Bombardier G7500

Transport Canada Civil Aviation (TCCA)

OPERATIONAL EVALUATION REPORT

Revision: 3

Date: 2025-03-31

BOMBARDIER

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

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

Original signed by Philippe Ngassam

Office of Primary Interest (OPI):

Gary Bishop
Acting Program Manager, Flight Technical and Operator Certification (FTOC);
Commercial Flight Standards (AARTF)
330 Sparks Street, Ottawa, Ontario
K1A 0N8
Tel: (613) 292-4238
E-mail: gary.bishop@tc.gc.ca

Management coordination sheet

Jean-François Bissonnette
Chairman G7500 Operational Evaluation Board (OEB)
Civil Aviation Safety Inspector, Flight Technical & Operator Certification (FTOC)
Commercial Flight Standards Division (AARTF)
Transport Canada, Civil Aviation
E-mail: jean-francois.bissonnette@tc.gc.ca

Original signed by Jean-François Bissonnette

Gary Bishop
Acting Program Manager, Flight Technical and Operator Certification (FTOC);
Commercial Flight Standards (AARTF)

Original signed by Gary Bishop

Yvan Chabot
Special Advisor to the Director
Standards
Transport Canada, Civil Aviation

Original signed by Yvan Chabot

Linda Kovacic
Director, Standards Branch (AART)
Transport Canada, Civil Aviation

Original signed by Linda Kovacic

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 differences requirements (MDR) table
• Appendix 3 – Difference tables
• Appendix 4 – FANS-CPDLC
• Appendix 5 – Enhanced Flight Vision System (EFVS)
• Appendix 6 – G7500 Flight training device Level 4 / System integration assessment
• Appendix 7 – Required navigation performance authorization required approach (RNP AR APCH)
• Appendix 8 – Steep approach landing with pubished glide path angles from 4.5 to 5.5 degrees
• Appendix 9 – Category II Operations (CAT II)

1. Record of revisions

Revision No.	Sections	Date
Original	All	3 April 2019
1	Cover Page, Contents, Sections 3, 5, 7, 8.1, 9.2.1, 9.3, 9.4, 9.5, 10.1, 12.3, 12.5, 12.6, 13 Appendix 1	16 August 2019
2	Cover Page, Management Coordination Sheet Contents, Sections 1, 2.1, 2.2, 3, 4.2, 4,8, 5, 8.1, 9.2.1, 9.3, 9.5, 9.6, 12.11, 12.12, 13, 14. Appendix 1 Appendix 4 (NEW) - FANS CPDLC	17 August 2020
3	Cover Page, Management Coordination Sheet Contents, Sections 1, 2.1, 3, 4.10, 4.11, 4.12, 4.13, 9.2, 10.1, 10.4, 10.8, Appendix 1, 6, 7, 8,and 9	31 March 2025

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 an applicant training program for use by Canadian operators (Private and Commercial) in accordance with Canadian Air Regulations (CAR);
2. Pilot qualification and type rating requirements including training, checking, and currency requirements, and;
3. The operational suitability of a new aircraft type, related aircraft or system / functionality.

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 – Note amended
• 3. Highlights of change – amended as necessary to reflect Rev. 3 changes
• 4. General
  • 4.4. Application of OE report – note added from section 2.1,
  • 4.10 G7500 Flight Training Device Level 4 System Integration Assessment OE, – subsection added,
  • 4.11 G7500 RNP AR OE – subsection added,
  • 4.12 G7500 Steep Approach Landing OE – subsection added, and
  • 4.13 G7500 CAT II OE – subsection added,
• 5. Acronyms - new acronyms added.
• 10. Pilot checking
  • 10.1 Landing from a NO Flap or Non Standard Flap Approach– content amended
  • 10.4 Other checking items – content amended
  • 10.8 Pilot Proficiency Check / Competency Check – content amended
• Appendix 1 – minor amendments and added currency table
• Appendix 6 – G7500 Flight Training Device (FTD) Level 4 – System Integration (SI) assessment – New Appendix
• Appendix 7 – G7500 RNP AR APCH OE – New Appendix
• Appendix 8 – G7500 Steep Approach Landing OE – New Appendix
• Appendix 9 – G7500 CAT II OE – 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 an alternate compliance is sought, training program credits, simulator approvals, and device approvals may be significantly limited, and reporting requirements may be increased to ensure equivalent levels of training, checking, and currency are maintained. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation.

4.6 AQP/OEB Report relationship

Reserved

4.7 G7500 initial 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.

This training was delivered by CAE Business Aviation Training facility in Montreal, QC, formerly known as Bombardier Customer Training.

4.8 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 Business Aviation Training 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).

4.9 G7500 Enhanced Flight Vision System (EFVS) OE

Reserved

4.10 G7500 Flight Training Device Level 4 – System integration assessment

TCCA (as lead authority) and the FAA conducted a Joint Operational Evaluation Board (JOEB) during the period of April 10 to April 14, 2023, to evaluate the applicant proposed amendments to the G7500 SI training program using an FTD Level 4.

The JOEB evaluation consisted of the complete review of the amended SIT as to validate CAE proposal which required to demonstrate the use of the CAE 400XR Level 4 FTD (TCID 1086) for delivery of SI training and identify any training / device differences from a Level C or higher FFS (no motion) to the FTD level 4.

The scope, FSTD difference and training requirements are provided in Appendix 6 of this report.

4.11 G7500 Required navigation performance authorization required (RNP AR) OE

TCCA (as lead authority), the FAA and EASA conducted a Joint Operational Evaluation Board (JOEB) to evaluate G7500 RNP AR specialty training and the operational suitability of the G7500 RNP AR operations from June 09 to June 28, 2023.

The JOEB evaluated Computer-based Training, (CBT), Instructor Led Training (ILT) and Full Flight Simulator (FFS) training that was delivered by CAE Business Aviation Training facility in Montreal, QC.

The scope, difference tables, training, checking and currency requirements are provided in Appendix 7 of this report.

4.12 G7500 Steep approach landing OE

TCCA (as lead authority), the FAA and EASA conducted a Joint Operational Evaluation Board (JOEB) to evaluate G7500 Steep Approach Landing (SAL) specialty training and the operational suitability of the G7500 SAL operations from June 09 to June 28, 2023.

The JOEB evaluated Computer-based Training, (CBT), Instructor Led Training (ILT) and Full Flight Simulator (FFS) training that was delivered by CAE Business Aviation Training facility in Montreal, QC.

The scope, difference tables, training, checking and currency requirements are provided in Appendix 8 of this report.

4.13 G7500 CAT II operations OE

TCCA (as lead authority), the FAA and EASA conducted a Joint Operational Evaluation Board (JOEB) to evaluate G7500 CAT II operations specialty training and the operational suitability of the G7500 CAT II operations from October 09 to October 23, 2023.

The JOEB evaluated Computer-based Training, (CBT), Instructor Led Training (ILT) and Full Flight Simulator (FFS) training that was delivered by CAE Business Aviation Training facility in Montreal, QC.

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

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

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

IAP Instrument Approach Procedures

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

SAL Steep Approach Landing

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.

1. Base Aircraft - An aircraft identified for use as a reference to compare differences with another aircraft.
2. Current – A crewmember meets all requirements to operate the aircraft under the applicable CAR or CASS.
3. Differences Tables – Describe the differences between a pair of related aircraft, and the minimum levels operators must use to conduct differences training, checking and currency of flight crewmembers. Difference levels range from A to E.
4. Master Differences Requirements (MDR) – Specifies the highest training, checking, and currency difference levels between a pair of related aircraft derived from the Differences Tables.
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. 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.
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).
8. Qualified – A flight crewmember holds the appropriate licenses and ratings as required by the applicable operating regulations.
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.
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.
11. Seat Dependent Tasks – Maneuvers or procedures using controls that are accessible or operable from only one flight crewmember seat.
12. Specialty Training – Training on specific functionalities and capabilities that is outside the scope of initial, recurrent or differences type rating training.
13. Specific Flight Characteristics – A maneuver or procedure with unique handling or performance characteristics that TCCA has determined must be checked.
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.
15. Variant - Synonym for Related Aircraft. A variant is an aeroplane or a group of aeroplanes with the same characteristics that have pertinent differences from a base aeroplane. Pertinent differences are those that require different or additional training associated to flight crew member knowledge, skills and or abilities that affect flight safety. (See Related Aircraft)

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), Global 5000 (GVFD Rockwell Collins Avionics), Global 5500 and Global 6500. 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.

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 FFS level C or higher (no motion). See section 9.8.1 for information on SIT;
• 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 (TCAS)
• Terrain Warning Recovery (TAWS)
• 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 44000ft.

