ORIGINAL
GULFSTREAM GIV-X (G350/G450)
GULFSTREAM G-V
GULFSTREAM GV-SP (G500/G550)
| APPROVED | original signed by | September 15, 2010 |
Roman A. Marushko
Program Manager, Flight Technical
Transport Canada
Certification and Operational Standards (AARTF)
Place de Ville, Tower C, 330 Sparks Street
Ottawa, Ontario
K1A 0N5
Telephone: (613) 993-4692
FAX (613) 954-1602
roman.marushko@tc.gc.ca
MANAGEMENT COORDINATION SHEET
| September 15, 2010 | |
| Roman A. Marushko
Program Manager, Flight Technical Certification and Operational Standards Transport Canada, Civil Aviation |
Date |
| September 15, 2010 | |
| Arlo Speer
Chief, Certification and Operational Standards Transport Canada, Civil Aviation |
Date |
OEB COMPOSITION
| Norman Audet | Regional Representative | TC Quebec Region (NAXO)
Dorval, Quebec H4Y 1G7 (514) 633-2835 |
| Andy Johnstone | Regional Representative | TC Ontario Region (PAXW)
Hamilton, Ontario L0R 1W0 (905) 679-9382 |
CONTENTS
PURPOSE AND APPLICABILITY
BACKGROUND
1 PILOT "TYPE RATING" REQUIREMENTS
2 MASTER COMMON REQUIREMENTS (MCRs)
3 MASTER DIFFERENCE REQUIREMENTS (MDRs)
4 ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODRs) TABLES
5 OEB SPECIFICATIONS FOR TRAINING
6 OEB SPECIFICATIONS FOR CHECKING
7 SPECIFICATIONS FOR CURRENCY
8 SPECIFICATIONS FOR LINE INDOCTRINATION
9 ADDITIONAL OEB FINDINGS AND RECOMMENDATIONS
10 AIRCRAFT REGULATORY COMPLIANCE CHECKLIST
11 OEB SPECIFICATIONS FOR DEVICES AND SIMULATORS
12 APPLICATION OF OEB REPORT
13 ALTERNATE MEANS OF COMPLIANCE TO THIS REPORT
Appendix 1 - ACCEPTABLE ODR TABLES
Appendix 2 - TRAINING PROGRAM SPECIAL EMPHASIS ITEMS
APPENDIX 3 - REGULATORY COMPLIANCE CHECKLISTS
Appendix 4 - HEAD-UP DISPLAY (HUD) SYSTEMS
APPENDIX 5 - KOLLSMAN ENHANCED VISION SYSTEM (EVS)
REVISION RECORD
| Revision No. | Section | Page #s | Date |
| Original | All | All | 2010-09-15 |
PURPOSE AND APPLICABILITY
The primary purpose of this report is to specify Transport Canada master training, checking, and currency requirements applicable to crews operating GIV-X, G-V, and GV-SP model aircraft. This report will assist Commercial Air Operators in the development of training programs and POIs in the approval of operator training programs pursuant to CARs Part VII Subpart 4. Provisions of this report are effective until amended, superseded, or withdrawn by subsequent operational evaluation determinations.
Provisions of the report include:
- Defining pilot "type rating",
- Description of "Master Common Requirements" (MCRs),
- Description of "Master Differences Requirements" (MDR's) for crews requiring differences qualification for mixed-fleet-flying or transition,
- Examples of acceptable "Operator Difference Requirement (ODR)" Tables,
- Description of an acceptable training program, special emphasis items, and training device characteristics when necessary to establish compliance with pertinent Master Differences Requirements (MDRs), and
- Setting checking and currency standards, including specification of those checks that must be administered by Transport Canada or operators.
The Gulfstream GIV-X, G-V, and GV-SP are high altitude, ultra-range business jets certified under Chapter 525 of the Airworthiness Manual (AWM)/FAR 25. They are listed on Transport Canada Type Certificate Data Sheet A-129, and are hereafter referred to as the “GIV-X”, “GV”, and “GV-SP”. The GIV-X may be modified by Gulfstream Aerospace Corp. (GAC) through Aircraft Service Changes (ASC) to be identified as either a “G450” (ASC 005) or a “G350” (ASC 004). The G450 ASC is simply a change of the aircraft data plate. The G350 ASC changes the data plate, reduces the amount of fuel the aircraft will carry, and makes the VGS (HUD) and EVS optional equipment. The GV-SP may be modified by GAC through ASCs to be identified as either a “G550” (ASC 011) or a “G500” (ASC 010). The G550 ASC is simply a change of the aircraft data plate. The G500 ASC changes the data plate and reduces the amount of fuel the aircraft will carry, and makes the VGS (HUD) and EVS optional equipment.
The GV-SP is a variant of the G-V. Major changes from the GV to the GV-SP are the addition of a Honeywell Primus Epic avionics suite, which consists of 4 multi-function 14-inch Flat Panel LCD units, 2 cockpit side mounted Cursor Control Devices (CCD), triple MC-850 Multi-Function Control Display Units (MCDU), main entry door relocation approximately 2 feet forward, additional 7th cabin window, new cockpit observer’s seat, drag reduction modifications on the airframe, increased engine thrust, and a 500 pound increase in maximum ramp and takeoff weights.
The GIV-X is essentially a G-IV airframe with a GV-SP cockpit. It has a Honeywell Primus Epic avionics suite, which consists of 4 multi-function 14-inch Flat Panel LCD units, 2 cockpit side mounted Cursor Control Devices (CCD), triple MCU-850 Multi-Function Control Display Units (MCDU), Visual Guidance System (VGS), Enhanced Vision System (EVS), Tay 611-8C FADEC engines, a Honeywell 36-150 APU, a cockpit observer’s seat, and drag reduction modifications on the airframe. The flight control hydraulic boost ratios have been modified to replicate the handling characteristics of the GV and GV-SP.
