Bombardier G7500

Transport Canada Civil Aviation (TCCA)

Operational Evaluation Report

Revision: 2

Date: 2020-08-17

Bombardier

Type Certificate Data Sheet (TCDS)	TCDS Identifier	Marketing Name	Pilot Type Rating
A-177	BD-700-2A12	Global 7500	G7500

Approved by David Turnbull,
Director National Aircraft Certification (AARD)
Transport Canada, Civil Aviation

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

Management Co-ordination Sheet

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
• Appendix 1 – Difference Legends
• Appendix 2 – Master Difference Requirements (MDR) Table
• Appendix 3 – Difference Tables
• Appendix 4 – FANS CPDLC
• Appendix 5 – EFVS
• Appendix 6 – RNP AR
• Appendix 7 – Steep Approach Angle Operations

1. Record of Revisions

Revision No.	Sections	Date
Original	All	3 April 2019
1	Cover Page, Contents, 3. Highlights of Change, 5. Acronymns, 7. Pilot Type Rating, 8. Related Aircraft 8.1, 9. Pilot Training 9.2.1, 9.3, 9.4, 9.5, 10. Pilot Checking, 10.1, 12. Operational Suitability 12.3, 12.5, 12.6, 13. Commercial Air Services CAR Subpart 704 – Commuter Operations, Appendix 1 – Difference Legends	16 August 2019
2	Cover Page, Management Coordination Sheet Contents, 1. Record of Revisions 2. Introduction 2.1, 2.2, 3. Highlights of Change 4. General 4.2, 4.8, 5. Acronyms 8. Related Aircraft 8.1 9. Pilot Training 9.2.1, 9.3, 9.5, 9.6 12. Operational Suitability 12.11, 12.12 13 Miscellaneous 14. References Appendix 1 – Difference Legends Appendix 4 – FANS CPDLC	17 August 2020

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 (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 the G7500 aircraft type made in accordance with current regulations, standards and guidance. Modifications and upgrades, 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” in order to convey the intent of the Regulatory requirements and of other guidance documents. The term “should” is to be 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 revision includes minor editorial changes throughout the document (not identified in Section 1. Record of Revisions) and the following technical changes:

• 2. Introduction,
  • 2.1 General – subsection title and Note added
  • 2.2 Regulatory Requirements/Language – subsection added
• 3. Highlights of Change – amended as necessary to reflect Rev. 2. changes
• 4. General
  • 4.2 Guidance Material – CASS 421 Appendix A – added
  • 4.8 Global 7500 FANS/CPDLC OE – subsection added
• 5. Acronyms – new acronyms added
• 8. Related Aircraft
  • 8.1 Related Aircraft on same TCDS – content and Note amended
• 9. Pilot Training
  • 9.2.1 Global G7500 Initial Type Rating Course – subsection amended
  • 9.3 Specialty Training – subsection amended
  • 9.5 Training Areas of Special Emphasis (TASE) – subsections renumbered
  • 9.6 Seat Dependent Tasks
• 12. Operational Suitability
  • 12.11 Cockpit Emergency Exit Hatch – subsection added
  • 12.12 Commercial Air Services CAR Subpart 704 – Commuter Operations – subsection added
• 13. Miscellaneous – Section added as placeholder
• 14. References – Section renumbered and references added
• Appendix 1 – Difference Legends – Notes numbered and second note amended
• Appendix 4 - FANS CPDLC – New Appendix

4. General

4.1 Scope of Report

This OE report applies to the Bombardier G7500 (BD-700-2A12) and completed in accordance with current regulations, standards and guidance. The contents of this report are harmonized with the FAA and EASA reports 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, CASS 421, Appendix A and the joint aviation authorities FAA/EASA/TCCA Common Procedures Document (CPD) for Joint Operational Evaluation Boards (JOEB).

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 Canadian Aviation Regulations (CARs), aircraft operating experience, or the evaluation of new or modified aircraft under the provisions of the CPD or FAA AC 120-53B (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 Operation Evaluation Board (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 Global G7500 Operational Evaluation (OE)

TCCA conducted a joint OE with EASA and the FAA from September 24 to December 7, 2018 of the Bombardier Aerospace (BA) G7500 initial type training course and aircraft.

