FLIGHT STANDARDIZATION BOARD REPORT

REVISION 2

ECLIPSE AVIATION CORPORATION

MODEL EA-500

 

 

 

 

 

 

 

 

DATEApril 6, 2009

 

 

 

 

ROMAN A. BUETTNER

CHAIRMAN, ECLIPSE EA-500 FLIGHT STANDARDIZATION BOARD

 

 

 

FEDERAL AVIATION ADMINISTRATION

KANSAS CITY AIRCRAFT EVALUATION GROUP, MKC-AEG

901 LOCUST, ROOM 332

KANSAS CITY, MISSOURI 64106

 

TELEPHONE:  (816) 329-3233

FAX:  (816) 329-3241

 

 

 


 

 

 

MANAGEMENT COORDINATION

 

 

 

 

 

 

 

____________________________________________                    ________________________

Walter J. Hutchings, Manager                                                                           Date

Kansas City Aircraft Evaluation Group, MKC-AEG

 

 

 

 

 

 

 

 

 

____________________________________________                    ________________________

John Duncan, Manager                                                                                     Date

Air Transportation Division, AFS-200

 

 

 

 

 

 

 

 

 

____________________________________________                    ________________________

Anne X. Graham, Acting Manager                                                                                Date

General Aviation and Commercial Division, AFS-800

 

 

 

 

 

 


 

 

TABLE OF CONTENTS

TABLE OF CONTENTS............................................................................................................................................................. 3

REVISION RECORD................................................................................................................................................................... 4

1.  PURPOSE AND APPLICABILITY...................................................................................................................................... 5

2.  ACRONYMS............................................................................................................................................................................ 5

3.  BACKGROUND...................................................................................................................................................................... 7

4.  PILOT TYPE RATING DETERMINATION..................................................................................................................... 13

5.  EA-500 TRAINING PROGRAM DESCRIPTION and evaluation..................................................................... 14

6.  master common requirements.......................................................................................................................... 16

7.  faa specifications for training....................................................................................................................... 21

8.  faa SPECIFICATIONS FOR checking..................................................................................................................... 27

9.  FSB SPECIFICATIONS FOR Currency..................................................................................................................... 28

10. FSB SPECIFICATIONS FOR devices and simulators.................................................................................. 29

11. master difference requirements.................................................................................................................... 29

12. operator DIFFERENCE REQUIREMENTS.............................................................................................................. 29

13. miscellaneous............................................................................................................................................................. 31

14. aircraft regulatory compliance................................................................................................................. 31

15. alternate means of compliance to this report................................................................................. 32

APPENDIX A - AIRCRAFT REGULATORY COMPLIANCE CHECKLIST................................................................ A-1

APPENDIX B - mdr table................................................................................................................................................ b-1

APPENDIX c - odr tables.............................................................................................................................................. c-1

APPENDIX d - board record....................................................................................................................................... d-1

 


 

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span style='font-size:12.0pt'

NUMBER

 

SECTION

 

PAGE NUMBERS

 

DATE

 

Original

 

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All

 

04/09/2007

 

1

 

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All Pages From Original FSB Report, Added Appendix B, C and D

 

04/30/2008

 

2

 

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All

 

04/06/2009

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

span style='font-size:14.0pt' AND APPLICABILITY

 

1.1 Purpose

 

The primary purpose of this Flight Standardization Board (FSB) Report is to specify FAA master training, checking and currency requirements applicable to flight crews operating the Eclipse Model EA-500 airplane.  This report provides guidance to operators who will be operating the EA-500 under Title 14 Code of Federal Regulations (14 CFR) Part 91, Subpart K of Part 91, and Part 135.

 

1.2 Applicability

 

The guidelines in this report apply to: operations inspectors, principal operations inspectors (POIs), training center program managers (TCPMs), and aircrew program managers (APMs).  This report also applies to 14 CFR 135 air carrier check airmen and instructors, airline transport pilots instructing in air transportation service, certificated flight instructors, aircrew program designees, training center evaluators (TCEs), and 14 CFR Part 61, 135, 141 and 142 training providers.

 

This FSB Report has been written in accordance with the requirements of Advisory Circular (AC) 120-53A.  The contents of this FSB report are applicable on the effective date of its final approval and will remain effective unless amended, superseded, or withdrawn by subsequent FSB determinations.

 

 

2.  ACRONYMS

 

Relevant acronyms used in this FSB Report are defined as follows:

 