Relevant acronyms are defined as follows:
| AARTF, | Transport Canada Operational and Certification Standards |
| AC, | Advisory Circular |
| ACM, | Additional Crew Member |
| AFCS, | Automatic Flight Control System |
| AFM, | Airplane Flight Manual |
| AP, | Autopilot |
| ASC, | Aircraft Service Change |
| AWM, | Airworthiness Manual |
| CARs, | Canadian Aviation Regulations |
| CASS, | Commercial Air Service Standards |
| CCD, | Cursor Control Device |
| DC, | Display Controller |
| EASA, | European Aviation Safety Agency |
| EDM, | Emergency Descent Maneuver |
| EEC, | Emergency Evacuation Crewmember |
| EFB, | Electronic Flight Bag |
| EFIS, | Electronic Flight Instrument System |
| EFVS, | Enhanced Flight Vision System |
| EGPWS, | Enhanced Ground Proximity Warning System |
| EICAS, | Engine Indicating and Crew Alerting System |
| EVS, | Enhanced Vision System |
| EVS II, | Enhanced Vision System (Second Generation EVS) |
| FAA, | Federal Aviation Administration |
| FAR, | Federal Aviation Regulations (FAA) |
| FADEC, | Full Authority Digital Engine Control |
| FGS, | Flight Guidance System |
| FMA, | Flight Mode Annunciator |
| FMS, | Flight Management System |
| FSB, | Flight Standardization Board |
| FTD, | Flight Training Device |
| GFS, | Graphical Flight Simulator |
| GAC, | Gulfstream Aerospace Corporation |
| HUD, | Head Up Guidance Display |
| I-NAV, | Integrated Navigation Display |
| IRS, | Inertial Reference System |
| JAA, | Joint Aviation Authority |
| JOEB, | Joint Operational Evaluation Board |
| MMEL, | Master Minimum Equipment List |
| MCDU, | Multi-Function Control Display Units |
| MCR, | Master Common Requirements |
| MDR, | Master Differences Requirements |
| ND, | Navigation Display |
| ODR, | Operator Differences Requirements |
| OEB, | Operational Evaluation Board |
| PAOBD, | Person Assigned Onboard Duties |
| PFD, | Primary Flight Display |
| POI, | Principal Operations Inspector |
| QRH, | Quick Reference Handbook |
| RAAS, | Runway Awareness Advisory System |
| RFMU, | Radio Frequency Management Unit |
| SV PFD, | Synthetic Vision Primary Flight Display |
| TAWS, | Terrain Awareness and Warning System |
| TCAS, | Traffic Alert and Collision Avoidance System |
| TCCA, | Transport Canada Civil Aviation |
| TCE, | Training Center Evaluator |
| TCPM, | Training Center Program Manager |
| VGS, | Visual Guidance System |
| VNAV, | Vertical Navigation |
| WOW, | Weight on Wheels |
BACKGROUND
An integrated team composed of the FAA and JAA members had originally performed a Joint Operational Evaluation for the Gulfstream GV/ GV-SP (500/550) and the GIV-X (G350/450) aircraft. This report documents the Transport Canada activities conducted to validate this original operational evaluation.
From May 4 to May 27, 2009, the TCCA GLF5 Operational Evaluation Board (OEB) received a GV-SP (G500/G550) initial pilot ground school utilizing the training facilities of Flight Safety International and Gulfstream located in Savannah, GA. Training was conducted in classrooms, a Graphical Flight Simulator and an approved level D flight simulator which was qualified by the TC National Simulator Evaluation Program.
The OEB conducted an evaluation of the Honeywell 2020 Head Up Display (HUD) which was integrated during the ground school and simulator training program. The HUD was found to be operationally suitable for all phases of flight. CAT II approach operations (with and without the HUD) were not evaluated. The HUD training, checking and currency requirements are listed in Appendix 4.
The OEB conducted an evaluation of the Kollsman Enhanced Vision System (EVS) which was integrated during the ground school and simulator training program. The EVS integrates an infra-red (IR) image onto the HUD from a sensor mounted on the nose of the aircraft. The IR image is intended to provide increased situational awareness of surrounding terrain, obstacles and traffic and with appropriate authorizations to conduct instrument approaches below published minima to 100 feet Height Above Threshold (HAT). In addition, the EVS is certified for use as an aid during all phases of flight to include taxi, take-off, climb, cruise, descent and landing. The EVS was found to be operationally suitable for all phases of flight. CAT II approach operations (with and without the EVS) were not evaluated. The EVS training, checking and currency requirements are listed in Appendix 5.
NOTE: The EVS meets the requirements of EFVS (Enhanced Flight Vision System) as defined in FAR 91.175. It is certified for descent to 100 feet HAT in Instrument Meteorological Conditions (IMC) when operated in accordance with the limitations in the Gulfstream AFM Supplement CE51 335M001. The current Transport Canada Regulations CAR 602.128 does not allow this capability of using the EVS, while US operators may be permitted in accordance with FAR 91.175. An exemption to CAR 602.128 with appropriate conditions or an appropriate amendment to this regulation is necessary for a Canadian operator to exercise this capability.
The OEB conducted the FAA Advisory Circular (AC) 120-53 test T5 in a level D flight simulator, which is essentially an evaluation of all the required items outlined in the Transport Canada Pilot Proficiency Check and Aircraft Type Rating Flight Test Guide (TP14727). The flight test profile also met all the requirements of CASS 724.108 Schedule 1.
The OEB received differences training from the GV-SP to the G-IV-X, which consisted of a 2.0-hour ground school differences course. The course meets the requirements assigned by the OEB differences level “B”.
The OEB received differences training from the GV-SP to the GV, which consisted of a 4.0-hour ground school which included GFS time. The course meets the requirements assigned by the OEB differences level “C”.
The OEB did not conduct an evaluation of Category II capability.
1. PILOT "TYPE RATING" REQUIREMENTS
In accordance with the CAR 401.06 the same pilot type rating is assigned to the GIV-X (G350/G450), G-V, and the GV-SP (G500/G550), and is designated “GLF5”.
The Canadian Type Certificate Data Sheet (A-129) for the Gulfstream specifies the need for One Pilot and One Copilot. In addition, CAR 421.40 (2)(a)(i) the GLF5 requires an individual type rating. The type rating may be issued by meeting the skill requirement in accordance with CAR 421.40(3)(a)(iii).
The Gulfstream GIV-X, G-V, and GV-SP have not been issued a new Type Certificate (TC) Data Sheet. They were all added to the existing G-II through G-IV TC Data Sheet issued by the Atlanta Aircraft Certification Office (ACO). Furthermore, these same models are listed on Transport Canada TCDS A-129.
The GIV-X, G-V, and GV-SP aircraft however, are not considered variants or derivatives of the Gulfstream G-IV aircraft for pilot type rating purposes. The OEB did not conduct a comparison between the G-IV and any other model aircraft for pilot type rating purposes; therefore, no credit may be given between the G-IV and any other model aircraft for training, checking, or currency.
2. MASTER COMMON REQUIREMENTS (MCRs)
Master Common Requirement for all GIV-X, G-V and GV-SP airplanes:
Normal ‘Final’ Landing Flap Setting:
The normal ‘final’ landing flap is 39 degrees for the GIV-X, G-V, and the GV-SP.
Automatic Flight Control System (AFCS):
The AFCS pilot/machine interface is the same for the GIV-X, G-V and GV-SP.
Electronic Flight Instrument System (EFIS):
The EFIS/pilot interface is essentially the same for the GIV-X, GV and GV-SP aircraft. All three airplanes use the EFIS display controller as the initial interface.
