704. TCCA retains on file, compliance checklists with the applicable provisions of CARs 604, 605 and 704.

Operational suitability flights were conducted on the Challenger 300 during the original OE conducted in 2003. Ten flight legs, totaling approximately twenty flight hours were completed. AFM normal, abnormal, and emergency procedures were evaluated during these flights.

12.2 Performance

Air Operators will require to demonstrate compliance with CAR 704, Division IV requirements, prior to TCCA approval for operations. The Air Operator’s ability to effectively plan turning departures in areas of high terrain or obstacles will be assessed as part of the approval process.

13. Miscellaneous

13.1 Flight Deck Observer Seat

Not Applicable

13.2 Aircraft Approach Category and Circling Minima

• (a) The CL30 is 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 30 landing configuration.
• (b) Circling approaches for the CL30 are flown with the landing gear down, Flaps 30, 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 CL30 is Flap 30.

13.4 Applicable Aircraft S/N & Service Bulletins

The following table identifies the aircraft that have been modified or upgraded since the initial introduction/production of the Challenger 300 and defines the Challenger 300 Advanced Avionics and Challenger 350 configurations.

Table 13.1 Applicable Service Bulletins

Service Bulletins

Airplane S/N (Tail Numbers)

Challenger 300 (Advanced Avionics) SB 100–34–31 RNP AR not less than 0.3 SB 100−34−32 Installation of Phase 1 Avionic Upgrade (FedEx retrofit avionics upgrade) SB 100−34−34 Synthetic Vision System Option (C34−601) SB 100–34–36 Proline 21 Advanced Upgrade SB 100–34–39 TAWS − SR / SL − Installation and Activation − Option SB 100–34–41 FMS Update SB 100−34−42 Incorporation of ATC Transponder with Automatic Dependent Surveillance − Broadcast (ADS−B) Out V2 Capability Challenger 350 (Steep Approach Landing) SB 350-34-018 incorporated on S/N 20501 to 20758 SB 350-34-017 incorporated on S/N 20759 and subsequent

Challenge 300 (Advanced Avionics) 20352, 20355, 20358, 20361 and 20408 to 20500 *Note: In addition to the Advanced Avionics upgrade, the Challenger 350 have a Performance Upgrade, larger windows and wider winglets. (See ODR tables). End noteAdvanced Avionics Service Bulletins are available on tail numbers 20003-20407 Challenger 350 (Production Cut In) 20501 and up *In addition to the Advanced Avionics upgrade, the Challenger 350 have a Performance Upgrade, larger windows and wider winglets. (See ODR tables).

14. References

1. FAA Flight Standardization Board (FSB) for the Bombardier BD-100-1A10 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.

3. JOEB OPS/ FCL Common Procedures For Conducting Operational Evaluation Boards, dated June 10, 2004.

4. TCCA Type Certificate Data Sheet A-234, Issue No., dated July 21 December 2016 or later issue.

5. Transport Canada Advisory Circular, AC 700-024, Issue No. 02. Required Navigation Performance Authorization Required Approach (RNP AR APCH), dated 2015-01-22.

6. Transport Canada Advisory Circular, AC 700-020, Issue No. 03. Electronic Flight Bags, dated 2018-03-18.

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	Slide/Tape presentation (S/ T) Tutorial computer based instruction (TCBI) Stand-up instruction (SU) Video Tapes (VT)	Systems are functionally similar. Crew understanding required. Issues need emphasis. Standard methods of presentation required.
C	Systems Devices	Interactive (full-task) computer based training (ICBT) Cockpit System Simulator (CSS) Cockpit procedures trainers (CPT) Part task trainers (PTT) Level 2 - 5 flight training device (FTD 2-5)	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	Maneuvers 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 maneuver 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 maneuver 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

MDR Tables

MDR tables for the Challenger 300/Challenger 300 (Advanced Avionics)/Challenger 350 variants are shown below.

Master Differences Requirements (MDR)
Pilot Type Rating CL30		From Aeroplane
		Challenger 300	Challenger 350 or Challenge 300 (Advanced Avionics)
To Aeroplane	Challenger 300	n/anot applicable	B/B
	Challenger 350 or Challenge 300 (Advanced Avionics)	B/B	n/anot applicable

Appendix 3 – Difference Tables

Table	From Base Aircraft	To Related Aircraft	Page
Difference Table	Challenger 300	Challenger 300 (Advanced Avionics)/Challenger 350	27
Maneuver Difference Table	Challenger 300	Challenger 300 (Advanced Avionics)/Challenger 350	31
Difference Table	Challenger 300 (Advanced Avionics)/Challenger 350	Challenger 300	32
Maneuver Difference Table	Challenger 300 (Advanced Avionics)/Challenger 350	Challenger 300	36

Difference Table: Challenger 300 to Challenger 300 (Advanced Avionics)/Challenger 350

This Design Differences table was proposed by Bombardier and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

* Indicates difference between Challenger 300, Challenger 300 (Advanced Avionics) and the Challenger 350 which has a Performance upgrade. All other differences refer to avionics upgrades.