14 CFR                        Title 14 Code of Federal Regulations

AC                               Advisory Circular

ACO                            Aircraft Certification Office

ACP                            Autopilot Control Panel

ACS                            Aircraft Computer System

ADC                            Air Data Computer

AEG                            Aircraft Evaluation Group

AFM                            Airplane Flight Manual

AFS                             Autoflight System

AGL                            Above Ground Level

AHRS                          Attitude Heading Reference System

AOA                            Angle of Attack

APC                            Avio Processing Center

APM                            Aircrew Program Manager

APR                             Automatic Power Reserve

ATP                             Airline Transport Pilot

ATS                             Auto Throttle System

CAS                            Crew Alerting System

CHDO                         Certificate Holding District Office

CPT                             Cockpit Procedures Trainer

DME                            Distance Measuring Equipment

EAC                            Eclipse Aviation Corporation

EASA                          European Aviation Safety Agency

ECB                             Electronic Circuit Breakers

EFIS                            Electronic Flight Information System

ELOS                          Equivalent Level of Safety

EPDS                           Electrical Power Distribution System

ETT                             Extended Tip Tank

FAA                            Federal Aviation Administration

FADEC                       Full Authority Digital Engine Controller

FAR                             Federal Aviation Regulation

FIKI                            Flight Into Known Icing

FITS                            FAA/Industry Training Standard

FMA                            Flight Mode Annunciator

FMS                            Flight Management System

FSB                             Flight Standardization Board

FSDO                          Flight Standards District Office

FTD                             Flight Training Device

GPS                             Global Positioning System

GPU                            Ground Power Unit

ICAO                          International Civil Aviation Organization

IFD                              Integrated Flight Deck

ISS                              Integrated Sensor Suite

ITT                              Indicated Turbine Temperature

KEAS                          Knots Equivalent Airspeed

KIAS                           Knots Indicated Airspeed

LNAV/VNAV             Lateral Navigation/Vertical Navigation

LPV                             RNAV/GPS Type Approach Using Vertical Guidance Based on WAAS

MCRs                          Master Common Requirements

MCT                            Maximum Continuous Thrust

MDRs                          Master Difference Requirements

MFD                            Multifunction Display

MKC-AEG                  Kansas City Aircraft Evaluation Group

NSP                             National Simulator Program

OAT                            Outside Air Temperature

ODRs                          Operator Difference Requirements

PFD                             Primary Flight Display

PIC                              Pilot in Command

POI                              Principal Operations Inspector

PTS                             Practical Test Standards

QRH                            Quick Reference Handbook

RNP                            Required Navigation Performance

RVSM                         Reduced Vertical Separation Minimum

SIC                              Second in Command

SRM                            Single-Pilot Resource Management

TAS                             Traffic Advisory System

TAWS                         Terrain Awareness Warning System

TCDS                          Type Certificate Data Sheet

TCE                             Training Center Evaluator

TLA                             Thrust Lever Angle

TOGA                         Takeoff Go-Around

V50                             Safe Speed at 50 Feet AGL (Two Engine or Single Engine)

VFE                             Flap Extended Airspeed

VLE                             Landing Gear Extended Airspeed

VLO                            Landing Gear Operating Airspeed

VMC                           Minimum Control Airspeed

VMO                           Maximum Operating Airspeed

VO                              Design Maneuvering Speed

VREF                          Reference Landing Airspeed

VSO                            St all Speed –Landing Configuration

VTD                            Aircraft Speed at Touchdown

VYSE                          Single Engine Best Rate of Climb

WAAS                         Wide Area Augmentation System

 

 

3.  BACKGROUND

 

3.1 EA-500 Base Aircraft

 

Eclipse Aviation Corporation (EAC), the Manufacturer, is located in Albuquerque, New Mexico, and originally applied for a type certificate for the Eclipse Jet on July 12, 2001.

 

The Eclipse Model EA-500 is a twin-engine turbofan airplane certified in accordance with 14 CFR Part 23, in the normal category.  The EA-500 is classified as a center line thrust airplane since the aircraft stalls prior to velocity minimum controllable (VMC) airspeed.  Therefore, no VMC speed is published.  It is listed on Federal Aviation Administration (FAA) Type Certificate Data Sheet (TCDS) Number A00002AC as the Model EA-500.  EAC received their provisional type certificate on July 21, 2006, and their type certificate on September 30, 2006.

 

The minimum crew size determination listed in the airplane flight manual (AFM), and on the TCDS, is one pilot in the left seat.  AFM limitations authorize a single pilot, only if an autopilot system, a headset mounted microphone, and a transponder ident button mounted on the left sidestick are installed and operative.  Additionally, a quick reference handbook (QRH), with the most current revision, also must be available.  If one or more of these conditions are not met, the EA-500 must have a flight crew comprised of one pilot and one copilot.

 

The EA-500 is certified for VFR Day, VFR Night, and IFR flight conditions to a maximum operating altitude of 41,000 feet, and is approved for flight into reduced vertical separation minimum (RVSM) airspace and known icing conditions if the aircraft meets the minimum equipment requirements. 

 

The EA-500 base model has a maximum certificated takeoff weight of 5,760 pounds and a maximum landing weight of 5,415 pounds.  All models of the EA-500 have a total seating density of up to six, with two crew seats and three passenger seats (standard), or four passenger seats (optional).

 

The aircraft is powered by two Pratt & Whitney, PW610F-A engines, each producing 900 pounds of thrust.  Engines are controlled by two dual-channel, full authority digital engine controller (FADEC) units, that operate independent of the aircraft computer system (ACS) except for startup and shutdown.  The engines received type certification from Transport Canada and FAA on August 23, 2006.

 

The EA-500 fuselage and major structural components are aluminum, and the aircraft employs conventional, mechanical flight controls.  There are two sidestick controls mounted on the cockpit sidewalls rather than center control wheels at each pilot station. 

 

The aircraft fuel system is a pressurized wet-wing design that is controlled and monitored by the ACS.  Total fuel capacity is 1,540 pounds with 1,516 pounds usable.  Fuel management and balancing is automatic, but may be overridden by the pilot.

 

The EA-500 relies on dual ACSs and an electrical power distribution system (EPDS) to control, monitor, and power its systems and components.  The two ACSs, and all electronic aircraft system buses and components, are interwoven and fully integrated.  Electronic circuit breakers (ECBs) not only provide circuit protection, but serve as logic-driven, micro-processors that have other functions.