Engine Indicating and Crew Alerting System (EICAS):
The EICAS philosophy is the same in the GV and the GV-SP aircraft. Only minor changes to crew alerting messages and the “look and feel” of the synoptic and system pages have been made.
Navigation and Communication:
All three aircraft share the same navigation and communication equipment. Pilot operation of the equipment is the same for the GIV-X, GV, and GV-SP aircraft.
Primary and Secondary Flight Controls:
Pilot operation of the primary and secondary flight controls is the same for the GIV-X, G-V and the GV-SP under normal conditions.
Procedure Knowledge:
The takeoff, climb, and descent Profiles for the GIV-X, G-V and GV-SP are identical.
Landing Minima Category
The following straight-in approach minima (based on Maximum Landing Weight (MLW) and 1.3 times Vso) for the GIV-X, G-V, and the GV-SP are as follows:
| Aircraft | Landing Flap | Category |
| GIV-X | 39 degrees | D |
| G-V | 39 degrees | C |
| GV-SP | 39 degrees | C |
| Speed Category | Visibility in Statute Miles |
| Less than 91 KTS | 1 Mile |
| 91 to 120 KTS | 1 Mile |
| 121 to 140 KTS | 1 ½ Miles |
| 141 to 165 KTS | 2 miles |
| Above 165 KTS | 3 Miles |
Approach Profiles and Speed:
The approach profiles are the same for the GIV-X, G-V, and the GV-SP.
Approach speeds are dependent upon aircraft weight. All critical speeds are automatically presented to the pilot in a standardized manner for the GIV-X, G-V, and the GV-SP aircraft.
Abnormal & Emergency Procedures:
Abnormal and emergency procedures are presented in Quick Reference Handbooks of an identical format for all three aircraft. Although some individual steps may differ or use different acronyms, these steps are carried out under the guidance of the handbook in a logical decision-making manner.
There are no memory items in the AFM for the GIV-X, GV, or the GV-SP. The manufacturer has stated it expects pilots to be able to respond to such events as a hot start, engine failure on take-off, engine fire, thrust reverser unlocked, emergency descent and left engine failure with right hydraulic system failure with initial actions without immediate reference to a checklist. To apply consistancy, Canadian operators should consider addressing appropriate “memory” items within their company SOP’s.
3. MASTER DIFFERENCE REQUIREMENTS (MDRs)
Master Difference Requirements (MDRs) for the GIV-X, G-V, and GV-SP are shown in the table below. MDR provisions apply when differences between variants exist which affect crew knowledge, skills, or abilities related to flight safety. The difference level definitions (A/A/A etc.) are specified in accordance with the criteria contained in, Common Procedures Document for Operational Evaluation Board (OEB) FAA-JAA-TCCA where the first letter refers to training requirements, the second to checking requirements, and the third to currency requirements.
| Master Difference Requirements | ||||
| Aircraft Type Rating:
GLF5 |
From Aircraft | |||
| GV-SP | GV | GIV-X | ||
| To
Aircraft |
GIV-X | C/B/A | C/B/A | NOT APPLICABLE |
| GV | C/B/A | NOT
APPLICABLE |
C/B/A | |
| GV-SP | NOT
APPLICABLE |
C/B/A | C/B/A | |
4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODRs) TABLES
Operator Difference Requirement (ODR) tables are used to show an operator's compliance method. Acceptable ODR tables for operators conducting Mixed Fleet Flying (MFF) operations, or converting between the GIV-X, G-V, and GV-SP are shown in Appendix 1. The ODR tables represent an acceptable means to comply with MDR provisions based on those differences and compliance methods shown. The tables do not necessarily represent the only acceptable means of compliance for operators with airplanes having other differences, where compliance methods (e.g., devices, simulators, etc.) are different. For operators flying the GIV-X, G-V, and the GV-SP the ODR tables in Appendix 1 have been found acceptable, and therefore, may be approved by POI for a particular operator.
Operator Preparation of ODR Tables:
Operators seeking different means of compliance must prepare and seek Transport Canada approval from their POI of specific ODR tables pertinent to their fleet.
ODR Table Coordination:
New ODR tables proposed by operators shall be coordinated with the OEB prior to Transport Canada approval and implementation. Through this coordination, the OEB can ensure consistent treatment of variants between various operators’ ODR tables and compatibility of the MDR table with MDR provisions.
ODR Table Distribution:
Originally approved ODR tables are retained by the operator. Copies of approved GIV-X, G-V, and GV-SP tables are retained by the Program Manager, Flight Technical in Certification and Operational Standards (AARTF).
5. OEB SPECIFICATIONS FOR TRAINING
General:
Additional requirements, as determined by the operator and the OEB may be necessary for pilot’s not having such experience. Appendix 2 contains a list of special emphasis items to be included in an approved training program.
Initial and Upgrade Training:
Flight Safety International Training Centre’s Gulfstream initial course included all Gulsftream variants. Minimum initial training time requirements specified in CASS 724.115(31) Table 1 apply. Commercial operators shall ensure that their approved training program requirements are achieved when contracting their training to another organization. Air Operators conducting Mixed Fleet Flying (MFF) shall ensure that their initial training courses cover the aircraft differences as per the MDR tables.
Recurrent Training:
Minimum recurrent training time requirements specified in CASS 724.115(31) Table 2 apply. Commercial operators shall ensure that their approved training program requirements are achieved when contracting their training to another organization. Air Operators conducting Mixed Fleet Flying (MFF) shall ensure that their recurrent training courses cover the aircraft differences as per the MDR tables.
Differences Training:
The Gulfstream V-SP, the Gulfstream V and the Gulfstream IV-X differences training course provided by Flight Safety International in Savannah, GA was found to be in compliance with the requirements assigned by the OEB. When any combination of the GIV-X, G-V and GV-SP are flown, appropriate instruction in design and systems differences will be required for all aircraft, consistent with MDR provisions listed in Appendix 1.
Training Program Special Emphasis Items
Several aircraft systems and /or procedures that should receive special emphasis are contained in Appendix 2 of this report.
Air Operator Training Program Approval:
Prior to commencing training, an Air Operator shall submit to Transport Canada for approval, a detailed syllabus for ground and flight training program.
Other Training:
The GIV-X, G-V, and GV-SP have a maximum seating capacity of 19 seats and therefore, do not require a Flight Attendant.
Aircraft Dispatcher Training, Flight Engineer Training, and Flight Navigator Training are not applicable.
6. OEB SPECIFICATIONS FOR CHECKING
Pilot Proficiency Checks and Aircraft Type Ratings as specified by CARs Subpart 401 and 704 apply. Checking conducted shall be in accordance with CASS 724.108 Schedule 1 and the Transport Canada Pilot Proficiency Check and Aircraft Type Rating Flight Test Guide (TP14727).