The scope of the OE was an evaluation of the:

• BA Global G7500 aircraft Initial Type training course,
• Establishment of the G7500 aircraft Type Rating, and
• An operational suitability evaluation of the G7500 aircraft.

4.8 Global G7500 FANS/CPDLC OE

A joint TCCA (lead authority) and EASA OE of the FANS-CPDLC system capability was completed in October 2019. The FAA delegated TCCA to represent them for this OE. The OE included the evaluation of Ground training at the CAE Civil Aviation Training Solution facility in Montreal, QC, Canada which was delivered in two phases as outlined in Appendix 4 section 1.2.

The FANS-CPDLC course evaluated by TCCA was deemed to be acceptable for use as the basis of an air operator’s (CAR 704) and private operator’s training program (CAR 604).

5. Acronyms

AC

Advisory Circular

ACP

Approved Check Pilot

ACP

Actual Communications Performance

ACO

Aircraft Certification Office (FAA)

ADS-B

Automatic Dependent Surveillance – Broadcast

ADS-C

Automatic Dependent Surveillance – Contract

ABS

Auto Brake System

AEG

Aircraft Evaluation Group (FAA)

AFCS

Automatic Flight Control System

AFM

Aircraft Flight Manual

AMM

Airport Moving Map

ATN B1

Aeronautical Telecommunication Network Baseline 1

AP

Autopilot

APU

Auxiliary Power Unit

ARP

Aerospace Recommended Practice

AT

Auto Throttle

ATP

Airline Transport Pilot

BA

Bombardier Aerospace

BCT

Bombardier Customer Training

BTS

Bombardier Training Services

CATS

CAE Civil Aviation Training Solutions (CATS)

CAA

Civil Aviation Authority

CAFM

Computerized AFM

CAR

Canadian Aviation Regulation

CAS

Crew Alerting System

CASS

Commercial Air Service Standard

CBT

Computer Based Training

CC

Competency Check (CARs 604)

14 CFR

Title 14 Code of Federal Regulations (FAA)

CPD

Common Procedures Document

CPDLC

Controller-Pilot Data link Communication

CTP

Control Tuning Panel

CRM

Crew Resource Management

CVS

Combined Vision System

DU

Display Unit

EASA

European Aviation Safety Agency

ECL

Electronic Checklist

EDM

Emergency Descent Mode

EFB

Electronic Flight Bag

EFIS

Electronic Flight Instrument Systems

EFVS

Enhanced Flight Vision System

EGPWS

Enhanced Ground Proximity Warning System

EICAS

Engine Indication and Crew Alerting System

EVS

Enhanced Vision System

FAA

Federal Aviation Administration

FANS

Future Air Navigation system

FANS 1/A

Future Air Navigation System (1 = Boeing, A = Airbus)

FAR

Federal Aviation Regulation

FBW

Fly-By-Wire

FCOM

Flight Crew Operating Manual

FCP

Flight Control Panel

FD

Flight Director

FFS

Full Flight Simulator

FMA

Flight Mode Annunciator

FMS

Flight Management System

FQMC

Fuel Quantity Management Computer

FSB

Flight Standardization Board (FAA)

FSTD

Flight Simulation Training Device

FTD

Flight Training Device

FTOC

Flight Technical and Operator Certification (TCCA)