 

The two ACSs in the EA-500 each have independent architecture for redundancy to ensure availability for several important aircraft support functions, including the autoflight system (AFS).  The AFS consists of an autopilot and autotrim system, flight director, yaw damper, stall warning and stick pusher, and the flight mode annunciation (FMA) and crew alerting system (CAS) message reporting.

 

A takeoff configuration system evaluates trim positions, parking brake, flaps, cabin door, outside air temperature (OAT) input and engine status before activating a “T/O CONFIG OK” status CAS message.  This system also provides warnings when critical components are not within takeoff parameters.

 

The Avio Integrated Flight Deck (IFD) was developed by EAC and Avidyne Corporation for use in the EA-500.  It consists of two primary flight displays (PFD) and one multifunction display (MFD).  An electronic flight information system (EFIS) is the primary component of the IFD.  Each PFD, within the IFD, receives information from its independent integrated sensor suite (ISS).  Each ISS includes an attitude and heading reference system (AHRS), air data computer (ADC), and Global Positioning System (GPS).

 

The PFDs send information through dual bite flight data buses to both sides of the MFD, the central switching panel, and the autopilot control panel.  From these components, information flows through 30 different data buses to every aircraft system and component on the EA-500 that is electronically powered.  The EFIS presents standard flight and navigation display information, and it includes synoptic pages, which present system status information to the flight crew.

 

 

 
3.2 Related EA-500 Model with Extended Tip Tank (ETT) Installation

 

The related model of the EA-500, with the ETT installation, increased the maximum takeoff weight to 5,995 pounds and the maximum landing weight to 5,600 pounds.  The ETT model increased the fuel capacity to 1,722 pounds with 1,698 usable.

 

The primary changes from the EA-500 base model to the related model with the ETT installation are summarized in the table below.

 

Eclipse EA-500 with ETT Installation

Increased Maximum Takeoff Weight to 5,995 lbs.

Increased Maximum Landing Weight to 5,600 lbs.

Usable Fuel Increased from 1,516 lbs to 1,698 lbs.

Tip Tank Size and Capacity Increased

VMO and VLE Increased from 275 KEAS to 285 KEAS

Bullet Fairing Elongated

Rudder and Trim Tabs Lengthened

Engine Pylon Relofted

Starter/Generator Cooling Fan Intake and Exhaust Size Reduced

Other Minor Aerodynamic Changes to Aircraft Surfaces

 

3.3 Related EA-500 Model with Avio NG 1.0 Avionics Upgrades

 

This related model of the EA-500 upgraded the Avio NG avionics suite to software version 1.0.  It featured several enhancements to the existing avionics system and incorporated several other system capabilities.  The primary changes from the EA-500 base model to the related model with the upgraded Avio NG avionics installation are summarized in the table below.

 

 

Eclipse EA-500 with Avio NG Upgrades

Changes in the Avio NG Architecture Regarding Communications, Navigation and Transponder Equipment

Replaced MFD/PFD Rocker Switches with Single Knobs

Several Changes to MFD System Synoptic Pages

Several PFD Flight Information Data Location Changes

Weather Radar System Added

Five Mechanical Circuit Breakers Added

Optional Traffic Alert System (TAS) and Terrain Awareness Warning System (TAWS) Added

Third Attitude Indicator Option Added

Optional ADF and DME Systems Added

Pitot/Static and Windshield Heat Operational Changes

Other Minor Changes to MFD/PFD Displays

 

 

A typical EA-500 panel installed in the base EA-500 and the related models with the extended tip tank (ETT) installation and the Avio NG 1.0 upgrades is shown below.

 

EA-500 Avio NG Integrated Flight Deck Panel through Software Version 1.0

 

 

 

3.4 Related Model with Flight into Known Icing (FIKI) Approval and Avio NG 1.5 Upgrades

 

The related model with FIKI approval and Avio NG software version 1.5 upgrades will normally include all previous changes to the base aircraft, i.e. ETT and Avio NG 1.0 upgrades.  Some of the EA-500 base aircraft may have Avio NG 1.0 or 1.5 upgrades, but not the ETT or FIKI installations.  However, for any aircraft to have FIKI approval, it also must also have completed the Avio NG 1.5 software upgrades.

 

The related model with FIKI approval connected the installed ice protection equipment to its respective panel switches and made final changes to the equipment.  It also split the ice protection switches on the center switch panel to include individual switches for L ENG and R ENG, which provide engine anti-ice protection and a WING position that activates de-ice boots for wing and tail surfaces.  The intermediate position of these switches “ENG”, provides protection for the engines only.  L/R WSHLD heat and PITOT/STAT heat are set by accessing the Ice Page of the system synoptic function of the MFD.  FIKI approval also added static wicks, and a phase break coating around the static ports and improved grounding for the engines and other parts of the aircraft structure.

 

The FIKI approval resulted in changes to the stall protection schedule with all ice protection equipment ON.  The ACS automatically adjusts the stall speed, Vyse and Vref airspeeds to significantly higher values, which are depicted on the airspeed tape and include a phase-in period of up to 30 seconds.

 

The upgrades of the Avionics suite to Avio NG 1.5 in the related model include the installation of dual GPS long range navigation systems, major upgrades to the autoflight system, activation of the flight director system with takeoff go-around (TOGA) capability and the removal of the keyboards.