Areas of Emphasis: "No Flap" Approaches
Checking of "No Flap" Approaches and landings for the GLF5 aeroplane is required for the successful completion of an initial PPC for CARs Subparts 401and 704.
7. SPECIFICATIONS FOR CURRENCY
Currency is considered to be common (i.e. Difference Level A) for the GIV-X, G-V and GV-SP. Separate tracking of currency for the GIV-X, G-V and GV-SP is not necessary or applicable. Currency will be maintained, or re-established, in accordance with all applicable currency requirements outlined in CARs Part VII.
8. SPECIFICATIONS FOR LINE INDOCTRINATION
Line indoctrination as specifed by CARs Subpart 704 applies.
9. ADDITIONAL OEB FINDINGS AND RECOMMENDATIONS
Commercial Air Services CAR Subpart 704 – Commuter Operations.
The GLF5 variants may be equipped with several interior layout configurations. The OEB team determined that by applicability the GV-SP and the GV falls under the CAR Subpart 705 – Airline Operations, due to a MZFW of over 50,000 lbs. The GIV-X does not fall under this category due to its MZFW being below 50,000 lbs. By reason of its planned operational role and maximum number of passengers, the Minister has authorized the GV-SP and GV under a Letter of Authorization pursuant to paragraph 704.01(c) to be operated under CAR Subpart 704 - Commuter Operations. The latest version of this authorization is available from the Program Manager, Flight Technical in Certification and Operational Standards (AARTF). This authorization is accompanied by a requirement to have an Additional Crew Member (ACM)* on all passenger carrying flights for the following reasons:
Nature of the interior - representative interiors presented by the manufacturer show that the forward 12 to 14 feet immediately behind the cockpit to be occupied with passenger service area, crew rest area, main entrance, and forward lavatory between the main passenger cabin bulkhead and the cockpit bulkhead. This arrangement prevents the flight crew from exercising supervisory control over passengers during flight by visual and aural means.
Length of the aircraft - The length of the main cabin precludes visual supervision of passengers from a cockpit seat. This is compounded in those configurations where there are additional bulkheads forming passenger sleeping compartments and/or office areas.
Mission duration and over-water legs - The optimum utilisation of the GV and GV-SP is in the long-range transoceanic area. Typical 12 to 14 hour inter-continental missions as compared to the usual commuter inter-city flying highlights the need for an additional crewmember to assure passenger safety.
Therefore, GV and GV-SP operations under the CARs 704 shall have an ACM on all passenger carrying flights.
NOTE: CARs 704 does not contain any regulations and standards relating to an ACM/flight attendant assigned cabin safety duties. CAR’s 704 do however make reference to Persons Assigned On Board Duties (PAOBD). CARs 705 (Airline Operations) contain regulations and standards relating to “flight attendants”. To avoid the inappropriate application of the full spectrum of CARs 705 flight attendant regulations and standards and to signify a difference from CARs 704 regulations and standards, the term “additional crew member (ACM)” is used to describe the crew member assigned cabin safety related duties on the Gulfstream G-V and GV-SP aircraft when it is operated under CARs 704.
Additional Crew Member* Cabin Safety Requirements
The Letter of Authorization requires an air operator to demonstrate compliance with the additional regulatory compliance list that is provided as Annex A to the authorization. This list includes a complete list of provisions, including the invocation of certain sections of CARs Subpart 705 that are pertinent to the additional crew member*. The latest version of this authorization is available from the Program Manager, Flight Technical in Certification and Operational Standards (AARTF).
Public Address (PA) System.
The distance from the cockpit to the passenger cabin is too far for the flight crew to effectively communicate with passengers without assistance. Any arrangement of curtains, dividers or mid-cabin doors compounds this problem. The GV and GV-SP therefore require a PA system when carrying passengers.
Emergency Evacuation Crewmember (EEC) Training
During the GV-SP certification process Gulfstream asked the FAA to make an equivalent safety finding on the overwing exits because they did not meet current FAA certification standards. Gulfstream requested, and the FAA accepted, that anytime more than 9 passengers are carried, an additional crewmember trained in Emergency Evacuation for the Gulfstream elliptical exits be required onboard. The FAA found that this provides an equivalent level of safety to overwing emergency exits that would meet current FAA certification standards. Therefore, the GV-SP will require an Emergency Evacuation Crewmember on the aircraft any time more than 9 passengers are carried or the ACM should receive EEC Training . The specific training that EEC (or ACM) is required to undergo is specified in Gulfstream Operating Manual Supplements numbers G550-OMS-1 for the G550 and G500-OMS-1 for the G500.
The GIV-X does not require an EEC. The FAA certified the GIV-X overwing exits at an earlier certification rule amendment level, based on the G-IV certification.
Crew Rest Facilities & Forward Observer Seat
The GLF5 OEB did not evaluate any observer seat or flight crew rest quarters . Canadian air operators who require inflight crew checking by an authorized check pilot shall equip a GLF5 with an approved forward observer seat that meets FAA requirements. A person occupying the crew rest or passenger seat, cannot accomplish an inflight proficiency or monitor because of the cabin dimensions and aircraft configuration.
10. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST
Any Canadian operator wishing to operate the GLF5 aircraft will have to demonstrate to Transport Canada that the aircraft fully complies with all applicable requirements of CARs Subparts 605 and 704 prior to that aircraft entering service. A sample compliance checklist is included in Appendix 3 of this report.
Forward Observer’s Seat:
Canadian Air Operators (i.e. 704) who require inflight crew checking (i.e. in-flights, PPC’s and Line Indoctrination etc) by a Transprt Canada Inspector or an Approved Check Pilot shall equip the GIV-X, GV, GV-SP, as applicable with an approved forward observer seat that meets FAA requirements. A person occupying the crew rest or passenger seat, due to the aircraft configuration, cannot accomplish an inflight proficiency check or monitor.
11. OEB SPECIFICATIONS FOR DEVICES AND SIMULATORS
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 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).
12. APPLICATION OF OEB REPORT
All relevant parts of this report are applicable to operators on the effective date of this report.
13. ALTERNATE MEANS OF COMPLIANC E TO THIS REPORT
The OEB team leader should be consulted by the POI when alternate means of compliance, other than those specified in this report, are proposed. The Transport Canada, Program Manager, Flight Technical in Certification and Operational Standards (AARTF), shall approve an alternate means of compliance. If an alternate means of compliance is sought, operators will be required to submit a proposed alternate means for approval that provides an equivalent level of safety to the provisions of the CARs and this OEB report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other evidence may be required.