GOLD

Global Operational Data Link Document

GVFD

Global Vision Flight Deck

IFIS

Integrated Flight Information System

ILS

Instrument Landing System

JAA

Joint Aviation Authorities

LNAV

Lateral Navigation

MDR

Master Differences Requirements

MEL

Minimum Equipment List

MFW

Multi-Function Window

MFF

Mixed Fleet Flying

MTOW

Maximum Takeoff Weight

ND

Navigation Display

NSEP

National Simulator Evaluation Program

OE

Operational Evaluation

OEB

Operational Evaluation Board

OEM

Original Equipment Manufacturer

OET

Operational Evaluation Team

OPS SPEC

Operations Specification

PBC

Performance-based Communications

PBCS

Performance-based Communications and Surveillance

PBN

Performance-based Navigation

PBS

Performance-based Surveillance

PFD

Primary Flight Display

PIC

Pilot-In-Command

POI

Principal Operations Inspector

PORD

Private Operator Registration Document

PPC

Pilot Proficiency Check

PTS

Practical Test Standards

QRH

Quick Reference Handbook

RAT

Ram Air Turbine

RCMP

Required Communication Monitored Performance

RCP

Required Communications Performance

RNP

Required Navigation Performance

RNP AR

Required Navigation Performance Authorization Required

ROPAT

Recommended Operational Procedures and Techniques

RSMP

Required Surveillance Monitored Performance

RSP

Required Surveillance Performance

RTCA

Radio Technical Commission for Aeronautics

SA

Special Authorization/Specific Approval

SATVOICE

Satellite Voice

SB

Service Bulletin

SIC

Second-In-Command

SI

Systems Integration

S/N

Serial Number

SOP

Standard Operating Procedures

STD

Standard

SSP

Satellite Service Provider

STC

Supplemental Type Certificate

SVS

Synthetic Vision System

TASE

Training Areas of Special Emphasis

TCAS

Traffic Alert and Collision Avoidance System

TCCA

Transport Canada Civil Aviation

TCDS

Type Certificate Data Sheet

TOGA

Take-Off Go-Around

TPIS

Tire Pressure Indication System

TSO

Technical Standard Order

VNAV

Vertical Navigation

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 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 G7500).
• 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 (OEM) 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-700-2A12 is G7500.

8. Related Aircraft

8.1 Related Aircraft on same TCDS

The G7500 (BD-700-2A12) is on the same TCDS as the BD700 (BD-700-1A10 and BD700-1A11) with marketing names Global Express (XRS Honeywell Avionics), Global Express (5000 Honeywell Avionics), Global 6000 (GVFD Rockwell Collins Avionics) and Global 5000 (GVFD Rockwell Collins Avionics). No credits have been established between the Global G7500 and BD700 aircraft types.

8.2 Related Aircraft on different TCDS

Not applicable

9. Pilot Training

9.1 Previous Experience

Pilots assigned to Initial G7500 training will benefit from previous operational experience in large multi-engine transport category turbojet aircraft operated under CARS 704, 705 and CARS 604, and aircraft having highly Integrated Avionics Systems, Automatic Flight Control Systems, FBW, HUD, ECL, EFB, FMS and operated at high altitudes. Operators may need to provide additional training to pilot candidates lacking this type of experience.

9.2 G7500 Course Content

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(3) (a) (iii), the PPC requirements of CASS 724.108(1) and CARS 604.143 Competency Check requirements.

TCCA retains G7500 initial type rating 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 Global G7500 Initial Type Rating Course

The Global G7500 Initial Type Rating Course evaluated by the OE team included the following content:

• Ground training in the form of Computer Based Training (CBT);
• Systems Integration Training (8hrs per crew) using Level 6 Flight Training Device (FTD);
• Pre Full Flight Simulator (FFS) pilot self-briefing;
• Full Flight Simulator (FFS) (32hrs per crew) training with TCCA interim Level C qualification;
• Instructor led Aeroplane performance training;
• Instructor led Fly By Wire training;
• Instructor led Recommended Operating Procedures and Techniques (ROPAT);
• Demonstration on operational use of the Computerized Airplane Flight Manual (CAFM);
• Operation with single and dual HUD, (Single HUD is standard equipment dual is optional);
• End of course written exam;
• Proficiency Check;

Specialty training as part of the initial type rating requirements for the following operations was evaluated for:

• Instructor led Stabilized Constant Descent Angle (CASS 724.115 (31)); and
• Instructor led Performance Based Approach, RNP, and LNAV-VNAV (AC 700-023).
• FFS HUD specialty training time is in addition to time required for the initial type course.