 

The primary changes that have occurred as a result of the FIKI installation and Avio NG 1.5 upgrades are summarized in the table below.

 

Eclipse EA-500 with FIKI Installation and Avio NG 1.5 Upgrades

Activation of Ice Protection System Equipment

Separated Ice Protection Switch on the Center Switch Panel to L ENG/WING and R ENG/WING

Added Four Static Wicks

Grounded VCS Doors, Engine Stators and Bleed Valves

Added Normal and High Windshield Heat Mode Settings

Added Phase Break Coating Around Static Ports

Increased Maximum Takeoff Weight to 6,000 pounds

Increase in Stall Speeds, Vref and Vyse with all Ice Protection Equipment ON

Landing Flap Airspeed Limitation Increased to 140 Knots

Upgrade of the Avionics Suite to Avio NG 1.5 Software Level

Installation of dual Garmin 400W Long Range Navigation Systems with WAAS capability and LNAV/VNAV and LPV Approaches to an Accuracy of RNP.1

Activation of Flight Director System and TOGA Capability

Improved Autoflight System with full Navigation and Approach Coupling Functionality and Integration with Flight Director

New Autopilot Minimum Use Height Limitations for Enroute and Instrument Approaches

Activation of TOGA switch on left Throttle

Addition of Third AHRS to Improve Standby Attitude Capability

Removal of Keyboards

Minor Changes to the Electrical Power Distribution System (EPDS)

 

 

The EA-500 cockpit panel of the related aircraft with all Avio NG 1.5 upgrades and FIKI approval is shown below.

 

 

EA-500 Avio NG 1.5 Integrated Flight Deck Panel with FIKI Approval

 

 

4.  PILOT TYPE RATING DETERMINATION

 

4.1 General

 

In accordance with 14 CFR Parts 1 and 61, the pilot type rating designation for the Eclipse Aviation EA-500 airplane is EA-500.  A pilot, who satisfactorily completes the practical test in this aircraft, will receive an EA-500S, or EA-500 type rating on their airman certificate.  Airman certification requirements, airman training, instructor endorsement(s) and the administration of the practical test differ for each of the two type rating designations.  The privileges and limitations with each type rating are described in the respective paragraphs below.

 

Airmen, who complete an EA-500 type rating course, but have no multiengine land rating on their airman certificate, will have a restriction placed on their airman certificate, “Limited to Center Thrust,” since the EA-500 has no published VMC speed.

 

The original FSB did not conduct a comparison between the EA-500 and any other Eclipse Aviation models, since the EA-500 base model was the only Eclipse model type certificated in the United States at the time.  No credit may be given for training, checking, or currency in the EA-500 for aircraft built by another manufacturer.

 

An interim FSB was convened in January 2008, in Albuquerque, New Mexico, to evaluate two related models:  the model with the ETT installation and the model with the Avio NG avionics upgrade. 

 

An interim FSB was convened in November 2008, in Albuquerque, New Mexico, to evaluate the related EA-500 model with FIKI approval and Avio NG 1.5 version upgrades to the avionics suite.

 

In accordance with 14 CFR Parts 1 and 61, the pilot type rating designation for all related models is EA-500S, or EA-500, the same type ratings assigned to the EA-500 base aircraft.

 

4.2 EA-500S Type Rating

 

The EA-500S type rating is approved for pilots who satisfactorily complete the type rating practical test in the EA-500 as a single pilot.  A pilot with the EA-500S type rating may operate the aircraft as a single pilot, or operate as a pilot in command (PIC) with a second in command (SIC) on the aircraft.

 

A pilot with the EA-500S type rating must have a SIC in the aircraft if the autopilot system is inoperative, if a headset mounted microphone or the transponder ident button on the left sidestick are inoperative, or if the QRH is not available.  AFM Limitations, and the approved MMEL, require a SIC under these conditions.  If this circumstance arises, the PIC must comply with the PIC proficiency check requirements specified by 14 CFR Section 61.58, and use a SIC that meets the qualification and training requirements of 14 CFR Section 61.55.

 

4.3 EA-500 Type Rating

 

The EA-500 type rating is approved for pilots who satisfactorily complete the type rating practical test in the EA-500 while using a SIC as a crew member.  The limitation “Second in Command Required” will be placed on their airman certificate.  A pilot with an EA-500 type rating must operate the aircraft with a SIC, who meets the minimum qualification and training requirements of 14 CFR Section 61.55, or have another pilot as SIC, who holds an EA-500 type rating.

 

In addition, the holder of an EA-500 type rating may not act as PIC of the EA-500 unless, within the preceding 12 calendar months, he or she has satisfactorily completed an annual proficiency check in the EA-500, or an aircraft requiring more than one crewmember, as required by 14 CFR Section 61.58 (a)(1) or (2).

 

If the holder of an EA-500 type rating elects to complete the EA-500S practical test, the entire practical test must be completed again as a single pilot.  After satisfactorily completing this practical test, the airman is granted the EA-500S type rating and the limitation “Second in Command Required” is removed in accordance with 14 CFR Section 61.43 (b).  In this circumstance, the EA-500 type rating designation may be retained on the airman certificate.

 

 

5.  EA-500 TRAINING PROGRAM DESCRIPTION AND EVALUATION

 

5.1 Eclipse Aviation Training Program

 

Eclipse Aviation developed their original training program for completion of type ratings in the EA-500 airplane, since there was no simulator availability.