In the event that alternate compliance is sought, training program hour reductions, simulator approvals, and device approvals may be significantly limited and reporting requirements may be increased to ensure an equivalent level of training, checking, and currency. 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.
Appendix 1 - ACCEPTABLE ODR TABLES
Appendix 2 - TRAINING PROGRAM SPECIAL EMPHASIS ITEMS
The OEB has identified several aircraft systems and/or procedures that should receive special emphasis in a GIV-X, G-V or GV-SP Training Program:
Ground Training:
1) EGPWS
2) Flight Management System (FMS)
3) Traffic Collision and Avoidance System (TCAS)
4) Automatic mode of wing and cowl anti-ice systems
5) Head-Up Display System (HUD) (See Appendix 4)
6) Enhanced Vision System (EVS) (See Appendix 5)
7) PlaneView System (GIV-X and GV-SP)
8) Cursor Control Device (GIV-X and GV-SP)
Systems Integration Training:
1) Flight Guidance System (FGS)
2) Primary Flight Display mode annunciators
3) Flight Management System (FMS)
4) Display Controllers (DC)
5) Head-Up Display System (HUD) (See Appendix 4)
6) Enhanced Vision System (EVS) (See Appendix 5)
7) PlaneView System (GIV-X and GV-SP)
8) Cursor Control Device (CCD)(GIV-X and GV-SP)
9) Runway Awareness Advisory System (RAAS)
Flight Training (Full Flight Simulator - Level C or D and/or aircraft):
1) Dual hydraulic system malfunctions
2) Aileron/elevator disconnect (jammed controls in each axis)
3) ILS approach on standby instruments
4) Primary Flight Display (PFD), Navigation Display (ND), EICAS reversionary modes.
5) Integrated use of EICAS messages, switch positions and synoptic pages to determine aircraft system status.
6) Using autopilot for completion of the emergency descent maneuver (EDM)
7) Delayed engine response to full power applications at various altitudes (especially high altitude stalls, touch and go landings, and any maneuvers with flaps less than 22 degrees.)
8) Head-Up Display System (HUD) (See Appendix 4)
9) Enhanced Vision System (EVS) (See Appendix 5)
10) PlaneView System (GIV-X and GV-SP)
11) Lateral Control Switch Function (GIV-X)
12) No Flap Approach
The OEB also found that early exposure to the FGS and FMS is important, especially for pilots with no previous EFIS or FMS experience. Establishing early confidence in manually flying the aircraft, converting from manual to automatic (FMS controlled) flight mode and back is equally important due to heavy reliance on the FGS. In the event of a flight path deviation due to input error or system malfunction, the flight crew must be able to comfortably transition from automatic to manual mode and back in an orderly fashion. Crew awareness and understanding of the flight mode(s) annunciated on the FMA is important during all phases of flight.
The OEB found only one Special Flight Characteristic; the engine “spool-up” time is longer than most transport category jet aircraft. It can range from 8 seconds at sea level to 30 seconds at 51,000 ft. to move from idle thrust to maximum continuous thrust. At low altitudes, i.e. circling, the spool-up time will be considerably longer than 8 seconds if flaps are less than 22 degrees. Training should emphasize this.
The OEB strongly recommends that a thorough preflight briefing, highlighting engine spool-up time, is accomplished prior to conducting training or checking in the following areas: stalls, touch & go landings, and simulated one-engine inoperative maneuvers. Also, touch and go landings at flaps zero are not recommended.
APPENDIX 3. REGULATORY COMPLIANCE CHECKLISTS
Any Canadian operator wishing to operate the Gulfstream GLF5 aircraft will have to demonstrate to Transport Canada that the aircraft fully complies with all applicable CAR 605/704 parts prior to that aircraft entering service. This checklist may be used by the operator to show compliance with those items listed in it.
| CAR | Amdt. | Requirement | GAC Position | GAC
Comment |
TCCA Finding |
| * CAR 605 – Aircraft Requirements * | |||||
| 605.01
1) a-b 2) a-d |
2006/06/30 | Application
|
1) Noted
2) Not Applicable |
Operator responsibility | |
| 605.03 | Flight Authority | Not applicable | |||
| 605.04
1) 2) |
Availability of Aircraft Flight Manual
|
All flight manuals & supplements are provided at delivery. | Complies | ||
| 605.05 | Markings and Placards
No take-off without proper markings or placards installed |
Aircraft will be delivered with the appropriate markings and placards as required by the certification basis.
(See TCDS T00008WI) |
Operator responsibility | ||
| 605.06 | Aircraft Equipment Standards and Serviceability | Not applicable | Operator responsibility | ||
| 605.07
1) 2) 3) |
Aircraft Requirements General – Minimum equipment List
|
An approved MMEL is available for each delivered aircraft. | Operator responsibility | ||
| 605.08 | Aircraft Requirements General- Unserviceable and removed equipment –general | Not applicable | Operator responsibility | ||
| 605.09
1) a-b 2) |
Aircraft Requirements General- Unserviceable and removed equipment –aircraft with a minimum equipment list
|
An approved MMEL is available for each delivered aircraft | Operator responsibility | ||
| 605.10
1) a-e 2) a-c |
Aircraft Requirements General- Unserviceable and removed equipment –aircraft without a minimum equipment list
|
An approved MMEL is available for each delivered aircraft | Operator responsibility | ||
| 605.11
to 605.13 |
Reserved | Noted | |||
| 605.14
a-n 605.14 Cont’d. |
Power driven aircraft – Day VFR
No take-off unless
|
Aircraft included the required equipment for Day VFR
g. Not applicable i. Not applicable |
Aircraft Complies | ||
| 605.15
1) a-i 2) |
Power driven aircraft – VFR OTT
|
Aircraft includes the required equipment for VFR OTT | Aircraft Complies | ||
| 605.16
1) a-k 2) 3) 4) a-d 605.16 Cont’d. |
Power driven aircraft – Night VFR
|
Aircraft includes the required equipment for Night VFR
e. Not applicable h. Not applicable |
Aircraft Complies | ||
| 605.17
1) 2) |
Use of Position and Anti-collision Lights
|
Position and Anti-collision lights are included in the aircraft | Operator responsibility | ||
| 605.18
a-j 605.18 Cont’d. |
Power driven aircraft – IFR
No take-off unless
|
Aircraft complies to requirements of Power driven aircraft-IFR | Aircraft Complies | ||
| 605.19 | Balloons – Day VFR | Not applicable | |||
| 605.20 | Balloons – Night VFR | Not applicable | |||
| 605.21 | Gliders – Day VFR | Not applicable | |||
| 605.22
1) 2) 3) |
Aircraft equipment requirements – seat and safety belt requirements
|
Operator responsibility to ensure that an approved seat/safety belt is provided for each passenger. Standard A/C configuration baseline is furnished with two approved flight crew belts (TSO C-22g) and approved shoulder harnesses (TSO C-114) | Operator responsibility | ||
| 605.23 | Restraint system requirements | Not Applicable | |||
| 605.24
1) 2) 3) 4) 5) a-c 605.24 Cont’d. |
Shoulder harness requirements
|
|