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:

1. Nose Wheel Steering Tiller Usage (left seat) for initial, recurrent and upgrade,
2. HUD (left seat) for initial, recurrent and upgrade,
3. HUD (right seat pilot HUD familiarization for single HUD equipped aircraft) for initial and recurrent)
4. HUD (right seat for dual HUD equipped aircraft) for initial, recurrent and upgrade,
5. Passenger Oxygen (right seat) for initial, recurrent and upgrade, and
6. 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)

The FSTD required minimum level for the System Integration training is an FTD level 4* 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 a Level C or D FFS 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 a landing is required for initial and upgrade training.

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:

1. Nose Wheel Steering Tiller Usage (left seat) for initial, recurrent and upgrade,
2. HUD (left seat) for initial, recurrent and upgrade, and
3. 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 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) / competency check (CC)

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 Cabin crew and configuration

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 cabin 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 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.

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.

Currency differences legend

Differences level	Type	Currency method examples	Conditions
A	Not applicable	None	Currency common to each Related Aircraft Currency in one Related Aircraft suffices for currency in any other Related Aircraft Assessment or tracking currency of separate Related Aircraft not required.
B	Review	Manual information Bulletins Aircraft placards Memos Class handouts (not class notes) Video tapes/ ICBT/ILT Crew certification on a dispatch release	Knowledge related currency Review from crewmember of specific review material provided by the operator. Operator provides specific review material that must be reviewed to regain currency, if that Related Aircraft has not been flown within a specified period (e.g., 90 days)
C	Specified System (1)	Functionality system such as FMS, FGCS, or other equipment/systems	Currency is applicable to one or more designated systems or procedures. Currency is necessary for safe operation of a Related Aircraft. Currency is Skill related and Knowledge related. Related Aircraft with designated system must be flown within 90 days or as specified to maintain currency. Currency, when lost is re-established by completing required items using a training device equal or higher than specified for Level C differences training and checking. Other means to re-establish currency include supervised flights, or completion of proficiency training and check.
D	Specified Manoeuvres (2)	Maneuvers specified by the operational evaluation (e.g., specific flight crew training events as per regulation). E.g. Flight Crew Member flies selected manoeuvres (Takeoff, departure, arrival, approach or landing) on Related Aircraft using a particular FGCS or Instrument Display system), sufficiently often to retain familiarity and competence within the specified currency period.	Currency is required for performing aircraft control tasks in real time with integrated use of associated systems and procedures that can be accomplished during normal line operations. Currency is Knowledge related and Skills related. Level D currency may address certain specific differences. Currency, when lost is re-established by completing pertinent manoeuvres using a training device equal or higher than specified for Level D differences training and checking. Other means to re-establish currency include supervised flights, or completion of proficiency training and check.
E	As per CARs using FSTD or aircraft (3)	System, manoeuvre, or procedure currency, specified by the FSB/OEB, necessary for safe operations Use of EFIS, FMS, and FCGS, other systems in different phases of flight. Other means to re-establish currency include supervised flights, or completion of (proficiency) training and check.	Takeoffs and Landings or other manoeuvres in an FFS qualified to Level C or D, or on an aircraft within 90 days, or other regulatory requirements Level E currency may specify other system, procedure or manoeuvre currency items that must be used in conjunction with satisfying takeoff and landing requirements. Credit may be permitted for takeoffs and landings in any Related Aircraft with common flight characteristics. Currency, when lost is re-established by completing pertinent manoeuvres using a training device specified for Level E Training and Checking Differences. Note: Assignment of Level E Currency Differences does not result in assignment of Separate Pilot Type Rating. (Separate Type Rating applies only to Level E Training Differences)

Appendix 2 – Master differences 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 Business Aviation Training 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
	Introduction
	FANS 1/A + Functions
	FANS 1/A + Ground Operations
1	FANS 1/A + Normal Airborne Operation	4.5
	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

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 – Enhanced Flight Vision System (EFVS)

Reserved

Appendix 6 – G7500 Flight training device Level 4 / System integration assessment

1.0 General

1.1 Scope

An Operational Evaluation (OE) was conducted post initial type OE activity to evaluate CAE Inc. proposed amendments to the G7500 System Integration Training (SIT) program. CAE proposal required to demonstrate the use of the CAE 400XR Level 4 FTD (TCID 1086) for delivery of SI training and identify any training / device differences from a Level C or higher FFS (no motion) to the FTD level 4.

1.2 Applicability

The use of an FTD Level 4 in lieu of a level C or higher FFS (no motion) may be use by a Canadian operator in accordance with the provisions of CAR 704 or 604 and its training requirements.

1.3 Description

The CAE 400XR FTD level 4 is based on an open aircraft-specific flight deck area. The FTD has next-generation multi-touch flat LCD screens representing the four (4) DUs, Integrated Standby Instrument (ISI) panel, Capt and F/O Multi-function keyboard panel (MKP), TAWS panel, Gear and Brake panel, center pedestal control panels and all overhead control panels.

In addition to the flat LCDs screens, the FTD has the following hardware panels:

• Flight Control panel (FCP) - (actual aircraft hardware)
• Capt and F/O Control Tuning Panel (CTP) - (actual aircraft hardware)
• Capt and F/O Cursor Control Panel (CCP) - (replica hardware)
• Slat/Flap panel - (replica hardware)
• Left and Right Sidestick controller - (actual aircraft hardware)
• Throttle Quadrant Assembly - (actual aircraft hardware)
• Flight Spoiler Panel - (actual aircraft hardware)
• Park/EMER Brake panel - (replica hardware) – installed post OE
• Functional generic rudder pedals with electronic feedback (non-adjustable), and
• one channel Visual System

1.4 Regulatory, Guidance and Operational Material

The TCCA OE evaluation was conducted using the following documents:

• Flight Crew Operating Manual Volume 1
• Flight Crew Operating Manual Volume 2
• Quick Reference Manual (QRH)
• JOEB OPS/FCL Common Procedures – 10 June 2004
• FAA AC 120-53B – Guidance for conducting and use of Flight Standardization Board (FSB) Evaluation – 24 October 2016 Change 1

2.0 PILOT TRAINING

2.1 Applicability

The FTD is to be used for procedural training only and has not been assessed for any training task / flight credits. The FTD may be utilized for both initial type rating and recurrent SI training.

If a training provider / facility does not have an FTD Level 4 (CAE 400XR), the Operator will require to conduct the SI training in a Level C or higher FFS (no motion) as previously validated and assessed during the Initial Type OE activity.

2.2 SIT training

The SIT differences and curriculum amendments addressing the transition from FFS level C or higher (no motion) to the FTD level 4 are found in Annex A and B.

3.0 Pilot checking

3.1 Applicability

The FTD is not assessed and is not approved for checking under CAR 704 and 604.

4.0 Flight Simulation Training Devices

The operator’s training program under CAR 704 and 604 is to be conducted with a qualified FTD Level 4 in accordance with CAR 606.03.

It is incumbent to the operator to review the FTD Qualification Initial Certificate to assess the device qualified capabilities associated, but not limited to flight instrumentation / systems, qualified airports, qualified approaches, approach systems, and any additional qualifications.

Annex A

CAE FTD SI – differences between FTD Level 4 and FFS

The following table identifies the training subjects / events that require to be trained in the FFS sessions (Level C or higher) due to FTD systems, functionalities, or equipment differences.

SI #	Events	Systems/Events	Training Design Comments
1	Cockpit Orientation	Seat Operation	Accomplished in FFS 1
	Power ON	Rudder Pedal Adjustment	Accomplished in FFS 1.
	Lighting	Interior Lighting	No functionality, but position of Cockpit Lighting Controls can be demonstrated Practical demonstration moved to FFS1.
	Audio Control Panels	Controls and setup	No functionality, but position of Audio Control Panels can be demonstrated. Practical demonstration moved to FFS1.
	HUD Familiarization	Controls & Indications	Practical demonstration is performed in FFS 1. CBT HUD Module is sufficient to demonstrate the controls and functions of the HUD
4	Before Start Preparation	Oxygen Systems Check	Practical demonstration moved to FFS 1 and 6. Oxygen System and Operation of Flight Crew Masks and Passenger Oxygen is covered in the ENVIRONMENTAL CONTROL SYSTEM CBT
	Check List Items	Checklist Items - CB - quick access option	FFS 1 contains the “preflight flightdeck’ (cold cockpit start) as training event which includes the POWER ON CHECK. Cold cockpit starts are further accomplished in FFS 7 (LOFT) and FFS 8 (Review and Recommendation).
5	Emergency Brakes	Gear / Brakes	G7500 FTD400XR includes functional rudder pedals with electronic feedback, no feedback on parking brake. Accomplished in FFS 2 and 6
6	Before Flight Preparation	HUD / SVS	Practical demonstration moved to FFS 1. CBT HUD module is sufficient to demonstrate the controls and functions of the HUD
	Before Takeoff	Flight Controls Check	Accomplished in FFS 1
	Normal Mode Pitch/Roll/Yaw	FBW Yaw/Rudder	G7500 FTD400XR includes functional rudder pedals with electronic feedback
8	Windshear and Takeoff	PWS Before 80 knots	Accomplished in FFS 6
	Emergency Descent	Automatic and Manual Emergency Descent	The EDM automatic and manual mode can be demonstrated in the FTD Actual EDM training with use of Oxygen Mask is covered in FFS 6. TASE 9.2.1.3 Requirements: Emergency Descent Mode (EDM). Activation, functionalities, and differences between manual and automatic modes (e.g., autopilot, squawk, recovery, heading and altitude management).