 

EAC established four type rating course prerequisites that flight students are required to complete prior to enrolling in the EA-500 type rating program.  These prerequisites are managed by EAC’s training department.  Additionally, all enrollees must hold at least a private pilot certificate with instrument and multiengine land ratings, and an airman medical certificate.

 

The EA-500 type rating training program consists of a FAA/Industry Training Standard (FITS)-Accepted, integrated ground and flight, scenario-based course.  The EA-500 FITS Program consists of ground training on aircraft systems, single-pilot resource management (SRM) and risk assessment, as well as integrated procedures training in a cockpit procedures trainer (CPT).  The flight portion of the program is scenario-based and also includes flight training periods which cover all maneuvers included in the ATP/Type Rating Practical Test Standards (PTS), and a practical test review.

 

EAC has also created a mentoring program for pilots who complete the EA-500 type rating.  EAC pilots, FAA inspectors, and pilots operating under 14 CFR Part 135 will not be required to participate in the mentoring program.  All other pilots, who will be operating the EA-500 under 14 CFR Section 91, are subject to the Eclipse mentoring program.  The mentoring program is also managed by the EAC training department.

 

5.2 Eclipse EA-500 Training Limitation

 

EAC has included a training limitation in Section 2 of the EA-500 AFM.  It states, “All pilots operating a U.S. registered Eclipse Aviation EA500 must be trained and qualified in accordance with the FAA Accepted/Approved Eclipse Aviation training program or equivalent FAA Accepted/Approved training program.”  The TCDS contains similar wording.  This AFM limitation was coordinated with AFS-800, the MKC-AEG, and the FSB.  It was subsequently approved by the Ft. Worth Aircraft Certification Office (ACO).

 

The FSB concludes that this AFM limitation means that all flight crew training must be completed in accordance with an FAA Accepted/Approved program regardless of whether it is completed in the aircraft or an approved simulator.  The AFM limitation includes PIC, SIC, initial, recurrent, transition and differences training.  AFM training limitation also requires that all FAA Accepted/Approved training programs for the EA-500 remain current, and are revised as needed by EAC or other training provider to meet the intent of the AFM training limitation.

 

Eclipse Aviation holds both a Letter of Acceptance indicating that their training program meets the established FITS tenets and a Letter of Approval which constitutes the “Approved” section of this limitation.

 

5.3 Other EA-500 Training Programs

 

The second part of the AFM training limitation, “equivalent FAA Accepted/Approved training program,” encompasses training programs leading to an EA-500 type rating offered by other training providers, which may be approved by FAA Flight Standards District Office (FSDO) organizations, under 14 CFR Part 61, 91 Subpart K, Part 135, Part 141, or Part 142.

 

The FSB has concluded that the meaning of the word “equivalent” requires that EA-500 type rating programs approved by FAA for all other training providers must be equivalent in scope and structure to the Eclipse Aviation “Accepted or Approved” type rating program.

 

5.4 FSB Training Program Evaluation

 

The FSB evaluated the original Eclipse Aviation type rating program when the Board was convened in 2006-2007.  The FSB considered only the type rating program in its evaluation and not the four Eclipse pre-type rating prerequisites, since they are beyond the mandate of FSB responsibilities.

 

The FSB recommended a minimum of 16 hours of flight training for enrollees in the Eclipse EA-500 type rating program and that pilots then be trained to proficiency if additional time is needed.  This conclusion was based on average training times of FSB members and the functionality of the equipment and maturity of the systems of the EA-500 aircraft, which were presented to the FSB by EAC when the original FSB was held.

 

The FSB did not consider the Eclipse mentoring program in its evaluation since the Board determined that mentoring was outside the scope of FSB responsibilities.  The FSB, the MKC-AEG and AFS-800 support mentoring, but EAC retains the authority and responsibility for managing their mentoring program.

 

A FSB was reconvened in January, 2008, and again in November, 2008, to evaluate differences training due to several modifications to the EA-500 base aircraft.  Additional ground, systems integration and flight training have been recommended by the FSB based on evaluation of differences training for modifications to related aircraft.  All recommended training times are listed in Section 7, FSB Specifications for Training.

 

The FSB is responsible for completing evaluations of future changes to the EA-500 and any related models.  Other aircraft changes that the FSB may need to evaluate include, but are not limited to, engine changes, systems and instrumentation changes, and the installation of new systems.  The FSB will determine the impact of future installations on training, checking and currency and revise this FSB Report as needed.

 

 

6.  MASTER COMMON REQUIREMENTS (MCRs)

 

6.1 MCRs – General

 

MCRs are requirements applicable to crew qualification which pertain to all aircraft of the same type or related types.  This section lists all MCRs identified by the FSB for the EA-500.  The FSB has determined that takeoff and landing performance, flight characteristics, and handling qualities are nearly identical when transitioning from the EA-500 base aircraft to the EA-500 related models.

 

Throughout the FSB Report, there are references to knots equivalent airspeed (KEAS) rather than knots indicated airspeed (KIAS).  A traditional airspeed indicator shows indicated airspeed.  In the EA-500, indicated airspeed was corrected for sensor and position error due to the pressure field around the sensors at different angles of attack.  This correction would normally result in calibrated airspeed.  However, EAC engineers further corrected this value for compressibility errors, which resulted in equivalent airspeed, which is a more accurate presentation of aircraft speed than KIAS.