Operator responsibility | ||
| 605.25 | General use of safety belts and restraint systems | Not applicable | Operator responsibility | ||
| 605.26 | Use of passenger safety belts and restraint systems. | Not applicable | Operator responsibility | ||
| 605.27 | Use of crew member safety belts | Not applicable | Operator responsibility | ||
| 605.28 | Child restraint system | Not applicable | Operator responsibility | ||
| 605.29
a-b |
Flight control locks
No usage unless
|
The primary flight control systems on the standard aircraft complies. The on-ground gust locking of the control surfaces is accomplished by installing an adjustable nylon strap connecting the pilot's right-hand rudder pedal to the control wheel. This strap is not an integral part of the flight control systems. The presence and, in turn, engagement of the gust lock is unmistakable by the flight crew as it resides in their direct line of interface with the control column and rudder pedals. It is not possible to taxi or to move any of the primary flight controls without first removing the gust lock. Engagement of the gust lock thus requires intentional effort by the flight crew. | Aircraft Complies | ||
| 605.30 a-b | De-icing or icing conditions
No take-off where icing conditions unless
|
A/C approved to operate in icing conditions. (Ref AFM) | Operator responsibility | ||
| 605.31
1) 2) |
Oxygen equipment and supply
|
1. Not applicable
2. A/C complies |
Operator responsibility to demonstrate compliance to this requirement. | ||
| 605.32
1) 2) 3) a-b |
Use of oxygen
|
A/C complies | Operator responsibility to address passenger requirements. | ||
| 605.33
1) a-d 2) d a-d 1) a-da-d a-d 2) |
Flight Data recorder and cockpit voice recorder
|
Not Applicable – Aircraft configured to a maximum of 8 passengers.
1) FDR is available as an option per Modsum 060T000109. 2) An approved Cockpit Voice Recorder is included in the 60XR baseline configuration. A 2 hour Cockpit Voice Recorder is available as an option per Modsum 060T000315. |
Operator responsibility | ||
| 605.34
1) a-b 2) 3) 4) a-b 5) a-b 605.34 Cont’d. |
Use of flight data recorders and cockpit voice recorders
|
1a) FDR is available as an option per Modsum 060T000109.
1b) The CVR is powered from Right DC Bus 1. 2-5) Operator responsibility |
Operator responsibility | ||
| 605.35
1) 2) a-b 3) a-c |
Transponder and Automatic Pressure-altitude reporting equipment
|
1) Transponders certified to TSO C112 are included in the standard aircraft.
2-3) Operator responsibility |
Operator responsibility | ||
| 605.36
1) 2) a-b |
Altitude Alerting system or Device
|
Altitude Alerting function is performed by the ADC’s and aural and visual warnings (EFIS) are provided.
2. Operator responsibility |
Operator responsibility | ||
| 605.37
1) 2) 3) |
Ground Proximity warning system
|
A/C Complies. An approved EGPWS is available. | Operator responsibility | ||
| 605.38
1) 2) 3) a-h 4) a-b |
ELT
|
A/C Complies. An ELT is provided.
3. a,b Not applicable |
Complies | ||
| 605.39 | Use of ELT’s | Not applicable | Operator responsibility | ||
| 605.40 | ELT Activation | Not applicable | Operator responsibility | ||
| 605.41
1) a-b 2) a-c 3) a-c 4) |
Third Attitude Indicator
|
A standby attitude indicator is provided as part of A/C configuration. | Aircraft Complies | ||
| 605.42 – 605.83 | [ reserved ] | Noted | |||
| 605.84
1) a-c 2) 3) a-b 4) 605.84 Cont’d. |
Aircraft Maintenance – General
|
Manuals provided with A/C | Complies | ||
| 605.85 | Maintenance Release and Elementary Work | Not applicable | Operator responsibility | ||
| 605.86
1) a-b 2) 3) a-b |
Maintenance Schedule
|
Manuals provided with A/C | Complies | ||
| 605.87 | Transfer of aeronautical products between maintenance schedules | Not applicable | Operator responsibility | ||
| 605.88
1) 2) |
Inspection after Abnormal Occurrences
|
Unscheduled maintenance tasks are provided in the Aircraft Maintenance manual | Operator responsibility | ||
| 605.89 – 605.91 | [ reserved ] | Noted | |||
| 605.92 | Requirement to keep technical records | Not applicable | Operator responsibility | ||
| 605.93 | Technical records | Not applicable | Operator responsibility | ||
| 605.94 | Journey Log requirements | Not applicable | Operator responsibility | ||
| 605.95 | Journey Log – Carrying on Board | Not applicable | Operator responsibility | ||
| 605.96 | Requirements for Technical records other than a journey log | Not applicable | Operator responsibility | ||
| 605.97 | Transfer of records | Not applicable | Operator responsibility | ||
| 605.98 – 605.110 | [ reserved ] | Noted | |||
| CAR 704 – Aircraft Requirements * | |||||
| 704.01
a-c |
General – Application
(a) a multi-engined aeroplane that has a MCTOW of 8 618 kg (19,000 pounds) or less and a seating configuration, excluding pilot seats, of 10 to 19 inclusive; (b) a turbo-jet-powered aeroplane that has a maximum zero fuel weight of 22 680 kg (50,000 pounds) or less and for which a Canadian type certificate has been issued authorizing the transport of not more than 19 passengers; (b.1) a multi-engined helicopter with a seating configuration, excluding pilot seats, of 10 to 19 inclusive, unless it is certified for operation with one pilot and operated under VFR; and (c) any aircraft that is authorized by the Minister to be operated under this Subpart. |
Noted | |||
| 704.02 | Aircraft Operation | Not applicable | Operator responsibility | ||
| 704.03 – 704.06 | [reserved] | Noted | |||
| 704.07
. |
Issuance of amendment of approved operator certificate | Not applicable | Operator responsibility | ||
| 704.08 | Content of air operator certificate | Not applicable | Operator responsibility | ||
| 704.09 | General conditions of air operator certificate | Not applicable | Operator responsibility | ||
| 704.10 – 704.11 | [reserved] | Noted | Operator responsibility | ||
| 704.12 | Flight operations – Operating instructions | Not applicable | Operator responsibility | ||
| 704.13 | General operational information | Not applicable | Operator responsibility | ||
| 704.14 | Scheduled Air Service Requirements | Not applicable | Operator responsibility | ||
| 704.15 | Operational Control System | Not applicable | Operator responsibility | ||
| 704.16 | Flight authorization | Not applicable | Operator responsibility | ||
| 704.17 | Operational flight plan | Not applicable | Operator responsibility | ||
| 704.18 | Maintenance of aircraft
A/C has to be maintained in accordance to operator’s maintenance control system |
Not applicable | Operator responsibility | ||
| 704.19 | Checklist | Not applicable | Operator responsibility | ||
| 704.20 | Fuel requirements | Not applicable | Operator responsibility | ||
| 704.21 | Admission to flight deck | Not applicable | Not applicable | ||
| 704.22 | Simulation of emergency situations
No emergency simulation that could affect the A/C when passengers on board |
Not applicable | Operator responsibility | ||
| 704.23 | VFR Flight Obstacle Clearance | Not applicable | Operator responsibility | ||