From base aircraft: Challenger 300 To difference aircraft: Challenger 300 (Advanced Avionics)/Challenger 350				Compliance method
Maneuver	Remarks	FLT CHAR	PROC CHNG	Training		Checking
Aircraft General	*Note: Indicates difference between Challenger 300, Challenger 300 (Advanced Avionics) and the Challenger 350 which has a Performance upgrade. End note(Challenger 350 Performance Upgrade) Passenger cabin updated with larger cabin windows	No	No	A (HO)		A
Aircraft General	*Note: Indicates difference between Challenger 300, Challenger 300 (Advanced Avionics) and the Challenger 350 which has a Performance upgrade. End note(Challenger 350 Performance Upgrade) Larger winglets	No	No	A (HO)		A
Limitations	*Note: Indicates difference between Challenger 300, Challenger 300 (Advanced Avionics) and the Challenger 350 which has a Performance upgrade. End note(Challenger 350 Performance Upgrade) Increased operating weights: MTOW AFM from 38,850 lb to 40,600 lb MTOW Cert from 40,150 lb to 40,600 lb MLW from 33,750 lb to 34,150 lb MZFW from 27,200 lb to 28,200 lb	No	No	A (HO)		A
22 AFCS	½ bank not allowed in LNAV mode below normal transition 31,600 ft.	No	Norm	A (HO)		A
22 AFCS	Go-Around or missed approach. If LNAV is active prior to selection of TOGA, LNAV remains engaged vice defaulting to Roll or TO mode.	No	Norm	B (S/ T, SU, TCBI)		B
23 Comm	FANS–1A+ CPDLC and ADS- C controlled via FMS 6200 CDU ATN/Links 2000 + available for base and variant aircraft	No	Norm	B (S/ T, SU, TCBI)		B
31 Indicating/Recording	Coast to Coast or Wall to Wall Sky/ground PFD presentation.	No	No	A (HO)	B (S/ T, SU, TCBI)	A
31 Indicating/Recording	Selectable advisory Flight Path Vector (FPV) available on Pilot and co-pilot PFDs if optional IRS is installed With SVS displayed the FPV is defaulted on.	No	Norm	B (S/ T, SU, TCBI)		A
31 Indicating/Recording	Synthetic Vision System (SVS) provides situational awareness (advisory) to the crew by adding 3D terrain and runway data superimposed on the PFDs. SVS is pilot selectable.	No	Norm	B (S/ T, SU, TCBI)		B
31 Indicating/Recording	Normalized AOA indication on PFD, Advisory only.	No	No	B (S/ T, SU, TCBI)		A
31 Indicating/Recording	Readouts, flags, annunciation and messages relocated on PFD and MFD.	No	Norm Abnorm	A (HO)		A
34 Navigation	Dual Inertial Reference System (IRS) Replaces the dual Attitude and Heading reference System (AHRS) - Laseref 6. No control panel. Ground alignment is automatic.	No	Minor Normal	B (S/ T, SU, TCBI)		A
34 Navigation	Provides True Heading, support to Polar navigation, Immunity to Magnetic distortions, Backup to GPS position in Remote and Oceanic areas.	No	Minor Normal	A (HO)		A
34 Navigation	Aircraft is RNP AR not less than 0.3 capable. Aircraft and pilot authorization required. Specialty Training.	n/anot applicable	n/anot applicable	n/anot applicable		n/anot applicable
34 Navigation	Traffic Surveillance System TSS-4100 (TCAS/Transponder) installed. TCAS and ATC controlled from a single LRU. New TCAS audio “ Level Off, Level Off“ replaces “Adjust Vertical Speed Adjust” s.	No	Norm Abnorm	A (HO)		A
34 Navigation	Provides future growth for ADS-B Out and ADS B – In. (Not Evaluated)	No	No	A (HO)		A
34 Navigation	TCAS control panel changes. Intuitive to pilot.	No	No	A (HO)		A
34 Navigation	FMS 6200 replaces V3.0.3 resulting in changes to following pages: GNSS Control Frequency Data Fix Info VOR/ DME Control Pos Init Hold List Progress Defaults Arrival Data Fuel Management Nearest Airports Index LRN Status DEP/ ARR Database RNP RAIM FPLN PRAIM SBAS SERVICE PROVIDERS	No	Norm Abnorm	B (S/ T, SU, TCBI)		A
34 Navigation	FMS 6200 auto position initialization from onside GPSS sensor. Auto mode armed on DEFAULT page.	No	Norm	B (S/ T, SU, TCBI)		A
34 Navigation	FMS 6200: Number of characters in route names increases 9 to 10 Number of Fix Points increases from 5 to 10 Number of pilot define waypoints increases from 50 to 100	No	Norm	A (HO)		A
34 Navigation	FMS 6200 new features: TAWS Mode 5 Alert Auto Position Initialization Vspeed out of Range messages ALD operation with contaminated runway ETP/ PNR Remote (DBU-Initiated) Database Dataload Manual Landing Factor Airway to Airway Transitions	No	Norm	B (S/ T, SU, TCBI)		A
34 Navigation	SBAS Localizer Performance with Vertical Guidance (LPV) 0.3 approach with RF legs capable (not AR or SAAAR at this time) SBAS = WAAS and EGNOS Not Applicable if base aircraft has STC for WAAS LPV	No	Norm	B (S/ T, SU, TCBI)		A
34 Navigation	Optional SmartRunway and SmartLanding.	No	No	B (S/ T, SU, TCBI)		B
34 Navigation	Multi-Scan weather radar with turbulence detection. Controlled at DCPs and Multiscan™ Radar Menu and annunciations. Enhanced ground clutter suppression, allowing usable weather detection on ranges up to 320 nm. Provisions for predictive windshear detection growth.	No	Norm	B (S/ T, SU, TCBI)		A
46 Information Systems	Optional Integrated Flight Information System (IFIS) Version 7.0 upgrade. Enhances electronic charts display and satellite graphical weather: - new XM weather capabilities for Canada and Puerto Rico. - Split viewing of approach charts - Enroute charts All new capabilities are available via commercial subscription service.	No	Norm	B (S/ T, SU, TCBI)		A
70 Powerplant	*Note: Indicates difference between Challenger 300, Challenger 300 (Advanced Avionics) and the Challenger 350 which has a Performance upgrade. End note(Challenger 350 Performance Upgrade) Honeywell Level C engine thrust increases 7.3% at take-off.	No	Norm	A (HO)		A