Annex B

G7500 Systems integration – Curriculum outline overview

The table below provides the Systems Integration curriculum outline overview and revision dates. The SI have been assessed and amended during the process of the OE activity and have demonstrated compliance for the delivery of the G7500 SI using the FTD Level 4.

Curriculum outline

Systems integration	Overview	Duration Hrs	Revisions
SI 1	The objective of the first systems integration session is to review: Airplane General, Display Control and Management, Aural and Visual Indications, Lighting, and introduction to ECL.	3.5	June 2023 – Rev 6
SI 2	The second systems integration session is to review: APU, Electrical system, Doors, Communications and FMS 1.	3.5	June 2023 – Rev 8
SI 3	The third session will review: Smoke/Fire, Engine, and FMS 2 and 3.	3.5	June 2023 – Rev 6
SI 4	The fourth systems integration session reviews: Environmental Control System and Fuel System	3.5	June 2023 – Rev 5
SI 5	The fifth systems integration session reviews: Hydraulics, Navigation, Gear/Brakes, Flight Instruments, Autopilot/Flight Director/Autothrottle and FMS.	3.0	June 2023 – Rev 6
SI 6	The sixth systems integration session reviews: Flight Controls, Ice Protection, Flight Instruments (HUD) and FMS.	3.0	June 2023 – Rev 5
SI 7	The seventh systems integration session reviews: Avionics systems: Threat Awareness and FMS.	3.0	June 2023 – Rev 7
SI 8 Part 1	The eighth (part 1) systems integration session reviews mainly avionics systems: Threat Awareness, Flight Director / Autopilot, Navigation, FMS, Fire Protection and use of FD modes for Localizer Back-Course (LOC BC), and NDB approaches. ***LOC BC and Fire Protection completed in Part 2 of this SI.	3.0	June 2023 – Rev 6
SI 8 Part 2 LOC BC* see note	The eighth (part 2) systems integration session reviews: use of FD modes during Localizer Back-Course (LOC BC) approaches and Fire Protection Procedures.	*SI 8 Part 2 timing is included in SI 8 Part 1	April 2023 – Rev 2
SI CPDLC	The CPDLC training will be conducted in two parts. The first part is intended as an operational exercise to reinforce the use of DLK and CPDLC (FANS-1/A+). The second part is intended as an operational exercise to reinforce the use of DLK and CPDLC (ATN). The crew will familiarize and practice using DLK and CPDLC on ground and in flight. Transition to and from CPDLC (FANS-1/A+) will also be addressed both in normal and emergency operations.	4.0	June 2023 – Rev 4
TOTAL		30 HRS

Appendix 7 – Required navigation performance authorization required approach (RNP AR APCH)

1.0 General

1.1 Scope

An Operational Evaluation (OE) was conducted to evaluate the acceptability of Bombardier Inc. Original Equipment Manufacturer (OEM) specialty training program, associated pilot qualification requirements and operational suitability of RNP AR APCH for the Global 7500 BD-700-2A12 (G7500).

1.2 Applicability

Canadian air operators and private operators require an operational approval “Specific Approval/Special Authorization” (SA) to conduct RNP AR APCH and must comply with AC 700-024 Issue 03 or the latest version.

RNP AR APCH is an optional functionality on the G7500 and must be operated in accordance with the G7500 AFM Supplement 10.

Completion of RNP AR APCH training does not constitute operational approval to conduct such operations.

1.3 OE summary

TCCA (as lead authority), the FAA and EASA conducted a Joint Operational Evaluation Board (JOEB) to evaluate the specialty training and the operational suitability of the G7500 RNP AR APCH capabilities during the period of June 09 to June 28, 2023.

The JOEB evaluated Computer-Based Training (CBT), Instructor Led Training (ILT) and Full Flight Simulator (FFS) training that was delivered by CAE Business Aviation Training at the Montreal QC facility.

Following the CBT, ILT and FFS training evaluation, the JOEB team conducted Authority specific T3 tests to evaluate the Level D training in the G7500 FFS.

The JOEB also conducted a right seat validation session and determine no difference training elements for operating RNP AR APCH as Pilot Flying (PF) from the right seat.

Following the FFS T3 testing, on-aircraft suitability flights were conducted on a Bombardier G7500 demonstration aircraft (N717GL) Serial #70117. Each JOEB members conducted 3 approaches using the RNAV (RNP) Z runway 08 located at the Rifle Garfield County airport (KRIL).

The T3 test consisted of:

• All Engine Operating (AEO) - normal approach,
• AEO - deviations in path lateral / vertical and missed approach conducted during an RF leg after the Final Approach Point (FAP) respecting speed constraint, and
• Operating Engine Inoperative (OEI) - approach with missed approach prior to DA

The RNP AR APCH Specialty training course (CBT, ILT & FFS) 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).

1.4 Description

RNP AR APCH operations provides unique instrument procedures requiring additional levels of scrutiny, control, onboard performance monitoring and alerting, training and authorization. Approaches may be developed to provide access to aerodromes affected by terrain, obstacles, airspace and capacity constraints. The primary NAVAID infrastructure supporting RNP AR is the global navigation satellite system (GNSS).

The G7500 aircraft is capable of dual or single engine RNP AR approach operations. It is certified and approved specifically for approaches greater than or equal to RNP 0.3 in the approach segment and RNP 1.0 in the missed approach segment. Compliance with the AFM standards does not constitute approval to conduct RNP AR approach operations.

1.5 Regulatory, Guidance and Operational Material

The TCCA OE evaluation was conducted using the following documents:

• Global 7500 AFM Supplement 10 – REQUIRED NAVIGATION PERFORMANCE AUTHORIZATION REQUIRED (RNP AR) APPROACH OPERATIONS
• Flight Crew Operating Manual Volume 1 & 2
• Quick Reference Manual (QRH)
• Transport Canada Advisory Circular (AC) 700-024 – Required Navigation Performance Authorization Required (RNP AR APCH): Special Authorization / Specific Approval and Guidance – Issue 03; Effective date April 01, 2023
• JOEB OPS/FCL Common Procedures – 10 June 2004
• FAA AC 120-53B – Guidance for conducting and use of Flight Standardization Board (FSB) Evaluation – 24 October 2016 Change 1

2.0 Pilot training

2.1 Previous experience and prerequisite for RNP AR APCH

If RNP AR APCH Specialty training is conducted as a stand-alone training, flight crew member must hold a G7500 pilot type rating and meet all applicable CARs 704 and/or 604 requirements and CASS 421.40 (3) (a) (ii).

Alternatively, Canadian operators may incorporate the RNP AR APCH specialty training into the initial G7500 pilot type rating course and recurrent as additional training.

2.2 Applicability

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

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

The RNP AR APCH specialty training has been assessed and established as Level D training difference levels. Annex B provides the Differences Tables (ODR) overview.

2.3 Initial Ground Training

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

The minimum ground training times is 6.5 hrs. Annex A provides the overview.

2.4 Flight Training

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

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

Flight training script (initial and recurrent) for RNP AR APCH shall incorporate the unique AR characteristics with respect to approaches having Radius to fix (RF) legs (prior and after the FAF/FAP) and RNP missed approach.

Flight training with two candidates shall include a minimum of 4 hours of FFS training and shall be divided evenly between time as the Pilot Flying (PF) and Pilot Monitoring (PM). Annex A provides the overview.

The approaches must include as a minimum:

• Four RNP AR approaches as PF and PM.
  • Two of the four RNP AR approaches must have Radius to Fix (RF) legs,
    • RF leg prior and after the FAP
  • Two of the four RNP AR approaches must be flown to the Decision Altitude (DA),
  • Two of the four RNP AR approaches must be flown to an RNP missed approach, and
    • A missed approach conducted after the FAP where RF leg requires speed constraints limitations and operational considerations.
  • One of the RNP AR approaches must be flown to a landing.

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

• Four RNP AR approaches as PF and two as PM.
  • Two of the four RNP AR approaches must have Radius to Fix (RF) legs,
    • RF leg prior and after the FAP.
  • Two of the four RNP AR approaches must be flown to the Decision Altitude (DA),
  • Two of the four RNP AR approaches must be flown to an RNP missed approach, and
    • A missed approach conducted after the FAP where RF leg requires speed constraints limitations and operational considerations.
  • One of the RNP AR approaches must be flown to a landing.