| 704.24 | VFR Flight Minimum Flight Visibility - Uncontrolled Airspace | Not applicable | Operator responsibility | ||
| 704.25 | VFR flight weather conditions | Not applicable | Operator responsibility | ||
| 704.26 | Take off minima | Not applicable | Operator responsibility | ||
| 704.27 | No Alternate Aerodrome - IFR Flight | Not applicable | Operator responsibility | ||
| 704.28 | VFR OTT flight | Not applicable | Operator responsibility | ||
| 704.29 | Routes in uncontrolled airspace | Not applicable | Operator responsibility | ||
| 704.30 | [reserved] | Noted | |||
| 704.31 | Minimum altitudes and distances | Not applicable | Operator responsibility | ||
| 704.32
1) 2) 3) |
Weight and balance control
|
Actual weight and balance information is provided at delivery for each aircraft. Weight and balance instructions are provided in the Aircraft manual. | Operator responsibility. | ||
| 704.33 | Apron and Cabin Safety Procedures | Not applicable | Operator responsibility | ||
| 704.34 | Briefing of passengers | Not applicable | Operator responsibility | ||
| 704.35 | Safety features card
Operator provide safety features card to each passenger |
Safety Cards provided | Operator responsibility | ||
| 704.36
1) a-b 2) a-b |
Instrument Approach Procedures
|
Operator responsibility | Operator responsibility | ||
| 704.37
1) a-d 2) a-d 3) a-e 4) a-d 704.37 Cont’d. |
Approach Bans-Non-precision, APV and CAT I Precision
|
Operator responsibility | Operator responsibility | ||
| 704.38 – 704.43 | [ reserved ] | Noted | |||
| 704.44
a-b |
Aircraft performance operating limitations – Exceptions
Person may operate A/C without complying with reqs of this Division if
|
Noted | Operator responsibility | ||
| 704.45 | General requirements
704.46 to 704.50 shall be based on data set from flight manual |
Noted | |||
| 704.46 | Take-off weight limitations | Not applicable | Operator responsibility | ||
| 704.47 | Net Take-off Flight Path | Not applicable | Operator responsibility | ||
| 704.48 | Enroute limitations with one engine inoperative | Not applicable | Operator responsibility | ||
| 704.49 | Dispatch limitations landing at destination and alternate | Not applicable | Operator responsibility | ||
| 704.50 | Dispatch Limitations: Wet Runway Turbo Jet powered airplanes | Not applicable | Operator responsibility | ||
| 704.51 – 704.61 | [ reserved ] | Noted | |||
| 704.62
1) a-b 2) 3) |
Division V – Aircraft equipment requirements: General requirements
|
Aircraft Complies
2. Not applicable |
|||
| 704.63
1) 2) 704.63 Cont.’d |
Operation of Aircraft in Icing
|
A/C is approved to operate in icing condition, reference AFM. In addition, an optional Ice Detection System is available per Modsum 060T000111. | Aircraft Complies | ||
| 704.64 | Airborne Thunderstorm Detection and Weather Radar Equipment
No operation with passengers on board in IMC when thunderstorms unless the A/C equipped with thunderstorms detection or weather radar |
Stormscope is available as an option per Modsum 060T000115 and meets TSO C110a.
Weather Radar is available as an option per Modsum 060T000114 and meets TSO C63c Class7. |
Operator responsibility | ||
| 704.65 | Additional Equipment for Single-Pilot operations | Not applicable | |||
| 704.66
1) 2) |
Protective Breathing Equipment
|
A/C complies | |||
| 704.67 | First aid oxygen | A/C complies | |||
| 704.68 | Shoulder harness
Shoulder harness for the pilot seat and any seat beside |
A/C complies | Operator responsibility | ||
| 704.69 | Pitot Heat Indication System
After June 30, no take-off when equipped w/flight instrument Pitot heating system unless also equipped w/Pitot heat indication system meeting requirements of section 525.1326 of Chapter 525-Transport Category Aeroplanes of the Airworthiness Manual |
Aircraft complies. The GLF5 is equipped with pitot heat indication that complies with CAR 525.1326 | Complies | ||
| 704.70
1) a-b 2) a-b 3) a-b 4) a-b 5) 704.70 Cont’d. |
ACAS
|
A/C Complies | Operator responsibility | ||
| 704.71
– 704.82 |
[ reserved ] | Noted | |||
| 704.83 | Hand-held Fire Extinguisher
At least one hand-held fire extinguisher in passenger compartment |
A/C complies with 2 hand-held extinguisher | |||
| 704.84 | Emergency equipment
Emergency equipment carried on board and inspected in accordance to the schedule |
A/C complies | Operator responsibility | ||
| 704.85 – 704.105 | [ reserved ] | Noted | |||
| 704.106 | Personnel requirements – Minimum crew | Not applicable | Operator responsibility | ||
| 704.107 | Designation of Pilot-in-command and second in command | Not applicable | Operator responsibility | ||
| 704.108 | Flight crew member responsibilities | Not applicable | Operator responsibility | ||
| 704.109 | Qualifications of Operational Control personnel | Not applicable | Operator responsibility | ||
| 704.110 | Check Authority | Not applicable | Operator responsibility | ||
| 704.111 | Validity period | Not applicable | Operator responsibility | ||
| 704.112 – 704.114 | [ reserved ] | Noted | |||
| 704.115
1) a-b 2) a-e 3) a-c . 704.115 Cont’d. |
Training program
|
Pilot training offered | Operator responsibility | ||
| 704.116 | Training – conditional approval of training | Not applicable | Operator responsibility | ||
| 704.117 | Training and Qualification Records | Not applicable | Operator responsibility | ||
| 704.118 | [ reserved ] | Noted | |||
| 704.119 | [ reserved ] | Noted | |||
| 704.120 | Requirements Relating to Company Operations Manual | Not applicable | Operator responsibility | ||
| 704.121 | Contents of Company Operations | Not applicable | Operator responsibility | ||
| 704.122 | Distribution of Company Operations | Not applicable | Operator responsibility | ||
| 704.123
1) 2) a-b 3) 704.123 Cont’d. |
Manual – Aircraft operating Manual
|
Manuals are provided | Operator responsibility | ||
| 704.124
1-3 |
Standard Operating Procedures
|
Manuals are provided | Operator responsibility | ||
| 704.125 – 704.127 | [ reserved ] | Noted | |||
Appendix 4 - HEAD-UP DISPLAY (HUD) SYSTEMS
Flight crewmember training must be accomplished using a level 'C' simulator, with a daylight visual display, or a level 'D' simulator. The OEB has determined that each pilot in command of an aircraft equipped with a HUD system shall receive a minimum of 4 hours of ground school training followed by a minimum of 4 hours of simulator training in the left seat of a level 'C', with a daylight visual display, or level 'D' simulator. A HUD equipped aircraft may also be used for in-flight training. In-flight training shall consist of a minimum of 4 hours of flying in the left seat of the HUD equipped aircraft. A person who progresses successfully through flight training, is recommended by an instructor, and successfully completes the appropriate HUD proficiency check by a Transport Canada inspector or an Approved Check Pilot, need not complete the recommended 4 hours of flight training.