Maneuver Difference Table

Difference Table: Challenger 300 (Advanced Avionics)/Challenger 350 to Challenger 300

This Design Differences table was proposed by Bombardier and validated by TCCA. It lists the minimum differences levels operators must use to conduct differences training and checking of flight crewmembers.

* Indicates difference between Challenger 300, Challenger 300 (Advance Avionics) and the Challenger 350 which has a Performance upgrade. All other differences refer to avionics upgrades.

From base aircraft: Challenger 300 (Advanced Avionics)/Challenger 350 To difference aircraft: Challenger 300				Compliance method
System	Remarks	FLT CHAR	PROC CHNG	Training	Checking
Aircraft General	*Note: Indicates difference between Challenger 300, Challenger 300 (Advance Avionics) and the Challenger 350 which has a Performance upgrade. End note(differs from the CL350) Passenger cabin differs in layout and features. Smaller cabin windows.	No	No	A (HO)	A
Aircraft General	*Note: Indicates difference between Challenger 300, Challenger 300 (Advance Avionics) and the Challenger 350 which has a Performance upgrade. End note(differs from the CL350) Smaller winglets	No	No	A (HO)	A
Limitations	*Note: Indicates difference between Challenger 300, Challenger 300 (Advance Avionics) and the Challenger 350 which has a Performance upgrade. End note(differs from the CL350) Decreased operating weights: MTOW AFM from 40,600 lb to38,850 lb MTOW Cert from 40,600 lb to 40,150 lb MLW from 34,150 lb to 33,750 lb MZFW from 28,200 lb to 27,200 lb	No	No	A (HO)	A
22 AFCS	Go-Around or missed approach. If LNAV is engaged prior to selection of TOGA, AFCS guidance defaults to ROLL or TO mode.	No	Norm	B (S/ T, SU, TCBI)	B
23 Comm	No CPLC (FANS1A+, ADS- C)	No	Norm	A (HO)	A
31 Indicating/ Recording	Traditional ADI and HSI presentation on PFD.	No	No	A (HO)	A
31 Indicating/ Recording	No selectable advisory Flight Path Vector (FPV) available on Pilot and co-pilot PFDs.	No	No	A (HO)	A
31 Indicating/ Recording	No Synthetic Vision System (SVS).	No	No	A (HO)	A
31 Indicating/ Recording	No advisory AOA indication on PFD.	No	No	A (HO)	A
31 Indicating/ Recording	Readouts, flags, annunciation and messages relocated on PFD and MFD.	No	Norm Abnorm	A (HO)	A
31 Indicating/ Recording	V_Bar design does not include white triangles at end of V_Bar cue.	No	No	A (HO)	A
34 Navigation	Dual Attitude and Heading reference System (AHRS) installed with control panel. Ground alignment is not automatic. No optional Dual Inertial Reference System (IRS).	No	Norm	B (S/ T, SU, TCBI)	B
34 Navigation	No True Heading support to Polar navigation; immunity to Magnetic distortions nor backup to GPS position in Remote and Oceanic areas.	No	Minor Normal	A (HO)	A
34 Navigation	TCAS and ATC separate controls. New TCAS audio “Adjust Vertical Speed” vice Level Off, Level Off“.	No	Norm Abnorm	A (HO)	A
34 Navigation	No ADS-B Out and ADS B – In growth capability.	No	No	A (HO)	A
34 Navigation	TCAS control panel changes. Intuitive to pilot.	No	No	A (HO)	A
34 Navigation	FMS V3.0.3 installed instead of FMS 6200. This has resulted in changes to following pages: GNSS Control Frequency Data Fix Info VOR/ DME Control Pos Init Hold List Progress Defaults Arrival Data Fuel Management Nearest Airports Index LRN Status DEP/ ARR Database RNP RAIM FPLN PRAIM SBAS SERVICE PROVIDERS	No	Norm Abnorm	B (S/ T, SU, TCBI)	A
34 Navigation	No FMS auto position initialization from onside GPSS sensor.	No	Norm	B (S/ T, SU, TCBI)	A
34 Navigation	FMS V3.0.3: Number of characters in route names decreases from 10 to 9 Number of Fix Points decreases from 10 to 5 Number of pilot define waypoints decreases from 100 to 50	No	Norm	A (HO)	A
34 Navigation	FMS contaminated runway Actual. Landing Distances(ALD) calculations and ∆Vref not supported*Note: Indicates difference between Challenger 300, Challenger 300 (Advance Avionics) and the Challenger 350 which has a Performance upgrade. End note	No	Norm	B (S/ T, SU, TCBI)	B
34 Navigation	RNP MA annunciation logic change.	No	No	B (S/ T, SU, TCBI)	B
34 Navigation	FMS A1 and A2 message lines relocated.	No	No	B (S/ T, SU, TCBI)	A
34 Navigation	FMS A1 message not repeated ADI.	No	No	B (S/ T, SU, TCBI)	A
34 Navigation	EPU not displayed on FMS NAV source block.	No	No	B (S/ T, SU, TCBI)	A
34 Navigation	“UNALBLE RNP” replaced by “NO APPR”.	No	No	B (S/ T, SU, TCBI)	B
34 Navigation	FMS limitations differ.	No	No	B (S/ T, SU, TCBI)	B
34 Navigation	Optional RNP AR not less than 0.3 capable. Not supported	n/anot applicable	n/anot applicable	n/anot applicable	n/anot applicable
34 Navigation	FMS V3.0.3 does not support: TAWS Mode 5 Alert Auto Position Initialization Vspeed out of Range messages ALD operation with contaminated runway ETP/PNR Remote (DBU-Initiated) Database Dataload Manual Landing Factor Airway to Airway Transitions	No	No	A (HO)	A
34 Navigation	SBAS LPV available only via STC.	No	No	A (HO)	A
34 Navigation	No Optional SmartRunway and SmartLanding.	No	No	A (HO)	A
34 Navigation	Weather radar not multi-scan technology.	No	Norm	A (HO)	A
46 Information Systems	No optional Integrated Flight Information System (IFIS) Version 7.0 upgrade.	No	Norm	B (S/ T, SU, TCBI)	A
70 Powerplant	*Note: Indicates difference between Challenger 300, Challenger 300 (Advance Avionics) and the Challenger 350 which has a Performance upgrade. End note(differs from the CL350) (Challenger 300 engine 7.3 % decrease in take-off thrust when compared to performance upgrade.	No	Norm	A (HO)	A