 

During the certification process, EAC decided to use KEAS rather than KIAS.  An equivalent level of safety (ELOS) was written, and subsequently approved by the FAA Aircraft Certification Service, to ensure that operators of the EA-500 would have an adequate explanation of KEAS.  The term, KEAS, is satisfactorily explained in the EA-500 AFM.

 

6.2 Takeoffs

 

All takeoffs should be made with maximum power to ensure that the automatic power reserve (APR) system automatically arms.  If one throttle is moved toward the idle position, the APR function will disengage.  The use of the APR is limited to 10 minutes and the use of maximum takeoff power in the EA-500 is restricted to five minutes.

 

Takeoffs should be made with flaps set at the takeoff setting, but may be made with flaps in the up position.  Pilots should be aware of the performance differences between the two takeoff configurations.

 

There is one takeoff procedure in the EA-500, which covers both normal and short field takeoffs.  Best performance for obstacle clearance is dependent upon aircraft speed at 50 feet above the surface (V50 speed).

 

There are two VYSE speeds for any weight condition in the EA-500, which is unique to a 14 CFR Part 23 airplane.  There is a VYSE for flaps at takeoff and a different VYSE for flaps up.  Flight crews, training personnel, check airmen and examiners should be aware that as the aircraft flaps are retracted from the takeoff position to the up position, the “blue line” on the airspeed tape will adjust upward.

 

In the related aircraft with FIKI approval and Avio NG 1.5 upgrades, VYSE is significantly increased if all ice protection equipment is ON.  The “blue line” on the airspeed tape will adjust to reflect the new VYSE speed.

 

6.3 Climb, Cruise and Approach Profiles

 

Climb, cruise and approach flight profiles, flap settings, and recommended or maximum airspeeds for the EA-500 are accomplished in accordance with the following tables.

 

CLIMB

RECOMMENDED AIRSPEED

Normal Climb

150 KEAS

Cruise Climb

200 KEAS

 

CRUISE

MAXIMUM AIRSPEED

VMO - Base Aircraft

VMO – Related Models

275 KEAS

285 KEAS

MMO

.64 Mach

 

 

DESCENT/APPROACH VFR

MAXIMUM AIRSPEED

VFE – Flaps Takeoff

200 KEAS

VFE – Flaps Landing

120 KEAS

VFE – Flaps Landing (FIKI and Avio NG 1.5 Model)

140 KEAS

VLO/VLE – Base Aircraft

VLO/VLE – Related Models

200 KEAS/275 KEAS

200 KEAS/285 KEAS

 

The manufacturer set minimum maneuvering airspeeds for the EA-500 in response to FSB concerns regarding persistent aural and visual stall warning indications while the aircraft was maneuvering during approaches to landings.  The minimum airspeeds in the table below are to be used for maneuvering, except when the aircraft is fully configured for landing on final approach in a wings level landing configuration.

 

FLAP POSITION

MINIMUM AIRSPEED

Flaps Up

130 KEAS

Flaps Takeoff

115 Knots

Flaps Landing

100 Knots

 

6.4 IFR Approach and Landing Minima

 

In accordance with 14 CFR Section 97.3, the aircraft approach category is based on 1.3 times the stall speed in the landing configuration (VSO) at maximum certificated landing weight. Using this criterion, the EA-500 has a reference landing speed (VREF) of 94 knots.  With all ice protection equipment ON, VREF at maximum landing weight is 118 KEAS.

 

Straight in Approaches – A minimum of 94 KEAS at the maximum aircraft landing weight, with flaps in the landing position, is used in training by EAC and is recommended by the FSB as listed in the following table.

 

AIRCRAFT SPEED

FLAP POSITION

APPROACH CATEGORY

94 KEAS

Landing Flaps

Category B

118 KEAS with

Ice Protection ON

Landing Flaps

Category B

 

6.5 Circling Approaches

 

A minimum of 115 KEAS for all circling approaches with flaps set in the takeoff position is used in training by EAC and is recommended by the FSB during the circling maneuver.  On the turn to final, the flaps should be set to landing and the aircraft should be slowed to the recommended VREF speed.

 

Single engine circling maneuvers may be trained and checked at the discretion of the training provider and/or examiner based on weight, altitude, temperature and conditions of flight.  For the related airplanes with FIKI approval, the circling approach speed will increase significantly with ice protection ON.

 

When determining circling approach minima, all approach minimums are based on the highest airspeed used during the circling maneuver.  This will ensure that the aircraft has adequate obstacle clearance in the maneuvering area.  The minimum visibility for circling maneuvers is listed in the following table and increases with airspeed due to the increase in circling approach radii.

 

SPEED/CATEGORY

VISIBILITY IN STATUTE MILES

Less than 91 Knots/Cat A

1 Mile

91 to 120 Knots/Cat B

1 Mile

121 to 140 Knots/Cat C

1 and ½ Miles

141 to 165 Knots/Cat D

2 Miles

165 Knots and Above/Cat E

3 Miles

 

6.6 Landings

 

The FSB found no unusual landing characteristics in the EA-500.  The AFM lists an aircraft speed at touchdown (VTD) for landings in an airspeed range of 72 to 78 KEAS depending on weight.  Short field landings are accomplished in the same manner as normal landings.

 

The FSB agrees that all landings should be at a slow airspeed since there are no drag devices on the EA-500 other than flaps and brakes, and the brakes do not have anti-skid protection.  However, the FSB also recommends that the VTD airspeed should be balanced with operational safety, and points out that the margin above a stall at VTD is only a few knots.