9.3 Specialty Training

The G7500 Initial type training was performed to CAT I approach minimums and Standard take-off minima. The additional training to qualify operators for a Special Authorization/Specific Approval (SA) for take-off minima reported visibility RVR 1200 feet and RVR 600 feet was not evaluated under the scope of this OE.

9.4 Recurrent Training

G7500 recurrent training requirements shall be in accordance with the requirements of CAR 704.115 TCCA approved recurrent training programs or CAR 604.139 for private operators and any additional currency items identified in this report.

9.5 Training Areas of Special Emphasis (TASE)

Several aircraft systems and/or procedures must receive special emphasis in G7500 training program. Pilots must receive special emphasis training during, ground, systems integration and flight training in a FFS.

Special emphasis training during initial, recurrent and upgrade training should be provided in the following areas:

9.5.1 Flight Management System (FMS)

• Knowledge of the various modes of automation and FMS limitations,
• Knowledge and skills related to MFW / FCP use,
• Recognition of mode awareness and transition modes through the FMA,
• CRM issue linked to automation (task sharing and crosschecks),
• Programming of a holding pattern (performed on the coupled side),
• NAV-to-NAV and non-NAV-to-NAV transfers,
• Localizer Back Course and other 2D approaches, and
• FMS speed reverting to 250 kts when extending runway centerline on a vectored approach and the selection of MAN speed to avoid the unintended increase in speed to 250 kts.

9.5.2 Electronic Check List (ECL)

• Use of ECL application,
• Knowledge of appropriate logic and use of ECL in conjunction with system failures,
• Priority of ECL procedures to be completed,
• Conditional items, non-EICAS procedures, crew discipline for ECL actions: respect of the depicted procedure, crosscheck of actions, aircraft status analysis.

9.5.3 Memory Items/Immediate Action Items

All memory items which pilots are expected to perform without immediate reference to ECL, QRH etc. include:

• Takeoff
• Go−Around
• Rejected Takeoff
• Engine Failure after V1
• Stall Recovery
• Unusual Attitude Recovery
• Resolution Advisory
• Terrain Warning Recovery
• Wind shear Recovery

Flight crews must be trained to execute these immediate action items by memory.

9.5.4 Emergency Descent Mode (EDM)

Functionalities and differences between the manual and automatic EDM, e.g. auto pilot engagement, A7700, recovery from EDM to normal operations.

9.5.5 Fly-By-Wire System

• The proper use of sidesticks, the relationship between the two sidesticks and the transfer/takeover of control
• Knowledge of the FBW system and all FBW characteristics including flight and structural protections provided by various control laws, and
• Operational considerations and handling degradation associated with all direct modes.

9.5.6 TCAS limitations

TCAS Resolution Advisory (RA) inhibit altitude criteria above 44000 ft.

9.5.7 Unreliable Airspeed/Altitude

Unreliable Airspeed/Altitude procedures, and a Low Speed scenario, in which pilots must disregard an erroneous Flight Director / Flight Path Cue which comes on automatically and cannot be deselected as long as the indicated speed is at or below V_{min trim}.

9.5.8 Balked/Bounced landing

The behavior of flight guidance system with TOGA button activation and nuisance “No take-off” warning during balked landing with a ground contact, bounced landing and/or touch and go.

9.5.9 Control Tuning Panel (CTP)

Recovery of the altimeter pressure settings after an inadvertent selection of the STD button following a failed CTP.

9.5.10 Head-Up-Display (HUD)

• Limitations, indications and use of single or dual HUD (as equipped).
• Training for failed HUD,
• The demonstration of HUD indication to the pilot occupying right seat, for single HUD installations

9.5.11 Principles of Vertical Navigation (VNAV)

Proper interpretation of all VNAV FMAs during climb, descent and approach.

9.5.12 Performance

The inability to meet Departure Procedure climb gradient requirements at weights at or above 110,000 pounds.