Maneuver Difference Table

Appendix 4 – Collins IFIS 5000 System

1. General

1.1 Scope

This appendix provides the requirements for training, checking and operational approval of the Integrated Flight Information System (IFIS) 5000 in the Challenger 300. It applies to TCCA Principal Operator Inspectors, Canadian air operators under Part VI Subpart 4 and Part VII Subpart 4 of the CARs.

The IFIS 5000 has been certified by TCCA and is classified as an Installed EFB with Type B software applications in accordance with AC 700-020.

1.2 OE Summary

Reserved

1.3 Description

The IFIS 5000 is an installed Electronic Flight Bag (EFB) application integrated into the Collins Proline 21 avionics system of the Challenger 300. The IFIS 5000 provides visual information on the cockpit displays such as weather and electronic charts. The electronic charts originating from the IFIS 5000 interact with the avionics displays and can be manipulated (i.e. zoomed, scrolled, etc.). In addition, the aircraft present position is provided on the airport depictions and charts display.

The IFIS 5000 functions are intended to provide situational awareness only and do not provide alerts or warnings. The three major functions provided by the IFIS-5000 are:

• support for navigational charts,
• enhanced map overlays, and
• graphical weather images.

The charts function allows the viewing of selected Jeppesen navigations charts. The Enhanced Maps function provide map overlays of geopolitical, airspace, and airway data. The Graphical Weather function provides various weather images, such as NEXRAD, that are uploaded via Datalink. The standard aircraft configuration contains the Enhanced Map Overlays functions. Electronic Charts and Graphical Weather are offered as customer selected options.

1.4 Guidance Material

TCCA AC 700-020, Issue No.: 03 or later, Electronic Flight Bags, is the TCCA guidance applicable to the IFIS 5000 installation on the Challenger 300.

2. Pilot Training

Level C training differences have been established to train CL30 qualified pilots on the IFIS 5000 functions. IFIS 5000 training applies to use the additional features provided by the IFIS, and the use of navigation (Jeppesen) charts, using the EFB electronic chart function. For aircraft with the optional weather functions, pilots require training in the graphic weather depiction function and obtaining weather reports and forecasts for origin, destination, and alternate airports.

Given the multiple permutations of display options available, and that these options will be dependent on the customer selected options, operators should establish SOP’s for default configurations for departure and arrival.