2.5 Recurrent Ground Training

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

2.6 Recurrent Flight Training

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

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

• One of the approaches must have Radius to Fix (RF) legs after the FAP (considering speed constraint during missed approach).

2.7 Training Area of Special Emphasis (TASE)

Several aircraft system and/or procedures must receive special emphasis to enhance pilot training and understanding of the RNP AR APCH operations in the G7500.

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

• Ground training on the actions to be taken when an Underspeed (USPD) occurs during a RNP AR approach as the VGP will not arm.
• Ground and flight training to include go around procedure when above the missed approach altitude including FMS sequencing.
• Ground and flight training to include go around procedure when radius to fix (RF) legs are after the FAP.
  • Requirements and considerations for speed constraints and management, aircraft configuration and FMS sequencing.
• Ground training and flight training on contingency procedure / escape manoeuvre in case of loss of:
  • RNP system components,
  • Navigation signal in space, and
  • Identification of hazards and special procedures unique to a particular approach.
• Ground training and flight training emphasis regarding the operational required equipment to start and continue the RNP-AR approaches (MEL review and inflight considerations)

3.0 Pilot checking

3.1 Applicability

In conducting RNP AR APCH operations, specific duties and procedures are assigned to the PF and PM. Therefore, the requirement for initial and recurrent checking is applicable to both PIC and the SIC.

RNP AR APCH checking differences were established to be at Level D. The details are defined in the following sub-section.

Annex B provides the Differences Tables (ODR) overview.

3.2 Initial and Recurrent Checking requirement

The RNP-AR APCH checking is to be conducted in accordance with the requirements of AC 700-024 RNP AR APCH (latest issue).

Flight crews conducting RNP AR APCH operations shall have completed a PPC or Competency Check (CC), as applicable, following successful completion of training program and prior to commencing RNP AR APCH operations.

Checking should be conducted within 30 days after completion of the specialty training.

The following manoeuvres should be considered as a minimum on an initial, recurrent and upgrade PPC/CC:

• An approach using RNP AR APCH in IMC condition with at least:
  • An approach to a landing, and
  • An approach to a missed approach (MA conducted after the FAP where RF leg requires speed constraints limitations management and operational considerations).

The RNP AR approach may substitute a non-precision approach on initial or recurrent checking required under CAR 604 and CAR 704 PPC schedule.

4.0 Pilot currency

Operators flight crew shall maintain currency in accordance with CAR 704 and/or CAR 604 requirements.

To maintain currency in RNP AR operations, PF should have accomplished at least one RNP AR approach to either a missed approach or a landing within the preceding six (6) months. Additionally, the PM should be RNP AR current and qualified as described in this appendix.

RNP AR APCH currency differences were established to be at Level D and Annex B provides the Differences Tables (ODR) overview.

5.0 Operational suitability

The G7500 RNP AR APCH has been determined to be operationally suitable when operated in accordance with the AFM supplement and associated operational documents.

This applies to operators operating under CAR 704 and CAR 604.

6.0 Flight Simulation Training Devices

Flight crew training, checking and currency requires the use of a TCCA National Simulator Evaluation Program (NSEP) qualified level C or higher G7500 FFS (single or dual HUD as applicable) with day and night visual displays and approved visual scenes for the intended aerodromes.

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

Annex A

RNP AR APCH - Curriculum outline and detailed training syllabus.

The information represents the initial RNP AR APCH outline and detailed syllabus which was presented and assessed by the JOEB members. Its content and minimum timing contributed to the acceptability of the specialty training.

An air operator shall ensure the candidates receive both ground and FFS training in accordance with the requirements of AC 700-024 RNP AR APCH (latest issue).

Curriculum outline

Day	Ground training	Hours
1 (CBT)	Introduction	0.5
	RNP AR Overview	0.5
	Monitoring Airplane Position and RNP	0.5
	Navigation Performance Limits	0.5
	Baro-VNAV	0.5
	Normal Operations	0.5
	Flying Techniques	0.5
	Non-Normal Operations	0.5
	Validation Exam	0.5
1 (ILT)	RNP AR Pilot Training	1.5
	End of Course Exam	0.5
	Ground Training Hours	6.5

Day	Simulator Session	Hours Crew		Hours Single
		PF	PM	PF	PM
2	Simulator Session #1	2.0	2.0	2.0	1.0
Total Flight Training Hours		4.0		3.0
Pilot Checking (CARs 704 PPC or CARs 604 CC)

Detailed training syllabus

Ground school

Introduction
Course Objectives Course Overview Course User Guide Course Navigation

RNP AR Overview
RNP AR Approaches Final Approach Point Design Characteristics From Conventional Navigation to RNP Benefits Difference Between RNAV and RNP Performance-Based Navigation Manual Approach Classification Regulatory Documents Approach Charts RNP vs. RNP AR Approach Track-to-Fix and Radius-to-Fix Legs Bombardier Publications Supplements Operational Approval

Monitoring Airplane Position and RNP
Global Navigation Satellite System (GNSS) Satellite-Based Augmentation System (SBAS) System and Outputs GNSS Operating Modes Accessing SBAS Service Providers Performance Monitoring and Alerting GNSS Messages RAIM and P-RAIM Definitions RAIM P-RAIM Estimated Position of Uncertainty (EPU)

Navigation Performance Limits
Obstacle Clearance Tolerances Lateral Total System Error Lateral FTE Indications RNP Value Change Operational vs. Obstacle Clearance Limit Vertical Total System Error Vertical FTE Indications Vertical FTE Considerations at FAP Lateral / Vertical FTE Comparison Altimetry System Error Height Loss for Go-Around at Minimums Required Obstacle Clearance Operational and Obstacle Limits Navigation Errors

Baro-VNAV
Baro-VNAV Systems Vertical Path Angle Temperature Effect Temperature Compensation Decision Altitude Altimeter Setting Altimeter Setting Errors

Normal Operations

RNP AR Required Equipment Flight Compartment Preparation Approach Minimums Missed Approach Climb Gradient Approach Selection FMS Programming Verification Approach Configuration Independent Data Sources Approach Briefing Approach Status RNP AR Approach Procedure RNP AR Approach and Missed Approach Profile RNP AR Approach Video Monitoring the Approach Pilot Monitoring Callouts Discontinue the Approach Missed Approach FCOM 1 – RNP AR Procedures Limitations Performance

Flying Techniques

Airplane Category Restriction Speed, Wind and Bank Angle Maximum Speed in RF Legs Speed Constraints Effect of Excess Speed in RF Legs Pre-Flight Considerations Additional Considerations for RNP AR Approaches Minimum RNP Value for Missed Approach Missed Approach Profile at Minimums Missed Approach Considerations Missed Approach in RF Leg – Altitude Hold Missed Approach in RF Leg – TOGA Missed Approach from Above Missed Approach Altitude Regaining Lateral Track Regaining Vertical Track Direct-to Clearances Speed Constraints for Energy Management

Non-Normal Operations
System Failures Contingency Procedures Lateral Deviation Limit Automatic VFPA Mode Selection Vertical Deviation Limit RNP Operation-Related Messages SBAS-Related Messages FMS Caution Messages Single GNSS Sensor Failure Dual GNSS Sensor Failure FMS Failure TAWS Failure Comparator Flags Flight Director Failure Loss of Navigation Capability One-Engine-Inoperative FCOM 1 – RNP AR Procedures
Validation Exam

ILT Ground training subjects

RNP AR Pilot Training
References RNP AR Checklist Pre-Flight Considerations Weather Database Validity and GNSS SBAS and RAIM Prediction FMS Approach Availability Chart Information Approach Minimums Missed Approach RNP Below 1 NM Approach Preparation FMS Programming RNP AR Required Equipment Use of SVS Mode Approach Profile Types Maximum Speeds for RF Legs RNP AR Approach and Missed Approach Profile Approach Briefing Considerations Approach Approach Status Direct-to Clearances Regaining Lateral Track Regaining Vertical Path Missed Approach Considerations Missed Approach Missed Approach in RF Leg – Altitude Hold Missed Approach in RF Leg – TOGA Missed Approach from Above MA Altitude Contingency Procedures / Faults Considerations Lateral Deviation Limit Vertical Deviation Limit RNP Operation Related Messages Single GNSS Sensor Failure Dual GNSS Sensor Failure FMS Failure TAWS System Failure Comparator Flag One-Engine-Inoperative PF and PM Responsibilities PF Responsibilities PM Responsibilities Threat and Error Management Winds Missed Approach on RF Leg Terrain Energy Management Other Traffic RNP AR Checklist
End of Course Exam

Simulator session

Simulator Session - Maneuvers and Procedures

Cockpit and Avionics Setup Navigation Equipment Failures Speed Control Proper Use of AFCS and Flight Director RNP AR Approach Briefings Temperature Compensation Holding Lateral / Vertical Deviations from Course Wind Effects on RNP AR Approach Procedures RNP AR Approach Culminating in a Transition to Landing RNP AR Approach Culminating in RNP Missed Approach Handling of Aircraft when TOGA Selected in a Turn GPS Failures One Engine Inoperative RNP AR Approach Landing from RNP AR Approach Callouts CRM

Pilot Checking (CARs 704 PPC or CARs 604 CC)

Annex B

Global 7500 RNP AR APCH ODR Tables

The following ODR tables represent the training / checking / currency differences associated to the RNP AR APCH specialty training. These difference levels were proposed by the OEM and assessed / validated by the JOEB during the OE activity.