9.6 Seat Dependent Tasks

Pilots must receive training in these seat dependent tasks in the seat they are assigned:

• a) Nose Wheel Steering Tiller Usage (left seat) for initial, recurrent and upgrade,
• b) HUD (left seat) for initial, recurrent and upgrade,
• c) HUD (right seat pilot HUD familiarization for single HUD equipped aircraft) for initial, recurrent and upgrade,
• d) HUD (right seat for dual HUD equipped aircraft) for initial, recurrent and upgrade,
• e) Passenger Oxygen (right seat) for initial, recurrent and upgrade, and
• f) Cockpit Preflight for initial, recurrent and upgrade.

9.7 Regulatory Training Requirements

Reserved

9.8 Flight Simulation Training Devices (FSTD)

Device and simulator characteristics are designated in Aeroplane and Rotorcraft Simulator Manual (TP 9685). The acceptability of differences between devices, simulators, and aircraft must be addressed by the Principal Operations Inspector (POI). Requests for device approval should be made to the POI. The POI may approve those devices for that operator if their characteristics clearly meet the established TC criteria and have been qualified by the National Simulator Evaluation Program (NSEP).

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 approved airport scene.

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

The FSTD required minimum level for the System Integration training is an FTD level 6 or higher.

9.8.2 Full Flight Simulator

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

The HUD (single or dual installations) must be trained with either of the noted FFS Levels with day and night conditions.

9.9 Training Equipment

There are no specific systems or procedures that are unique to the G7500 that require specific training equipment.

9.10 Differences Training Between Related Aircraft

Reserved

10. Pilot Checking

10.1 Landing from a No Flap or Non Standard Flap Approach

Checking using full slats and 00 flaps during an approach to landing and landing with maximum demonstrated crosswind is required for initial, recurrent during and upgrade.

10.2 Specific Flight Characteristics

There are no specific flight characteristics.

10.3 Seat Dependent Tasks – Initial and Recurrent PPC / CC

Pilots must be checked in these seat dependent tasks:

• a) Nose Wheel Steering Tiller Usage (left seat) for initial, recurrent and upgrade,
• b) HUD (left seat) for initial, recurrent and upgrade, and
• c) HUD (right seat for dual HUD equipped aircraft) for initial, recurrent and upgrade.

10.4 Other Checking Items

No HUD takeoff, IFR Approach, and landing for initial, recurrent and upgrade.

10.5 Flight Simulation Training Devices (FSTD)

There are no specific systems, procedures, or maneuvers that are unique to the G7500 that require a specific FSTD for checking.

10.6 Equipment

There are no specific systems or procedures that are unique to the G7500 that require specific equipment.

10.7 Differences Checking Between Related Aircraft

Reserved

10.8 Pilot Proficiency Check (PPC)

Aircraft knowledge tests should be conducted prior to any proficiency checks. Any limitations, immediate actions that must be committed to memory should be evaluated by closed book examination for all initial, 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 G7500 other than those already required under CARS 604 or CARS 704.

11.1 Differences Currency between Related Aircraft

Reserved

12. Operational Suitability

12.1 General

The G7500 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 and 704.

Operational suitability flights were conducted on the G7500 (FTV 4) serial number 70004 (C-GLBR) during the original OE. The flights were conducted in IMC/WMC conditions which consisted of the following:

• Familiarization flight,
• Aircraft T5 check,
• Functional reliability flight day & night,
• Manual gear extension,
• RAT deployment,
• Aircraft handling in direct mode,
• Actual max crosswind landing,
• Air cart engine start,
• Cockpit Emergency Exit Hatch egress exercise conducted,
• Long range flight to 51,000 ft. to a night landing on a wet runway,
• Long range flight to 47,000 ft. to a night landing with Autobrakes set to high,
• Evaluation of the flight deck observer seat,
• Evaluation of the Flight Crew Sleeping Quarters and Crew Rest Facilities, and
• Evaluation of the aircraft amenities.
  • Sound levels,
  • Passenger seating comfort,
  • Lavatory

AFM normal, abnormal, emergency procedures and calculated performance parameters (i.e. fuel consumption, cabin PSI at 51,000 ft. etc.) were evaluated during these flights. Flights were conducted out of Montreal to Winnipeg, Ottawa, Vancouver, Quebec, Mirabel, and out of Wichita to Oklahoma City.