The OEB recommends special training emphasis in the following areas:
Ground Training:
- Crew coordination
- Crew briefings and callouts
- Duties of flying and non-flying pilots
Flight Training:
- Use of caged, uncaged and clear modes (especially in crosswind conditions)
- Use of the pitch limit indicator (PLI) during windshear escape
- Approaches to 'black hole' airports using the FPA
- Use of the acceleration cue as a potential flight path angle (FPA)
- Relationship of the glide path angle to the symbolic runway
- Use of the flare symbol as a cue (not as guidance) and approaches into the top of an undercast during daylight and night conditions
- Recovery from unusual attitudes
- TCAS resolution advisory
- Takeoff using the FPA to meet a required climb gradient.
Checking requires a pilot proficiency check conducted in a level 'C' simulator, with a daylight visual display, in a level 'D' simulator, or on a HUD equipped aircraft. The pilot proficiency check will include at least one takeoff and departure procedure and one instrument approach and landing utilizing the HUD. The pilot proficiency check will also include a minimum of one takeoff or missed approach and one instrument approach without utilizing the HUD. This is to ensure proficiency without the use of the HUD. This check can be accomplished concurrently with a pilot proficiency check under CASS 724.108 Schedule 1.
The GV-SP, and GIV-X Head-Up Displays have been found to be functionally equivalent to the G-V HUD. All requirements listed above apply to the GV-SP and GIV-X HUDs.
APPENDIX 5 – KOLLSMAN ENHANCED VISION SYSTEM (EVS)
EVS meets the requirements of EFVS (Enhanced Flight Vision System) as defined in FAR 91.175.
Within the United States, flight crewmembers holding a U.S. licence may use EVS to meet the visibility requirements of Title 14 CFR Section 91.175 provided that vertical guidance with reference to an obstacle-free path is used.
Flight crewmember training must include a review of Title 14 CFR Section 91.175 and a review of the associated EVS AFM system description, limitations, and procedures.
NOTE: The current Transport Canada Regulations CAR 602.128 does not allow this capability of using the EVS, while US operators may be permitted by FAR 91.175 to exercise this capability. An exemption to CAR 602.128 with appropriate conditions or an appropriate amendment to this regulation is necessary for a Canadian operator to exercise this capability.
Flight crewmember training must be accomplished using a level 'C' simulator, with a daylight visual display, or a level 'D' simulator that has been qualified by the National Simulator Program for EVS, or the aircraft. The OEB has determined that each pilot in command of an aircraft equipped with EVS shall receive a minimum of 4 hours of ground school training followed by a minimum of 2 hours of simulator training in the left seat of a level 'C', with a daylight visual display, or level 'D' simulator. An EVS equipped aircraft may also be used in lieu of a simulator for training. In-flight training shall consist of a minimum of 2 hours of flying in the left seat of the EVS equipped aircraft. The flight portion of the training shall consist of a minimum of two (2) day and two (2) night approaches each with vertical guidance.
The OEB recommends special training emphasis in the following areas:
Ground Training:
- Title 14 CFR Section 91.175 and a review of the associated EVS AFM system description, limitations, and procedures
- Transition from EVS imagery to non-EVS, visual conditions. Maximum use should be made of videotapes of actual EVS approaches as seen through the combiner.
- Crew briefings and callouts including annunciation of published minima and operation below the DA(H) or MDA(H) with EVS
- Duties of flying and non-flying pilots
- Crew coordination
- Visual anomalies such as “noise” parallax, and “blooming”
- Importance of cross checking the HUD instrumentation presentations against the EVS visual scene presentation to enable the pilot to recognize malfunctions of the ground based ILS equipment and improper presentation of elements in the visual scene during the approach
- Use of barometric altitude and/or radio altitude at low heights, including temperature correction if applicable.
- Importance of vertical guidance to enhance situational awareness with respect to the obstacle environment.
- Importance of ensuring descent on an obstacle-free glide path when operating below the MDA during non-precision approaches.
Flight/Simulator Training:
- Transition from EVS imagery to non-EVS, visual conditions and runway acquisition
- Crew briefings and callouts including annunciation of published minima and operation below the DA(H) or MDA(H) with EVS
- Importance of the “design eye position” in acquiring the proper EVS image
- Use of on/off switch “clear” mode
- Precision and non-precision instrument approaches in both day and night conditions
- Use of caged and uncaged modes in crosswind conditions
- EVS repeater (if installed) – Imagery quality and crew coordination.
Checking requires a pilot proficiency check conducted in a level 'C' simulator, with a daylight visual display, in a level 'D' simulator, that has been qualified by the National Simulator Program for EVS, or on an EVS equipped aircraft. The pilot proficiency check will include at least one instrument approach to published minimums and landing utilizing the EVS. This check can be accomplished concurrently with a pilot proficiency check under CASS 724.108 Schedule 1.
NOTE 1: These EVS requirements assume that a pilot entering an EVS training program is trained and proficient in the use of the aircraft’s HUD in accordance with the requirements of Appendices 3 and 6 of this report. If a pilot is not trained and proficient in the use of the aircraft’s HUD, the HUD training required by Appendices 2 and 4 of this OEB Report may be accomplished concurrently with the provisions of these EVS training requirements.
NOTE 2: The EVS is also certified for use as an aid during all phases of flight: taxi, takeoff, climb, cruise, descent and landing.