RELATED: BD-700-2A12 with RNP AR ≥0.3 BASE: BD-700-2A12 APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
DESIGN	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
RNP AR	Controls and indications	NO	NO		X			B	A

RELATED: BD-700-2A12 with RNP AR ≥0.3 BASE: BD-700-2A12 APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
SYSTEM ATA	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
RNP AR	Limitations listed in AFM supplement 10	NO	NO		X			B	A

RELATED: BD-700-2A12 with RNP AR ≥0.3 BASE: BD-700-2A12 APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
MANEUVER	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
RNP AR	RNP AR Procedures	NO	Normal / Non-Normal				X	D	D

Appendix 8 – Steep approach landing with published glide path angles from 4.5 to 5.5 degrees

1.0 General

1.1 Scope

An Operational Evaluation (OE) was conducted to evaluate the acceptability of Bombardier Inc. Original Equipment Manufacturer (OEM) specialty training program, associated pilot qualification requirements and operational suitability of Steep Approach Landing (SAL) for the Global 7500 BD-700-2A12 (G7500).

1.2 Applicability

Canadian air operators and private operators may require additional operational approval “i.e., Specific Approval / Special Authorization (SA)” to conduct SAL operations at specific aerodromes from the applicable Civil Aviation Authority.

SAL is an optional functionality on the G7500 and must be operated in accordance with the G7500 AFM Supplement 20.

The completion of this specific SAL training does not constitute operational approval to conduct such operations at London City, United Kingdom (EGLC) or any other aerodrome. Additional operational approval and/or National authority’s training requirements may be necessary prior to conducting SAL operations.

Operators intending to conduct SAL operations must obtain the aerodrome authority’s approval and incorporate its operational procedures requirements into the training program.

1.3 OE summary

TCCA (as lead authority), the FAA and EASA conducted a Joint Operational Evaluation Board (JOEB) to evaluate the specialty training and the operational suitability of the G7500 SAL capabilities during the period of June 09 to June 28, 2023.

The JOEB evaluated Computer-Based Training (CBT), Instructor Led Training (ILT) and Full Flight Simulator (FFS) training that was delivered by CAE Business Aviation Training at the Montreal QC facility. The London City, United Kingdom (EGLC) airport was used as basis for the OE assessment.

Following the CBT, ILT and FFS training evaluation, the JOEB team conducted Authority specific T3 tests to evaluate the Level D training in the G7500 FFS.

The JOEB also conducted a Right Seat validation session and determine no difference Training elements for operating SAL as Pilot Flying (PF) using the HUD (DUAL HUD configuration) from the right seat.

Following the T3 testing, on-aircraft suitability flights were conducted on a Bombardier G7500 demonstration aircraft (N717GL) Serial #70117. Each JOEB members conducted a minimum of 4 approaches using the ILS* runway 32 located at the Branson airport (KBBG).

The T3 test consisted of:

• Two (2) All Engine Operating (AEO) approach to a landing,
• One (1) AEO approach resulting to a Missed Approach Procedure (MAP) at Decision Altitude (DA), and
• One (1) approach conducted where Operating Engine Inoperative (OEI) simulated prior to DA resulting in OEI MAP.

The SAL specialty training course (CBT, ILT & FFS) 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).

1.4 Description

SAL operation provides the ability to conduct an instrument approach procedure to aerodromes that may be confined by terrain, obstacles or noise abatement requirements due to highly populated areas. The lowest value of approach path angle to be considered steep approach landing rules is 4.5 degrees.

The G7500 aircraft is certified and capable of steep approach with published glidepath angles from 4.5 to 5.5 degrees (inclusively). The G7500 is limited to steep approach with ILS guidance and/or published visual approaches with vertical path guidance (i.e., PAPI). SAL applies to BD-700-2A12 (G7500) airplanes incorporating Service Bulletins (SB):

• SB 700-34-7511
• SB 700-27-7502
• SB 700-27-7503
• SB 700-34-7521
• SB 700-34-7523

Compliance with the AFM standards does not constitute approval to conduct SAL operations.

1.5 Regulatory, guidance and operational material

The TCCA OE evaluation was conducted using the following documents:

• Global 7500 AFM Supplement 20 – STEEP APPROACHES WITH PUBLISHED GLIDEPATH ANGLES FROM 4.5 TO 5.5 DEGREES
• Flight Crew Operating Manual Volume 1 & 2
• Quick Reference Manual (QRH)
• JOEB OPS/FCL Common Procedures – 10 June 2004
• FAA AC 120-53B – Guidance for conducting and use of Flight Standardization Board (FSB) Evaluation – 24 October 2016 Change 1

2.0 Pilot training

2.1 Previous experience and prerequisite for SAL

If SAL specialty training is conducted as a stand-alone training, flight crew member must hold a G7500 pilot type rating and meet all applicable CARs 704 and/or 604 requirements and CASS 421.40 (3) (a) (ii).

Alternatively, Canadian operators may incorporate the SAL specialty training into the initial G7500 pilot type rating course and recurrent as additional training.

2.2 Applicability

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

It is the operator responsibility to validate and develop the SAL training program in accordance with the aerodrome authority specific technical and operational requirements.

The SAL specialty training has been assessed and established as Level D training difference levels. Annex B provides the Differences Tables (ODR) overview.

2.3 Initial ground training

The Initial Ground SAL was delivered using a two-phase process (CBT and ILT). The minimum time for CBT training is 3 hours and 2 hours for the ILT training. Annex A provides the training overview.

The training program must include the following minimum content and is mandatory to any flight crew position:

• Description of all aircraft systems, displays, HUD flight guidance, indications and alerting systems required for SAL functionality and system states,
• AFM SAL supplement 20 review, AFMS review to include limitations, procedures (normal, abnormal and emergency), weight and balance, performance, approach and landing configuration, landing flare, stall warning, and EGPWS Mode 1 operations,
• Stages of the steep approach to include stabilized approach concept (proper airspeed, flap settings, multi-function spoilers, and landing gear), glideslope capture, flare attitude, appropriate pitch rate, speed management and effects of speed deviations on landings,
• MMEL (MEL) relief provisions applicable to SAL operations,
• Standard Operating Procedures and checklist application associated with SAL operations,
• Comparison of the steep approach sight picture to that of 3° (normal) approach.
• Pilot techniques to include early configuration, avoidance of abrupt control inputs and over flaring.
• Illusions to include runway dimension on height perception, crosswind condition perception, ground rush illusion, and black hole.
• Aerodrome specific operational requirements to include operational limits and restrictions, taxiway layout, parking areas, ground procedures, departure and instrument approach procedures, noise abatement procedures, lighting aids and systems, day and night scenes differences, airspace characteristics, hours of operations, operational threats and management and local weather phenomena, Identification of steep approaches, differences between landing distance data and other steep approach airport limitations and penalties.
• Operational approval (SA) requirements, and
• Method to assess flight crew knowledge acquisition.

2.4 Flight training

The initial FFS 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.

Annex A provides the training overview.

The FFS training must include as a minimum:

• One approach conducted in a real time scenario beginning from taxi out, take off, NADP (aerodrome specific), SID and STAR arrival (if available) to a landing.
• One normal approach to a landing using ILS guidance,
• One normal approach to a landing using Published visual approaches with vertical guidance (i.e., PAPI)
• One approach to a missed approach (normal procedures) using ILS guidance,
• One approach to a missed approach (normal procedures) using Published visual approaches with vertical guidance (i.e., PAPI)
• One approach with an engine failure before DA/DH to a missed approach (abnormal procedures) using ILS guidance,
• One approach with an engine failure below DA/DH to an OEI landing using ILS guidance,
• One approach with an engine failure below DA/DH to an OEI landing using Published visual approaches with vertical guidance (i.e., PAPI)
• Approaches to incorporate malfunctions / non normal procedures (e.g., system failures, EICAS messages, aerodrome equipment failures, etc.) other than OEI which may lead to a missed approach or a landing using:
  • ILS guidance, and
  • Published visual approaches with vertical guidance (i.e., PAPI)
• The preceding approaches must incorporate the following conditions:
  • Day and night,
  • Dry and wet runways,
  • Minimum ceiling / visibilities (IMC) and visual approaches,
  • Tailwind and crosswind to maximum allowable as per AFM for SAL,
  • Scenarios / script to incorporate local environmental weather or local phenomena (e.g., turbulence), and
  • Reduced aircraft automation (e.g., AT, AP, FD)
• Where aerodrome has more than one runway certified / approved for SAL (e.g., EGLC runway 09 and 27), training must be conducted using each runways.