12.2 Passenger Cabin

The G7500 is certified as a “green” aeroplane and does not include passenger provisions. Each interior configuration requires an evaluation by the TCCA authority responsible for the Air Operator Certificate (AOC) (CAR 704) or Private Operator Registration Document (PORD) (CAR 604) as applicable. Operators should consult their TCCA approving authority early in the planning stages to ensure their specific interior does not introduce any elements that would jeopardize the CARS 704/604 compliance requirements.

12.3 Augmented Crew

The passenger cabin configuration will have a determining factor as to whether the flight crew are able to exercise supervision over the passengers during flight by visual and aural means. Some cabin configurations may make it difficult for the flight crew to effectively supervise passengers during high workload situations or while responding to an emergency.

The requirements of CARS 604.221 determine the augmented crew requirements for private operators and CARS 704.33(1)(e) and 704.33(3) will apply for CARS 704 Operators. Refer to section 13 for further guidance concerning Commercial Air Services.

12.4 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. (Additional guidance is provided in the most recent revision of TCCA AC 700-016).

12.5 Flight Deck Observer Seat

The Flight Deck Observer Seat on FTV 70004 (C-GBLR) was installed by a complete interior Supplemental Type Certificate (STC). The seat identified as a B/E Aerospace Fisher GMBH European TSO (EASE.210.10056434) Cockpit Observer Seat 4041356H151 was evaluated by the OE team on December 5, 2018 and found to meet current edition of AC120-83 Flight Deck Observer Seat and Associated Equipment.

12.6 Crew Rest Facility

The crew rest facility on the G7500 is installed by means of a complete interior Supplemental Type Certificate (STC). The crew rest facility was evaluated on FTV 70004 (C-GBLR) as a:

• Flight relief facility – bunk – a bunk that meets the requirements of Aerospace Recommended Practice ARP4101/3, Crew Rest Facilities, published by the Society of Automotive Engineers (SAE), and is configured in accordance with the requirements of section 3.2.9 of Aerospace Recommended Practice ARP4101, Flight Deck Layout and Facilities, published by the SAE; and as a
• Flight relief facility – seat – a fully reclining seat that is separated and screened off from the passengers and flight deck, that is equipped with a call device, a restraint system designed to restrain a sleeping person and portable oxygen equipment, and that is not subject to distraction from noise generated in the cabin.

Both formats were evaluated by the FAA meet the requirements of ARP4101/3. TCCA accepts the findings of the FAA.

12.7 Aircraft Approach Category and Circling Minima

The G7500 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 4 landing configuration.

Circling approaches for the G7500 are flown with the landing gear down, Flaps 4, and V_ref + 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.

12.8 Normal Final Approach Flap Setting

The normal Final Approach Flap Settings for the G7500 is Flap 4.

12.9 Tire Pressure Indicating System (TPIS)

FTV 70004 (C-GBLR) utilized for the operational flights was equipped with a Tire Pressure Indicating System (TPIS) which is an option on the G7500. Operators that will operate a G7500 equipped with a TPIS or any other optional system will require training on system knowledge to be included in the TCCA approved training program for initial, recurrent and upgrade.

12.10 Computerized Aircraft Flight Manual (CAFM)

The CAFM is delivered with every G7500. The OE team was provided with a demonstration on its use. Training on CAFM use is not required for initial type training. Instructor led Aeroplane performance training is provided. Operators will determine how they will integrate the use of the CAFM into their operation prior to EIS and will provide training on the CAFM.

12.11 Cockpit Emergency Exit Hatch

The G7500 is equipped with a cockpit emergency exit hatch. The OE team evaluated emergency egress practical exercise. Pursuant to CASS 724.115 (c) & CARS 604.169 (2) operations on the use of emergency exits which includes practical training is required for the G7500.

12.12 Commercial Air Services CAR Subpart 704 – Commuter Operations

A ministerial authorization is required to allow Canadian air operators to operate the G7500 under subpart 704 as the maximum zero fuel weight of the aeroplane exceeds the 22 680 kg (50,000 pounds) limit set out in paragraph 704.01(b) of the CARs.