3. Pilot Checking

Level B checking has been established for the IFIS 5000. A check is required for initial differences training and for reestablishing currency. The check may be administered by: the company chief pilot or his or her delegate, an approved check pilot, a properly qualified instructor or TCCA inspector. Recommended tasks include demonstrating competency in use of the electronic chart functions to display departures, arrivals, and approaches, and utilizing the graphical weather text functions, and adherence to company SOP’s.

4. Pilot Currency

Pilots who have not utilized the IFIS 5000 for a period exceeding 90 days should review the operating manual and company SOP’s prior to their next operational flight. Operators should establish a means of ensuring that pilots are current.

5. Flight Simulation Training Devices

Flight Training Devices, Simulators, and or Part Task Trainers may be used for initial training and checking provided that the device accurately duplicates the recommended FMS and EFB functions. Training done in the airplane may be accomplished either in actual flight conditions or on the ground provided all necessary avionics equipment is ON and operational.

Appendix 5 – Challenger 300 (Advanced Avionics) and Challenger 350

1. General

1.1 Scope

The Appendix provides the pilot qualification requirements for pilots holding the CL30 Pilot Type Rating obtained through a Challenger 300 training program to become qualified on the Challenger 300 (Advanced Avionics) and/or Challenger 350.

The Challenger 300 (Advanced Avionics) is a Challenger 300 with the addition of an avionics upgrade package. The Challenger 350 is a Challenger 300 (Advanced Avionics) with modified winglets, increased thrust and weights and passenger cabin upgrades.

1.2 OE Summary

The operational evaluation of the Challenger 300 (Advanced Avionics) and Challenger 350 was conducted jointly with EASA and the FAA and was comprised of several distinct OE activities as specific functionalities were certified.

In June 2013, a joint OE was conducted in Montreal, Quebec of the avionics upgrades except for SVS, FANS/ CPDLC, and RNP AR not less than 0.3.

In May 2014 a joint OE was conducted in Wichita KS, of the SVS, FANS/ CPDLC and CAFM. There were no maneuver differences with the incorporation of the modified winglets and the thrust and weight increase.

In July 2016 a joint OE was conducted in Wichita KS, of the RNP- AR capability. The specific pilot qualification requirements for RNP- AR are provided in Appendix 6.

The passenger cabin upgrades were not evaluated as these modifications had no effect on the pilot qualification requirements or operational suitability of the Challenger 350.

1.3 Description

1.3.1 Challenger 300 (Advanced Avionics)

The Challenger 300 (Advanced Avionics) and Challenger 350 is defined by avionics and performance upgrades to the Challenger 300 as follows:

• Avionics Upgrades:
  • Expanded PFD with AOA FPV;
  • LNAV Capability on Go-around;
  • Multi-scan Weather Radar;
  • IFIS enhancements including Jeppesen chart presentation changes;
  • FMS 6200 upgrades to support increased capabilities
  • GNSS SBAS capability including LPV approaches;
  • Dual IRS replacement of AHRS system;
  • TCAS 7.1 (TSS);
  • Smart Runway/Smart Landing Alerting;
  • Synthetic Vision System (SVS) on PFD
  • FANS/ CPDLC;
• RNP AR not less than 0.3;

1.3.2 Challenger 350

In addition to the avionics upgrades of the Challenger 300 (Advanced Avionics) the Challenger 350 includes the following additional modifications:

• Performance Upgrades;
  • Modified winglets;
  • Thrust Increase;
  • Weight Increase.
• Computerized AFM (CAFM);
• FMS Performance Capability;
• Passenger Cabin Upgrades.

1.4 Guidance Material

Reserved

1.5 Master Differences

Master Training/Checking of B/B were established for differences between the Challenger 300 and the Challenger 300 (Advanced Avionics)/Challenger 350. The training differences level are documented in the MDR table provided in Appendix 2.

2. Pilot Training

2.1 Training Areas of Special Emphasis

Pilots transitioning to the Challenger 300 (Advanced Avionics) and Challenger 350 require special training emphasis on:

• FMS approach programming and management to reflect the introduction of additional approach capability;
• The Smart Landing alerting function. It is possible other independent aural alerts in conjunction with Smart Landing alerting may degrade flight crew Situational Awareness.

3. Pilot Checking

3.1 Checking Areas of Special Emphasis

For pilots transitioning to the Challenger 300 (Advanced Avionics) and Challenger 350, special checking emphasis is required of FMS programing functions, because of the numerous additional capabilities added with the avionics update.

4. Pilot Currency

Pilots transitioning to the Challenger 300 (Advanced Avionics) and Challenger 350 should conduct the level B training identified in the ODR tables once annually.

5. Operational Suitability

The Challenger 300 (Advanced Avionics) and Challenger 350 were determined to be operationally suitable in accordance with the applicable regulatory requirements.

Appendix 6 – RNP AR Approach

1. General

1.1 Scope

This OE was conducted to determine the acceptability of the manufacturer training program, pilot qualification and operational suitability of Required Navigation Performance Authorization Required Approach (RNP AR APCH).