 

The recommended VREF and VTD airspeeds for the EA-500 are listed in the following table, based on the landing weight of the aircraft.  These airspeeds are listed in the EA-500 AFM.

 

LANDING WEIGHT

VREF

VTD

5,600 Lbs.

94 KEAS

78 KEAS

5,000 Lbs.

89 KEAS

76 KEAS

4,500 Lbs.

85 KEAS

74 KEAS

4,000 Lbs.

80 KEAS

72 KEAS

 

Due to the significant increase in landing airspeeds with all ice protection ON, the following table lists the recommended airspeeds during landing and touchdown.


 


LANDING WEIGHT

VREF

VTD

5,600 Lbs.

118 KEAS

104 KEAS

5,000 Lbs.

112 KEAS

98 KEAS

4,500 Lbs.

106 KEAS

93 KEAS

4,000 Lbs.

100 KEAS

88 KEAS

 

Careful consideration should be given to landing with ice protection equipment ON due to the greatly increased landing distances due to the higher VREF and VTD airspeeds.

 

REJECTED LANDINGS – Rejected landings can be trained and checked with two engines operative, or one engine inoperative, following the procedures established by EAC, or other training provider.

 

NO FLAP APPROACHES – No Flap approaches and landings were evaluated by the FSB and can be safely accomplished during training and checking.  It is important to note that the final approach speed with flaps in the UP position is Vref + 20, which equates to an approach speed of 113 KEAS and substantial runway length needed to safely stop the aircraft after landing.

 

6.7 Inflight Maneuvers

 

STEEP TURNS – Steep turns must be trained and checked at less than 180 knots, the established maneuvering speed (VO) of the EA-500 at maximum takeoff weight.  It is recommended that 170 knots be used as target airspeed for steep turns, with a power setting of 70% to 80% N1, depending on aircraft weight, altitude and atmospheric conditions.

 

STALLS – The EA-500 was found to have adverse stall characteristics during flight testing leading to type certification.  As a result, a stick pusher system was installed to mitigate these characteristics in order to achieve certification under 14 CFR Part 23.

 

The EA-500 has no unusual stall characteristics if stall recovery is initiated at the first indication of a stall, which is well above an aerodynamic stall.  The stall speed in the clean configuration, at maximum takeoff weight with 0 degrees angle of bank is 95 KEAS.  In the landing configuration, with gear and flaps fully extended, at maximum landing weight, with 0 degrees of bank, the stalling speed is 73 KEAS.  The FSB noted that stall recovery can be completed with minimal altitude loss if initiated at the first indication of a stall, which is the aural stall warning and the stall warning visual indication on the PFDs.

 

An aerodynamic stall occurs at the same approximate airspeed as stick pusher activation.  The aircraft stick pusher system will activate if the sidestick is held in the aft position and recovery is not made at the first indication of a stall.  If the stick pusher activates, the loss of altitude during the stall recovery will be 300 to 400 feet.  As a consequence, flight crews, training personnel and evaluators should be aware of the consequences of low altitude stalls.

 

On the related airplane with FIKI approval and Avio NG 1.5 upgrades, the stall speed in the clean configuration at maximum takeoff weight with all ice protection ON is 124 KEAS.  In the landing configuration at the maximum landing weight with all ice protection ON, the stall speed is 92 KEAS.  With ice protection ON, the recovery from a stall, with stick pusher activation, the aircraft could lose as much as 400 to 500 feet of altitude.

 

UNUSUAL ATTITUDES – Unusual attitudes may be trained and checked in the aircraft as long as the induced pitch and bank remain within the parameters for non-acrobatic flight.

 

EMERGENCY DESCENTS – It is recommended that emergency descents during training and checking in the aircraft be accomplished at a maximum descent speed of 250 KEAS rather than 285 KEAS, which is the airplane VMO and the speed specified in the AFM emergency procedures.

 

ENGINE SHUTDOWNS IN FLIGHT – For an intentional engine shutdown in flight, the throttle of the selected engine should be at idle and the engine selector switch on the overhead panel should be selected to OFF.  An airspeed allowing for a successful engine air start should be maintained for the weight/altitude/temperature condition as illustrated in the Engine Air Start Envelope in Section 3 of the AFM and the QRH.  It is important to emphasize that the FADEC automatic start abort features are disabled in flight.

 

After shutdown, the engine ITT should be permitted to cool to 100 degrees C before attempting a restart.  An engine warm-up period after a restart in the training and checking environment is not addressed in the AFM or Eclipse flight training manuals.

 

SIMULATED ENGINE FAILURES – It is recommended that simulated engine failures be accomplished with the use of the throttle unless the aircraft is at least 3,000 feet above ground level (AGL) near a suitable airport.  Since the EA-500 has no published V1 speed, no intentional engine failures should be completed less than 500 feet AGL, to follow current practices in other multiengine airplanes certificated under 14 CFR Part 23.

span style='font-size:12.0pt'

NOTE:  EA-500 airplanes are operating in several different configurations and will be for some time.  It is important for inspectors to understand the operational capabilities of the individual aircraft based on installed equipment and the applicable 14 CFR operating rule.