The visual and aural supervision of passengers is required to perform safety-related duties and to manage the passengers in an emergency situation. On aircraft where flight crew members cannot exercise supervisory control over the passengers by visual and aural means, a cabin crew member is required to augment the crew. A cabin crew member is a crew member, other than a flight crew member, who has been assigned duties to be performed in the interest of the passengers in a passenger-carrying aircraft.

Subpart 704 of the CARs is largely silent regarding the required safety and emergency equipment and the responsibilities and training of a cabin crew member. Therefore, where passenger carrying authority is requested, an exemption from paragraph 704.33(1)(e) is required to incorporate the occupant and cabin safety conditions that have been identified as necessary to provide for an acceptable level of safety.

These exemptions outline the conditions applicable to operating the G7500 in an on demand commercial air service. (See NCR-012-2020 and NCR-013-2020)

13. Miscellaneous

Reserved

14. References

1. FAA Flight Standardization Board (FSB) for the Bombardier BD-700-2A12 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-177, Issue No 20, dated August 26, 2019 or later issue;
5. TCCA AC 700-009; Automatic Dependent Surveillance Broadcast; Issue 02, dated 2011-03-11 or later revision;
6. TCCA AC 700-016; Compliance with Regulations and Standards for Engine-Inoperative Obstacle Avoidance; Issue 01, dated 2010-02-05 or later revision;
7. TCCA AC 700-041 Performance-Based Communication and Surveillance (PBCS); Issue 04, dated 2018-05-18 or later revision;
8. TP 9685E Aeroplane and Rotorcraft Simulator Manual, Revision 3, dated 2019-08-01.

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	Audio visual presentation (A/V) 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 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	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

Reserved

Appendix 3 – Difference Tables

Reserved

Appendix 4 – FANS CPDLC

1. General

1.1 Scope

An Operational Evaluation was conducted to evaluate the Bombardier Inc. Original Equipment Manufacturer (OEM) Specialty training program, associated pilot qualification requirements and operational suitability of the G7500 Future Air Navigation Systems – Controller-Pilot Data Link Communication system (FANS-CPDLC).

1.2 OE Summary

A joint TCCA (lead authority) and EASA OE of the FANS-CPDLC system capability was completed in October 2019. The FAA delegated TCCA to represent them for this OE. The OE included the evaluation of Ground training at the CAE Civil Aviation Training Solution facility in Montreal, QC, Canada which was delivered in two phases:

• Computer Based Training e-learning (4.5 hrs)
• System Integration (SI) training (4.0 hrs)

Following the evaluation of both the CBT and SI the OEB team conducted a T3 test to evaluate the Level C training in the G7500 FFS.

The following courseware and training aids were evaluated:

• Computer Based Training (CBT),
• SI Training using a Level 6 FTD (or higher),
• End of course exams,
• FANS CPDLC OEM Training syllabus
• FCOM VOL 1 and 2, QRH.

  The FANS-CPDLC course evaluated by TCCA was deemed to be acceptable for use as the basis of an air operator’s (CAR 704) and private operator’s training program (CAR 604).

1.3 Description

G7500 FANS-CPDLC

FANS is a communication and surveillance data link avionics 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 for voice communication and is a supplemental form of communication.

The airplane data link system is approved to the criteria in AC 20-140B for the following data link capabilities:

• Interop Designation:
  • FANS 1/A+ (with automation)
  • ATN B1
  • ACARS ATS
• Sub-networks:
  • VDL MA/2
  • SATCOM (Iridium)
• Airplane allocated Performance:
  • CPDLC: RCP 240
  • ADS-C: RSP 180.

The G7500 Datalink system has been demonstrated to comply with the applicable safety, performance, and interoperability requirements for continental ATN B1 Datalink using VDL Mode 2.

The G7500 ATC Datalink supports multi frequency operation as defined in ARINC Spec 631-6.

1.4 Guidance Material

Canadian air operators operating under sub-part 4 of Part VII of the CARs (CAR 704) 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 Specific Approval/OPS SPEC requirements:

• AC 700-009; Issue 02 or later issue; Automatic Dependent Surveillance Broadcast.