Consideration must be given if using the aircraft repositioning function as to allow crews to brief (SOP), sequence and prepare for each subsequent training events.

Flight crews should be given sufficient time to practice the approach to a landing (building block approach – simple to complex) as to get familiar to the SAL particular features.

The FFS script number of approaches are dependent on the types of IAP (ILS and / or published visual approaches with vertical guidance (i.e., PAPI)) available at the aerodrome and any other specific training requirements.

2.5 Recurrent ground training

Recurrent ground training shall require a review of the content of the initial ground training from section 2.3.

2.6 Recurrent flight training

The SAL recurrent flight training program require a minimum of three (3) approaches, which must consist of the following:

• One normal approach in IMC via a STAR (if available) to a landing,
• One approach to a missed approach, and
• Two approaches with a non-normal condition, with one of the approach ending in a missed approach.

For the preceding approaches, it is recommended to consider the following conditions:

• Day and night,
• Dry and wet runways,
• Minimum ceiling / visibilities (IMC) and visual approaches,
• Tailwind and crosswind to maximum allowable as per AFM for SAL,
• Scenarios / script to incorporate local environmental weather or local phenomena (e.g., turbulence due to building induced flow), and
• Reduced aircraft automation (e.g., AT, AP, FD)

2.7 Training Area of Special Emphasis (TASE)

Several aircraft system and/or procedures must receive special emphasis to enhance pilot training and understanding of the G7500 SAL operations.

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

• Ground training to emphasize on aural alert inhibit below 185 ft (e.g. Surface Management System- Takeoff and Landing Awareness Function and Terrain Awareness Warning System mode 1 to 6, “SPEED”, “SPEED-SPEED-SPEED” and radio altimeter call outs).
• Ground training to emphasize on the lack of FMS Vertical Path Angle (VPA) value indication between Final Fix and Runway.
• Ground and flight training to emphasize on speed and performance calculations and limitation on take-off and landing data use.
• Ground and flight training to emphasize flare guidance system and its use (e.g., indications, limitations, callouts).
• The initial FFS training shall be comprised of steep approaches under different conditions as identified in section 2.4 of this report.

3.0 Pilot checking

3.1 Applicability

There is no specific requirement for checking following the G7500 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 operators CAR 704 TCCA approved training program or the specific process under CAR 604.

SAL checking differences were established to be at Level A and Annex B provides the Differences Tables (ODR) overview.

4.0 Pilot currency

Operators flight crew shall maintain currency in accordance with CAR 704 and/or CAR 604 requirements.

SAL currency differences were established to be at Level A and Annex B provides the Differences Tables (ODR) overview.

Due to its operational procedures and specificities, it is recommended that qualified flight crews conduct SAL to either a missed approach or a landing within the preceding six (6) months.

If no SAL operation has been conducted in the previous three (3) months, it is recommended that prior to SAL operation, flight crew conduct a review of the steep approach applicable information in the Airplane Flight Manual, Flight Crew Operations Manual, Quick Reference Handbook, aerodrome specific operational requirements and any other operator identified material.

5.0 Operational suitability

The G7500 SAL has been determined to be operationally suitable when operated in accordance with the AFM supplement and associated operational documents.

This applies to operators operating under CAR 704 and CAR 604.

6.0 Flight Simulation Training Devices

Flight crew training, checking and currency requires the use of a TCCA National Simulator Evaluation Program (NSEP) qualified level C or higher G7500 FFS (single or dual HUD as applicable) with day and night visual displays and approved visual scenes for the intended aerodromes.

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

7.0 Miscellaneous

7.1 Flight under supervision

The CAA and/or Aerodrome Authority may require 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.

7.2 SAL operations at specific aerodromes

For the conduct OE activity, SAL operations training program (CBT, ILT and FFS) was developed using London City, United Kingdom (EGLC) airport. Operators will need to assess any potential changes to the training content, specifically the aerodrome / airport requirements as this report does not take into consideration any subsequent amendments post OE activity.

SAL operations for EGCL and any 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.

Annex A

Steep approach landing - Curriculum outline and detailed training syllabus.

The information represents the initial SAL training outline and detailed syllabus which was presented and assessed by the JOEB members. Its content and minimum timing contributed to the acceptability of the specialty training.

The schedule may be rearranged, but the modified schedule will not present less than the required curriculum content / timing.

Curriculum outline

Day	Ground training	Hours
1 (CBT)	Introduction	0.5
	Overview and System Description	1.0
	Operations, Procedures and Performance	1.0
	London City Airport Operations	0.5
2 (ILT)	Validation Exam (Post CBT)	0.2
	ILT Steep Approach Training	1.5
	End of Course Exam	0.3
	Ground Training Hours	5.0

Day	Simulator Session	Hours Crew		Hours Single
		PF	PM	PF	PM
2	Simulator Session #1	2.5	2.5	2.5	0.5
Total Flight Training Hours		4.0		3.0

Detailed training syllabus

CBT - Ground school

Introduction
Course Objectives Course Overview Course User Guide Course Navigation Resources Folder

Overview and System Description

Bombardier Publications Supplements Regulatory Publications Airplane Effectivity Introduction System Description PFCCs EICAS Surface Management System (SMS) Terrain Awareness Warning System (TAWS) Full Authority Digital Engine Control Aural Alerts IRS and Radio Altimeters Multifunction Spoilers FMS STEEP Soft Key ILS Approach Selection Visual Approach Selection Steep Approach Deactivation Steep Approach Status HUD Approach Path Angle Cue HUD Flare Guidance Symbols HUD Display Flare Guidance Loss of HUD Flare Guidance

Operations, Procedures and Performance

Recommended Operational Procedures and Techniques Normal Procedures – Steep Approach State Initial Approach Approaching Final Course or Procedure Turn Final Approach Course Prior to Glideslope Capture Short Final and Landing Missed Approach / Go-Around Use of Automation Select ILS Approach – Exercise Steep Approach Callouts Steep Approach Profile IMC Steep Approach Night Steep Approach Select Visual Approach - Exercise HUD Indications Visual Illusions Night Visual Illusions Limitations Non-Normal Procedures Systems Degradation Landing Gear Failure NO STEEP Indication Single Engine Procedure Dispatch Deviation Guide Performance: Configurations Landing Speeds and Distances Approach Climb QRH Supplement 08

London City Airport Operations
London City Requirements London City Operations London City: Noise Monitoring and Mitigation Charts: Runway Information London City: Runway Usable Lengths Use of Runways London City: Lighting Steep Approach Operation: Instrument Approaches Charts: Missed Approach / Climb Gradients Steep Approach Operation: Visual Approaches Visual Illusions London City: After Landing and Taxi Noise Reduction
Validation Exam

ILT ground training

Instructor-Led Steep Approach Training
Training Requirements Authorization Supplements Airplane Systems Review PFCCs FMS STEEP Soft Key HUD Flare Guidance Symbols Steep Approach Operations Steep Approach Checklist – Limitations Steep Approach Checklist – Procedures Preflight Preparation Approach Preparation Performance – Configurations Performance – Landing Speeds and Distances QRH Supplement 08 Performance – Approach Climb Gradient Steep Approach Profile Steep Approach Callouts London City Operations London City: Requirements Steep Approach Operation: Instrument Approaches Charts: Missed Approach Rwy. 27 – Climb Gradients Steep Approach Operation: Visual Approaches Charts: Runway Information London City: Runway Usable Lengths Use of Runways London City: Lighting Noise Reduction Noise Abatement Departure Procedure Non-Normal Procedures NO STEEP - Advisory NO STEEP – Caution Loss of HUD Flare Guidance PF and PM Responsibilities PF Responsibilities PM Responsibilities Threat and Error Management Configuration Day Visual Illusions Night Visual Illusions Engine Failure During Final Descent Landing Flare Low Energy Go-Around
End of Course Exam

Simulator session

The simulator session will include a briefing and a debriefing. Additional training may be required, as determined by the instructor, on maneuvers or procedures that were not demonstrated proficiently.

Simulator Session - Maneuvers and Procedures

Performance Calculations Preflight Preparation Taxi Takeoff (SID) Steep Approaches Visual Steep Approach ILS Steep Approach VMC and IMC Conditions Day and Night Steep Approaches Steep Approach to a Full Stop Landing Real-time Steep Approach with Realistic Weather Conditions High Headwind During Steep Approach AP / AT ON and OFF Stabilized Approach Concept and Importance of Maintaining Vref Steep Approach Glideslope Intercept Angle Steep Approach Flare Technique Landing From Steep Approach Wet / Dry Runway Conditions Crosswind Landing OEI Landing Engine Failure During Steep Approach prior to Decision Height Engine Failure During Steep Approach after Decision Height Single Engine Missed Approach AEO Go-around Normal and Non-Normal Procedures

Annex B

Global 7500 steep approach landing ODR tables

The following ODR tables represent the training / checking / currency differences associated to the SAL specialty training. These difference levels were proposed by the OEM and assessed / validated by the JOEB during the OE activity.