The Challenger 300 (Advanced Avionics) and Challenger 350 are the (Marketing Name) aircraft eligible for the installation of RNP AR APPCH.

1.2 OE Summary

A joint TCCA, FAA and EASA OE of the RNP AR Approach capability was completed in July 2016. The OE included the evaluation of:

1. Avionics upgrade v2.2.3 training;
2. RNP AR Approach Ground and simulator training;
3. Operation suitability flights with actual RNP AR Approach conducted on the Challenger 350.

The training was delivered in three phases:

• Computer based e-learning (approximately 3 hrs);
• Classroom instructor led training (1.5 hrs);
• Full flight Simulator both as Pilot Flying (PF) (2 hrs) and Pilot Monitoring (PM) (2hrs).

The following course ware and training aides were evaluated:

• E-learning on IPAD tablet;
• CL-300 Advanced Avionics/CL-350 Version 2.2 Pilot Differences Manual
• CL350 Recommended Operating Procedures and Techniques (ROPAT)
• Two sets of CL300 Advanced Avionics/CL350 RNP AR end of course exams
• Simulator training Scripts action plan
• Simulator Statement of Qualification (SOQ)
• CL350 Differences Training syllabus Manufacturers course
• Challenger 300 Advanced Avionics/350 RNP AR Initial Training syllabus Manufacturer’s Course
• AFM limitations and Service Bulletins updates.

1.3 Description

1.3.1 RNP AR APCH Avionics Upgrade Description

The Challenger 300 (Advanced Avionics) and Challenger 350 variants are capable of RNP- AR APCH by the incorporation of Service Bulletins SB RNP AR SB 100-34-31 & SB 350-34-009. The RNP- AR APCH capability is integrated into the Rockwell Collins FMS 6200 Challenger 300/350 Pro Line 21 Advanced Flight Management System.

The applicable Service Bulletins are documented in the General Section of the AFM of the Challenger 300 (Advanced Avionics) and Challenger 350 aircraft equipped for RNP- AR Approach.

1.3.2 Challenger 350 RNP AR Approach

Production BD-100-1A10 aircraft starting at serial number 20501 are manufactured in the Challenger 350 configuration. The RNP- AR Approach capability for the Challenger 350 is incorporated by the installation of the applicable Service Bulletins (SB RNP AR SB 100-34-31 & SB 350-34-009).

1.3.3 Challenger 300 RNP AR Approach

Challenger 300 aircraft must also be modified to the Challenger 300 (Advanced Avionics) configuration and require the installation of an Inertial reference System (IRS) to be eligible for the incorporation of RNP- AR Approach Service Bulletins. Current Challenger 300 aircraft that are IRS equipped are aircraft serial numbers 20352, 20355, 30358, 20361 and 20408 to 20500.

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. Pilot Training

2.1 Applicability

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

2.2 Initial Training

Level D differences have been established for Initial RNP- AR APCH training has been established. The Initial Ground and Flight RNP- AR APCH training program must fully comply with the requirements of AC 700-024 RNP AR APCH (latest issue).

Initial flight training must be conducted in a suitably qualified Challenger 300 (Advanced Avionics) or Challenger 350 FFS qualified for RNP- AR Approach or aircraft^{Footnote 2} must include:

1. Four RNP AR^{Footnote 3} approaches: Two as PF and Two as PM
2. Two of the four RNP AR approaches must be flown to the Decision Altitude (DA).
3. Two of the four RNP AR approaches must be flown to an RNP missed approach.
4. One of the four RNP AR approaches must include an interrupt with vectors to resume the approach and,
5. One of the four RNP AR approaches must include a hold at an IAF or transition fix.

2.3 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).

Recurrent flight training must be conducted in a suitably qualified Challenger 300 (Advanced Avionics) or Challenger 350 FFS qualified for RNP- AR Approach or aircraft must include:

1. Two RNP AR^{Footnote 4} approaches: One as PF and One as PM
2. One of the two RNP AR approaches must be flown to a landing.
3. One of the two RNP AR approaches must to flown to an RNP published missed approach.
4. One of the two RNP AR approaches must include an interrupt with vectors to resume the approach or a hold at an IAF or transition fix.

2.4 Training Areas of Special Emphasis

The following items should receive special emphasis in an approved RNP AR training program.

• Required equipment for RNP- AR approaches (MEL review and inflight considerations)
• Missed approach procedures on RF legs
• Manually flown approaches and missed approaches
• Importance of overflying missed approach
• Temperature compensation
• Evasive maneuver (to extract the aircraft from proximity to terrain) in the event of Dual FMS failure
• Contingency procedures in case of loss of RNP capability
• Energy speed control during Approach and missed Approach especially in turns
• Wind effects such as wind shear or strong low level winds during final approach or during a turn
• Effects of reducing flap angle, bank angle, decreasing or increasing speed on the lateral track
• Application of CRM and threat assessment for RNP AR approach
• Speed constraints associated with an RNP AR Approach

The first RNP- AR approach conducted during line flight operations into an obstacle rich environment (i.e. mountainous region) should be performed under supervision and in day VMC meteorological conditions.

3. 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.