Specific Approval (SA) requirements:

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

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 FANS-CPDLC training, Flight Crew Member must be current and qualified on the G7500.

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 C training difference levels. Canadian operators may incorporate this specialty training into the initial G7500 type rating course and recurrent flight crew member training program 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 is mandatory to any flight crew position:

• Curriculum outline (Annex A);
• Detailed ground training syllabus (Annex B);
• System Integration training syllabus (Annex C).

2.4 Flight Training

No flight training required.

2.5 Recurrent Training

Recurrent training requirements shall be in accordance with CAR 704.115 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. Pilot Checking

3.1 Applicability

In conducting FANS-CPDLC operations, specific 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.

FANS checking differences are assessed as Level C.

3.2 Initial and Recurrent Checking requirement

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

4. Pilot Currency

There are no additional currency requirements for the G7500 other than those already specified in CAR 604 or 704.

5. Operational Suitability

The FANS-CPDLC for the G7500 has been determined to be operationally suitable for Air Operators of Part VII (CARS 704) of the Canadian Aviation Regulations (CARs) and operators holding a Private Operator Registration Document issued under PART VI (CARS 604).

6. Flight Simulation Training Devices

Where FANS-CPDLC is incorporated into the Operators 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) will 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.

Annex A - Curriculum Outline

G7500 ATN B 1/FANS 1/A+ / CPDLC

Day	Theoretical Knowledge Training	Hours
1	Introduction	4.5
	FANS 1/A + Functions
	FANS 1/A + Ground Operations
	FANS 1/A + Normal Airborne Operation
	FANS 1/A + Emergency Operations
	ATN B1 Operations
	Resources, DDG and Limitations
	System Integration*	4.0
	Total Training Hours	8.5

Annex B - Ground Training Syllabus

G7500 ATN B 1/FANS 1/A+ / CPDLC

Subjects	Time
FANS1/A+ Ground Operations Departure Clearance CPDLC Pre-Flight Set-Up CPDLC – DCL procedures	30 min
FANS 1/A+ Normal Operations Quick Access Keys Loadable Flight Plan Modification Transfer of Connection Request Pages Altitude Request Offset Request Speed Request Route Request Multi-Element Messages Conditions Clearances Sending A Position Report When can We Request When can we expect speed Request Voice Request Monitoring WMC Descent Request Pilot Procedures ADS-C ADS-C Contracts ADS-C Event Contracts RNP 4 Airspace ADS-C Termination Oceanic Clearances Message Latency Timer Approach Clearance Timer Approach Clearance Request End of Flight	1.5 hrs
FANS 1/A+ Emergency Operation Emergency Operation MAYDAY Emergency Message PAN Emergency Message ADS-C Emergency Message Emergency Message Closure Cancelling an Emergency Message	1 hr
ATNB1 Operation Overview Network protocol ATN B1 and FANS 1/A+ Interoperability ATN B1 and FANS1/A+ Differences Logon CPDLC Page Request Functions Special Notes on ATN CPDLC Operations White List	1 hr
Resources, Dispatch deviation Guide (DDG) and Limitations Authorization Resources Approach Request Formatting ICAO Flight Plan DDG Elements Reporting Events Limitations	30 min
End of Course Exam	blank space

Annex C - System Integration Training Syllabus

G7500 ATN B 1/FANS 1/A+ / CPDLC

Subjects

Time

Systems Integration Training A-ATIS Request CPDLC Setup ACARS (DCL) Request Departure Clearance Request Logon Procedures ATC Transition Voice to CPDLC ATN B1 CPDLC Messages CPDLC Crew Requests Offset Route Modification and Direct To Climb Altitude Change Speed Change Arrival Approach Mayday due to Medical Emergency Cancel Emergency CPDLC ATC requests Multi-Message Climb and Report Change Transponder Code Frequency Change Monitor Auto Change to FANS CPDLC Auto Disconnect CRM

4 hrs

Appendix 5 – EFVS

Reserved

Appendix 6 – RNP AR

Reserved

Appendix 7 – Steep Approach Angle Operations

Reserved