RELATED: BD-700-2A12 (G7500) with SAL from 4.5° TO 5.5° BASE: BD-700-2A12 (G7500) APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
DESIGN	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
SAL	Controls and indications	NO	NO		X			A	A

RELATED: BD-700-2A12 (G7500) with SAL from 4.5° TO 5.5° BASE: BD-700-2A12 (G7500) APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
SYSTEM ATA	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
SAL	Limitations listed in AFM supplement 20	NO	NO		X			A	A

RELATED: BD-700-2A12 (G7500) with SAL from 4.5° TO 5.5° BASE: BD-700-2A12 (G7500) APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
MANEUVER	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
SAL	SAL Procedures	YES	Normal / Non-Normal				X	A	A

Appendix 9 – Category II Operations (CAT II)

1.0 General

1.1 Scope

An Operational Evaluation (OE) was conducted to evaluate the acceptability of Bombardier Inc. Original Equipment Manufacturer (OEM) specialty training program, associated pilot qualification requirements and operational suitability of CAT II OPERATIONS for the Global 7500 BD-700-2A12 (G7500).

1.2 Applicability

Canadian air operators and private operators require an operational approval “Specific Approval / Special Authorization” (SA) to conduct CAT II OPERATIONS and must comply with CAR requirements and the Manual of All Weather Operations (Categories II and III) TP1490 June 11 4th edition or the latest version.

CAT II OPERATIONS is baseline with flight deck software version 2.2 on the G7500 and must be operated in accordance with the G7500 AFM Supplement 30.

Completion of CAT II OPERATIONS training does not constitute operational approval to conduct such operations.

1.3 OE Summary

TCCA (as lead authority), the FAA and EASA conducted a Joint Operational Evaluation Board (JOEB) to evaluate the specialty training and the operational suitability of the CAT II OPERATIONS capabilities during the period of October 09 to October 23, 2023.

The JOEB evaluated Computer-Based Training (CBT), Instructor Led Training (ILT) and Full Flight Simulator (FFS) training that was delivered by CAE Business Aviation Training at the Montreal QC facility.

Following the CBT, ILT and FFS training evaluation, the JOEB team conducted Authority specific T3 tests to evaluate the Level D training in the G7500 FFS.

The JOEB also conducted a right seat validation session and determine no difference training elements for operating CAT II OPERATIONS as Pilot Flying (PF) from the right seat.

Following the FFS T3 testing, on-aircraft suitability flights were conducted on a Bombardier G7500 Flight Test Vehicle 3 (FTV3 / C-GLBX Serial #70003). Each JOEB member conducted a minimum of 6 CAT II approaches at various airports located in the vicinity of Wichita. KS, USA.

The T3 test consisted of:

• All Engine Operating (AEO):
  • CAT II using Head-Up Display (HUD), Auto Throttle and Auto Pilot to a landing,
  • CAT II using HUD display, Auto Throttle to a missed approach,
  • CAT II using Head Down Display, Auto Throttle to a missed approach,
• Operating Engine Inoperative (OEI):
  • CAT II using HUD display, Auto Throttle and Auto Pilot to a landing,
  • CAT II using HUD display, Auto Throttle to a missed approach,
  • CAT II using Head Down Display (HDD), Auto Throttle to a missed approach.

The CAT II OPERATIONS Specialty training course (CBT, ILT & FFS) 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).

1.4 Description

CAT II OPERATIONS provides unique precision instrument approach to a landing at airports that are equipped to support these operations. These operations necessitate specific aircraft certification requirements, flight crew training, operational procedures, specific aerodrome installations requirements and procedures, and specific approach design criteria.

The G7500 aircraft is certified for AEO and OEI CAT II OPERATIONS. Its operations are approved with Autopilot (AP) and/or Autothrottle (AT) engaged or disengaged, using Flight Director (FD) displayed on either the HUD or HDD. CAT II Operations requires flight deck software version 2.2.

Compliance with the AFM standards does not constitute approval to conduct CAT II OPERATIONS.

1.5 Regulatory, guidance and operational material

The TCCA OE evaluation was conducted using the following documents:

• Global 7500 AFM Supplement 30 – CATEGORY 2 OPERATIONS
• Flight Crew Operating Manual Volume 1 & 2
• Quick Reference Manual (QRH)
• Transport Canada – TP 1490 Manual of All Weather Operations (Category II & II) – Fourth Edition, June 2011
• JOEB OPS/FCL Common Procedures – 10 June 2004
• FAA AC 120-53B – Guidance for conducting and use of Flight Standardization Board (FSB) Evaluation – 24 October 2016 Change 1

2.0 Pilot training

2.1 Previous experience and prerequisite for CAT II OPERATIONS

If CAT II OPERATIONS Specialty training is conducted as a stand-alone training, flight crew member must hold a G7500 pilot type rating and meet all applicable CARs 704 and/or 604 requirements and CASS 421.40 (3) (a) (ii).

Alternatively, Canadian operators may incorporate the CAT II OPERATIONS specialty training into the initial G7500 pilot type rating course and recurrent as additional training.

2.2 Applicability

Specific duties and procedures are assigned to both Pilot Flying (PF) and Pilot Monitoring (PM) for conducting CAT II OPERATIONS. The requirements for initial and recurrent training / checking are applicable to both Pilot-In Command (PIC) and Second In-Command (SIC).

The CAT II OPERATIONS specialty training has been assessed and established as Level D training difference levels. Annex B provides the Differences Tables (ODR) overview.

2.3 Initial ground training

The initial ground CAT II OPERATIONS training program must meet the minimum requirements of the CAR and TP 1490 Manual of All Weather Operations (Category II & III) latest issue.

The minimum ground training times is 5.5 hrs. Annex A provides the overview and requirements.

2.4 Flight training

The initial FFS CAT II OPERATIONS training program must meet the minimum requirements of the CAR and TP 1490 Manual of All Weather Operations (Category II & III) (latest issue).

FFS 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 4 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 2.0 hours as PF and 0.5 hours as PM.

Annex A provides the overview and requirements.

CAT II OPERATIONS training program must consider the different aircraft equipment / automation configuration combinations for which an operator is authorized in the Company Operating Manual (COM). The following list represents the minimum approaches required considering the different multiple configurations / automation levels:

• An approach conducted in a real time scenario beginning from taxi out, take off, NADP (aerodrome specific), SID, STAR or radar vector to a landing or a missed approach.
• AEO and OEI approaches to a landing and a missed approach using:
  • combination of HUD:
    • AP and AT engaged,
    • Reduced automation and without all automation (as applicable per operator’s operating authorization).
  • combination of HDD:
    • AP and AT engaged,
    • Reduced automation and without all automation (as applicable per operator’s operating authorization).
• An approach to incorporate system malfunction (non normal procedures) other than OEI which may lead to a missed approach or a landing.
• The preceding approaches to incorporate the following conditions:
  • Day and night,
  • Dry and wet runway,
  • Lowest minima / visibility approved for the operator,
  • Various wind conditions. Training must include maximum demonstrated headwind and maximum crosswind authorized as per TP1490, and
  • Balked landing.
• Scenarios / scripts should be developed with local environmental weather or local phenomena as to provide realistic operational conditions.

Consideration must be given if using the aircraft repositioning function as to allow crews to brief (SOP), sequence and prepare for each subsequent training events.

2.5 Recurrent ground training

Recurrent ground training must meet the training requirements of the CAR and TP 1490 Manual of All Weather Operations (Category II & III) latest issue.

2.6 Recurrent flight training

The recurrent FFS training program must meet the training requirements of the CAR and TP 1490 Manual of All Weather Operations (Category II & III) latest issue.

A minimum of two CAT II OPERATIONS approaches must be flown by each pilot (PF and PM), with one culminating in a landing and one culminating in a missed approach considering the following requirements:

• One AEO and OEI approach,
• A missed approach from the lowest minima approved for the operator, or reject landing as applicable, and
• A landing at the maximum crosswind authorized (TP 1490)

Where an operator is authorizing to conduct CAT II OPERATIONS in various combination of equipment and automation, the training program should incorporate such combinations in the training program.

2.7 Training Area of Special Emphasis (TASE)

Several aircraft system and/or procedures must receive special emphasis to enhance pilot training and understanding of the CAT II OPERATIONS in the G7500.

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

• Ground training emphasis on the concept and operational requirements / differences for CAT II OPERATIONS for RA NOT AUTHORIZED IAP.
• Ground and FFS training emphasizing HDD approach considerations and different operational procedures specific to non-HUD CAT II OPERATIONS.