3.2 Initial and Recurrent Checking requirement

Checking for RNP- AR Approach must be conducted in a qualified FFS or Challenger 300 (Advanced Avionics) or Challenger 350 aircraft as outlined in AC 700-024 section 6.5, Evaluation Module.

4. Pilot Currency

To maintain currency in RNP AR Approach operations, the PF must have accomplished at least one RNP- AR approach to either a missed approach or landing within the preceding six months. Additionally, the PM must be RNP- AR current and qualified as described this appendix.

The RNP- AR approach must have been accomplished in either a suitably qualified Challenger 300 (Advanced Avionics) or Challenger 350 FSTD for RNP- AR Approach as defined in Section 6 below or RNP- AR Approach certified Challenger 300 (Advanced Avionics) or Challenger 350 aircraft.

Any flight checking under Part VII of the Canadian Aviation Regulations (CARs) or competency check under Subpart 604 of the CARs that requires a demonstration of RNP- AR Approach competency satisfies currency requirements, if accomplished within the preceding six months.

If RNP- AR APCH currency is lost, currency may be re-established by completing the RNP- AR APCH recurrent training defined in Section 2. “Pilot Training” and checking elements defined in Section 3. “Pilot Checking” in this appendix.

5. Operational Suitability

The RNP- AR APCH capability of not less than 0.3 nm 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. Flight Simulation Training Devices

When conducted in an FSTD, flight training must be conducted in a suitably qualified Challenger 300 (Advanced Avionics) or Challenger 350 FFS qualified for RNP- AR Approach, which meets the requirements of TCCA National Simulator Program.

Appendix 7 – Steep Approach Landing

1. General

1.1 Scope

The OE which was completed in September 2018 was conducted to determine the acceptability of the manufacturers training program, pilot qualification and operational suitability of Steep Approach Landing (SAL). The Challenger 350 is the aircraft eligible for the SAL installation and modification.

1.2 OE Summary

The OE group was headed by TCCA chairman, backed by both FAA FSB chairman and EASA OE Team leader. The OE included the evaluation of:

• SAL Ground and Simulator Training which was conducted at BCT center in Montreal, QC, Canada. The training was delivered in 5 phases:
  • Computer Based e-learning Training;
  • Classroom Instructor Led;
  • Pre-Sim briefing;
  • Full flight Simulator (Level D) using an approved scene (London City Airport (EGLC) used during OE);
  • Post-Sim debriefing.
• SAL operational suitability flights were conducted on the Challenger 350 with the Bombardier Flight Test Center (BFTC - Wichita, KS, USA).

Numerous steep approaches (AEO and OEI) were evaluated using a 5.5 degrees approach angle during:

• An ILS guidance or Published Visual Approaches with vertical path guidance (e.g. PAPI)
• day and night environments;
• calm and adverse weather conditions; and
• normal and abnormal aircraft conditions.

Steeps approaches were flown to either a landing, balked landing or a missed approach.

The following course ware and training aides were assessed:

• SAL Instructor Led Training action plan
• Simulator training Script action plan
• Simulator Qualification Renewal Certificate (TC ID 776)
• BD-100 Training Manufacturers course
• AFM limitations, FCOM and QRH.

1.3 Description

The steep approach capability of the BD-100 applies to approach angles from 4.5 degrees up to and including 5.5 degrees limited to an approach using ILS guidance or Published Visual Approaches with vertical path guidance (e.g. PAPI).

SAL installation applies to the BD-100-1A10 airplanes S/N 20501 to 20758 incorporating SB 350-34-018 and airplanes S/N 20759 and subsequent incorporating SB 350-34-017.

1.4 Guidance Material

Reserved

2. 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 approach training, Flight Crew Member must be current and qualified on the Challenger 350. Alternatively, steep approach training may be incorporated in the initial CL30 type rating course as additional specialty training.

2.2 Applicability

In conducting SAL, specified duties and procedures are assigned to both the PF and PM. The requirement for initial and recurrent training as defined in section 2 is applicable to both PIC and SIC.

The SAL Specialty Training and Currency has been established at Level D. (Ref. JOEB OPS/ FCL Common Procedures Document (CPD) and FAA AC 120-53B).

2.3 Initial Ground Training

Technical ground training was delivered using a two phase process. Candidates began with the Computer Based Training (CBT) which is divided in four sequential lessons and requires a minimum allotted time of 2.5 hours. This was followed by the Instructor-led Training (ILT) which reviewed and validated the knowledge acquired during the CBT. The minimum required time to complete the ILT is 1,5 hours. These 2 phases are mandatory prior to proceeding to the initial flight training.

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 steep approach functionality and steep approach system states.
• AFM steep approach supplement 10 review, to include Limitations, Abnormal Procedures, Emergency Procedures, Normal Procedures and Performance with emphasis on landing distance requirements;
• MMEL (MEL) relief provisions applicable to steep approach operations;
• Steep approach flight profiles and Standard Operating Procedures including AEO and OEI approaches, flap and speed brakes configurations, approach speeds, Landing Decision Point (LDP), flare techniques, missed approach and balked landing procedures and use of automated calls;
• Stabilized approach criteria specific to steep approaches at aerodrome,
• Speed management during steep approach including the criteria for Vref applicable to steep approach, compliance with applicable AFM operating speed limitations, and effects of speed deviations on landing distance;
• 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;
• 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 local weather phenomena;
• Pilot skills to include avoidance of abrupt control inputs;
• Aerodrome departure and approach noise abatement procedure;
• Procedures for Pilot Incapacitation during steep approach operations;
• Operational approval requirements to conduct Steep Approach operations at aerodrome including any specific requirements.
• Method to assess knowledge acquisition of candidates.

2.4 Initial Flight Training

A BD-100 Full Flight Simulator qualified to level C or D with an approved visual scene for the intended aerodrome is required.

Flight training must include a Pre-Sim briefing which outlines the training events in a sequential manner and a Post-Sim debriefing.

Flight training with two candidates shall include a minimum of 5 hours of FFS training and shall be divided evenly between time as the Pilot Flying (PF) and Pilot Monitoring (PM).

Where training is conducted with a single candidate, the training shall include a minimum of 2,5 hours as PF and 0,5 hours as PM. The operator and training organization will ensure that the individual assigned as a seat substitute during the training is qualified and current:

• On the aircraft type; and
• Steep Approach Landing.

The flight training shall include a minimum of 11 approach using both ILS guidance and Published Visual Approaches with vertical path guidance (e.g. PAPI).

The flight training must be include the following events and conditions:

• Instrument (ILS) and visual approaches via a STAR arrival;
• A normal approach (ILS guidance and visual approach with Vertical Path Guidance) and a full stop landing;
• A normal approach (ILS guidance and visual approach with Vertical Path Guidance) with a missed approach;
• A normal approach with an engine failure above the Landing Decision Point (LDP) and missed approach;
• An approach with engine failure below the LDP;
• An approach in gusty turbulent crosswind wind conditions;
• A balked landing (low energy go around);
• Various meteorological conditions including:
  • weather at published minimums;
  • dry and wet runways; and
  • crosswinds and max crosswind;
• Day and night operations;
• Noise abatement departure procedure and SID departure; and
• Visual approaches.

2.5 Recurrent Training

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

Recurrent flight training shall require a minimum of five approaches to include:

• One normal approach in IMC conditions via a STAR arrival to a full stop landing;
• One approach with a missed approach;
• One approach with maximum crosswind; and
• Two approaches with a non-normal condition, with one of the approaches ending in a missed approach.

2.6 Training Areas of Special Emphasis

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

• Speed management during SAL under various conditions (e.g. turbulence, gust, crosswind);
• Stabilized approach criteria specific to the aerodrome SAL;
• Required action during steep approach in response to an engine and or significant failure prior to and after LDP;
• The concept and application of LDP;
• Aerodrome’s operational and noise abatement procedures;
• Go-around and balked landing considerations;
• Use of SOP especially during a balked landing (low energy go-around);
• Visual illusions due to SAL; and
• Application of CRM and threat assessment for SAL operations;

3. Pilot Checking

3.1 Initial and Recurrent Checking requirement

There are no specific requirement for checking following the Challenger 350 SAL training. An attestation of completion steep approach training is sufficient subject to any specific CAA requirements. The Operators training form must be used to document the training which has been approved under the Operator’s TCCA approved training program.

4. Pilot Currency

Flight training to maintain currency shall require a Challenger 350 qualified Level C or D FFS with an approved airport scene.

For Canadian license holders, the frequency and recording of recurrent training shall be in accordance with CAR Part VII and VI (604) requirements.

Where a flight crew member’s training has expired for a period of 24 months or more that crew member shall require to successfully complete the operator’s initial training including the initial and special emphasis training outlined above.

If currency is lost within 24 months or less of initial training, currency may be regained by completing the recurrent and special emphasis training outlined in this appendix.

5. Operational Suitability

The SAL 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.

The following publications were evaluated for operational suitability:

• Flight Crew Operating Manual (FCOM);
• Aircraft Flight Manual (AFM);
• Master Minimum Equipment List (MMEL) changes; and
• Quick Reference Handbook.

6. Flight Simulation Training Devices

An approved Full Flight Simulator (FFS) for SAL pilot training and currency must meet the requirements of National Simulator Program. The Approved FFS Statement of Qualification (FAA) and Qualification Renewal Certificate for (TCCA) will have a list approved airport scenes.

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

7. Miscellaneous

7.1.1 Flight Under Supervision

The CAA may require a Flight Crew Member to conduct minimum number of steep approach landing under supervision with a qualified instructor before being permitted to do so without supervision. For example when operating into EGLC, the initial flight may be only conducted under Visual Meteorological Condition with specific minimum visibilities and ceiling.

7.1.2 SAL operations to other aerodromes

For the conduct of the SAL evaluation, both initial ground and simulator training was developed using EGLC airport.

SAL operations at other aerodromes will require operators to adhere to the regulatory requirements of the CAA associated with that aerodrome. Operators should be aware that there may be additional or different requirements than those provided in this appendix.