3.0 Pilot checking

3.1 Applicability

In conducting CAT II OPERATIONS, specific duties and procedures are assigned to the PF and PM. Therefore, the requirement for initial and recurrent checking is applicable to both PIC and the SIC.

CAT II OPERATIONS checking differences were established to be at Level D. The details are defined in the following sub-section.

Annex B provides the Differences Tables (ODR) overview.

3.2 Initial and recurrent checking requirement

The CAT II checking is to be conducted in accordance with the CAR requirements – PPC schedule and TP 1490 Manual of All Weather Operations (Category II & III) latest issue.

Flight crews conducting CAT II OPERATIONS shall have completed a PPC or Competency Check (CC), as applicable, following successful completion of training program and prior to commencing CAT II OPERATIONS.

Checking should be conducted within 30 days after completion of the specialty training.

The CAT II OPERATIONS IAP may substitute a precision approach on any initial or recurrent checking required under CAR 604 and CAR 704 PPC schedule.

4.0 Pilot currency

Operators flight crew shall maintain currency in accordance with CAR 704 and/or CAR 604 requirements.

CAT II OPERATIONS currency differences were established to be at Level D. Annex B provides the Differences Tables (ODR) overview.

5.0 Operational suitability

The G7500 CAT II OPERATIONS has been determined to be operationally suitable when operated in accordance with the AFM supplement and associated operational documents.

This applies to operators operating under CAR 704 and CAR 604.

6.0 Flight Simulation Training Devices

Flight crew training, checking and currency requires the use of a TCCA National Simulator Evaluation Program (NSEP) qualified level C or higher G7500 FFS (single or dual HUD as applicable) with day and night visual displays and approved visual scenes for the intended aerodromes.

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

Annex A

CAT II OPERATIONS - Curriculum outline and detailed training syllabus.

The information represents the initial CAT II OPERATIONS outline and detailed syllabus which was presented and assessed by the JOEB members. Its content and minimum timing contributed to the acceptability of the specialty training.

The schedule may be rearranged, but the modified schedule will not present less than the required curriculum content / timing.

Curriculum outline

Day	Ground Training	Hours
1 (CBT)	Introduction	0.1
	Introduction to CAT II Operations	0.6
	Lower than Standard Visibility and Airport Operations	0.75
	CAT II System	0.4
	CAT II Operations	0.75
	Summary	0.4
	Validation Exam (post CBT)	0.25
1 (ILT)	Instructor-Led CAT II Training	2.0
	End of Course Exam	0.25
	Ground Training Hours	5.5

Day	Simulator Session	Hours Crew		Hours Single
		PF	PM	PF	PM
2	Simulator Session #1	2.0	2.0	2.0	0.5
Total Flight Training Hours		4.0		2.5
Pilot Checking (CARs 704 PPC or CARs 604 CC)

Detailed training syllabus

Ground school

Introduction
Course Objective Course Overview Authorization for CAT 2 Operations Flight Manual Updates AFM Supplement 30 – Introduction ROPAT – Category 2 Operations

Introduction to CAT 2 Operations
References CAT 2 Overview CAT 2 Approach Definitions CAT 2 Operational Certification CAT 2 Flight Crew Qualification Requirements LOA and RVR Requirements Operational Capability and MEL Dispatch Deviation Guide (DDG) CAT 2 Operations at Airports CAT 2 Performance

Lower Than Standard Visibility Airport Operations

Standard Visibility and Lower Than Standard Visibility Factors Affecting Visibility Runway Visual Range vs. Slant Visual Range RVR Sensors Localizer System Marker Beacon Systems and Distance Measuring Equipment (DME) ILS Glideslope Transmitter Airport Power Requirements Airport Signs, Markings and Lighting Systems Taxiway Markings Runway Markings Runway Lights Approach Lighting System Obstacle Clearance Zones and Pre-Threshold Terrain ILS Critical Areas ILS Signal Disruption and Failure Indications Runway Level of Service Reduced / Low Visibility Operating Procedures Airport Low Visibility Operations Surface Movement Radar and Guidance Systems (SMGCS) Airport Low Visibility Operations Airport Surface Detection Equipment (ASDE) NOTAMS Reporting Anomalies

CAT 2 System
CAT 2 Approach Terrain Profile vs. Radio Altimeter for DH CAT 2 System Description CAT 2 System Setup PFD AMA Annunciations HUD AMA Annunciations CAT 2 Capability Status on AMA PFD and HUD Expanded Lateral Deviation Scale PFD and HUD Excessive LOC / GS Deviation Annunciation for CAT 2 CAS Message and Aural Alert CAT 2 AMA Indications Review

CAT 2 Operations

AFM Supplement 30 and ROPAT AFM Supplement 30 – Category 2 Operations Supplement Compatibility – Use of Other Supplements Supplement 30 – Limitations Supplement 30 – Normal Procedures Setting RA MINIMUMS Supplement 30 – Non-Normal Procedures Go-Around Due to Amber CAT2 Indication on PFD Video Go-Around Due to Red CAT2 Indication on PFD Video Supplement 30 – Performance Preflight Preparation – NAVAID INHIBIT and SAT DESELECT Arrival Procedures – CAT 2 IAP RA NOT AUTHORIZED Approach Plate CAT 2 Approach Profile CAT 2 Standard Callouts CAT 2 vs. CAT I Visual Reference Visual Reference Requirements Visual Cues During CAT 2 Approaches Change in Visibility During Visual Segment Continuing CAT 2 Approaches in Deteriorating Weather Adverse Weather Effects During CAT 2 Approaches External Lights Go-Around Considerations Taxi-in Considerations and Low Visibility Procedures Airport Moving Map and Jeppesen Chart Display

Summary
Demonstration Videos CAT 2 Approach and Landing, with HUD – No Wind CAT 2 Approach and Landing, with HUD – Crosswind CAT 2 Approach and Go-Around, with HUD CAT 2 Approach and Landing, no HUD CAT 2 Approach and Landing, with HUD, and Taxi-in
Validation Exam (post CBT)

ILT ground training subjects

Instructor-Led CAT 2 Training
Crew Resource Management (CRM) CAT 2 Checklist CAT 2 Pre-Departure Planning Dispatch Deviation Guide (DDG) HUD Combiner Deployment Pilot Seat Position Limitations Review 5G C-band limitations in FAA Airspace Approach Preparation Approach Normal and Non-Normal Procedures Review Landing with Flare Cue Taxi-In PF and PM Responsibilities Threat and Error Management (TEM)
End of Course Exam

Simulator session

CAT II Simulator Session #1

Preflight Preparation and Equipment Checks Use of HUD Vertical and Lateral Deviation Demonstration AEO CAT 2 ILS Approach (with HUD and AP ON) AEO Landing from a CAT 2 ILS Approach (with HUD) AEO Missed Approach from a CAT 2 ILS (with HUD and AP ON) Required Visual References at DH AEO CAT 2 ILS Approach (with HUD and AP OFF) Generator Failure Autopilot Failure AEO Max Crosswind Landing from a CAT 2 ILS (with HUD) AEO CAT 2 ILS Approach (without HUD and AP ON) HUD Failure Pilot Incapacitation Balked Landing AEO CAT 2 ILS Approach (with HUD and AP ON / ATS OFF) AEO Missed Approach from a CAT 2 ILS (with HUD and AP OFF) AEO CAT 2 ILS Approach (with HUD and AP OFF) Engine Failure on Approach OEI Missed Approach from a CAT 2 ILS (with HUD and AP OFF) OEI Max Headwind Landing from a CAT 2 ILS Approach (with HUD and AP ON) Low Visibility Taxi-In Dual IRS Failure ATS Failure LOC / GS Failure CRM

Pilot Checking (CAR 704 PPC or CAR 604 CC)

Annex B

The following ODR tables represent the training / checking / currency differences associated to the CAT II OPERATIONS specialty training. These difference levels were proposed by the OEM and assessed / validated by the JOEB during the OE activity.

Global 7500 CAT II OPERATIONS ODR Tables

RELATED: BD-700-2A12 (G7500) CAT II BASE: BD-700-2A12 (G7500) APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
DESIGN	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
CAT II	Controls and indications	NO	NO		X			B	A

RELATED: BD-700-2A12 (G7500) CAT II BASE: BD-700-2A12 (G7500) APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
SYSTEM ATA	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
CAT II	Limitations listed in AFM supplement 30.	NO	NO		X			B	A

RELATED: BD-700-2A12 (G7500) CAT II BASE: BD-700-2A12 (G7500) APPROVED BY (POI)				COMPLIANCE METHOD
				TRAINING				CHK / CURR
MANEUVER	REMARKS	FLT CHAR	PROC CHNG	LVL A	LVL B	LVL C	LVL D	CHK	CURR
CAT II	CAT II Procedures	YES	Normal / Non-Normal				X	D	D