 

 

u

 

7.1 Initial Type Rating Training in the EA-500

 

An applicant for an EA-500 type rating at the ATP certificate level must meet the training requirements of 14 CFR Section 61.157 (b) or (c).  For the addition of an EA-500 type rating to a pilot certificate other than at the ATP level, an applicant must meet the training requirements of the applicable sections of 14 CFR Section 61.63 (d) or (e).  All initial training for the purpose of obtaining an EA-500 type rating in the base airplane is at Level E with the hours recommended in the table below.

 

EA-500 BASE AIRPLANE

TRAINING HOURS

Aircraft Systems Ground Training

Number Not Recommended

Systems Integration Training

6.0 Hours

Flight Training

16.0 Hours

 

7.2 Ground Training

 

The FSB evaluated the ground portion of the Eclipse EA-500 type rating program and recommends no minimum number of training hours.  The FSB recommends that the number of ground training hours for the initial EA-500 type rating program be evaluated as necessary by the appropriate jurisdictional FSDO when approving training programs. Ground training for the EA-500 in the following subject areas is required:

 

a.         Single Pilot Crew Resource Management

b.         Risk Assessment

c.         AFM Review

d.         Aircraft Limitations

e.         Aircraft Performance, Performance Airspeeds and Flight Profiles

f.          Weight and Balance

g.         Aircraft Maintenance and use of MMEL

h.         Aircraft General Description

i.          Avio Integrated Avionics Suite

j.          Aircraft Computer System

k.         Air Data System and AHRS

l.          Aircraft Engines, FADEC and APR

m.        Electronic Power Distribution System

n.         PFD Displays and Controls

o.         MFD Displays and Controls

p.         CAS Messaging System

q.         System Synoptic Pages

r.          Warning Systems and Takeoff Configuration Protection

s.          Flight Controls

t.          Auto Flight System

u.         Landing Gear and Brakes

v.         Fuel System

w.        Pneumatics

x.         Pressurization System

y.         Air Conditioning

z.          Oxygen System

aa.        Ice and Rain Protection

bb.       Fire Protection System

cc.        Preflight Procedures

dd.       Normal Procedures

ee.        Abnormal and Emergency Procedures

ff.         Generator, ACS, or Flight Bite Data Bus Failures

gg.        ETT Modification Differences

hh.        Avio NG Avionics System Differences

ii.          ADF System

jj.         DME Systems

kk.       Optional Systems Operation Including Weather Radar, TAS and TAWS

ll.          Operations Into Known Icing

mm.      Garmin 400W Long Range Navigation System

nn.        Use of TOGA System

 

7.3 Systems Integration Training (CPT, FTD, Simulator or Aircraft)

 

The FSB recommends systems integration training in an approved CPT, FTD, simulator, or aircraft for all pilots undergoing training.  These modules may be integrated in the type rating program during ground training at the discretion of EAC, or other training provider, and should include an emphasis on the following tasks:

 

a.         PFD/MFD Preflight Setup

b.         Cockpit Checklist Flow

c.         Instrument Approach Tuning and Setup

d.         Communication Tuning and Setup

e.         Analysis of System Synoptic Pages

f.          Use of Keyboard if Installed

g.         CAS Messaging System

h.         Setup of the Autopilot Control Panel (ACP)

i.          PFD Flight Mode Annunciations

j.          Abnormal and Emergency Procedures

k.         Use of Composite Mode

l.          ACS, ADC, Generator and Flight Bite Data Bus Failures

m.        Avio NG Avionics System Differences

n.         Optional Systems Operation Including Weather Radar, TAS, TAWS

o.         Use of Ice Protection Equipment

p.         Programming of Garmin 400W Long Range Navigation System

 

7.4 Flight Training (Approved Simulators or Aircraft)

 

Flight training for all pilots enrolled in the EA-500 type rating course in the airplane or simulator should include the following:

 

a.         Exterior Preflight Inspection

b.         Cockpit/Cabin Setup

c.         Aircraft Systems Tests and Checks

d.         Before Takeoff Procedures

e.         Pitch Attitude, Power Settings and Airspeed Combinations

f.          Basic and Advanced Flight Maneuvers Required for EA-500 Practical Test

g.         Aircraft Traffic Pattern Operations

h.         Departure and Arrival Procedures

i.          Instrument Approaches, Missed Approach Procedures and Holding

j.          Engine Shutdown and Restart

k.         Single Engine Approach and Landing from Precision/Non-Precision Approaches

l.          Circling Approach Procedures

m.        Single Engine Missed Approaches

n.         No Flap/Partial Flap Landings

o.         Enroute and High Altitude Operations

p.         Loss of Pressurization and Use of Oxygen

q.         Emergency Descents

r.          Abnormal and Emergency Procedures

s.          Specific Avionics System Emergencies

t.          Loss of MFD/PFD

u.         Optional Systems Operations including Weather Radar, TAS and TAWS

v.         Operation of Ice Protection Equipment

w.        Use of TOGA Switch

x.         Programming and use of Garmin 400W Long Range Navigation System

 

7.5 Special Emphasis Training

 

Special emphasis training includes systems, procedures, or other training elements that are unique to the aircraft and should be given a higher degree of emphasis than regular training.  The FSB has identified the following training items that are either unique to the EA-500, based on installed systems and equipment, or are important because of operational aspects associated with a single pilot crew, or flight crews with a low level of prior operating experience.

 

7.5.1 Ground Training

 

a.         High Altitude Physiology

b.         Donning of Oxygen Masks

c.         Single Pilot Resource Management, Risk Assessment and Risk Management

d.         Relationship of the ACS, FADEC, Avionics System and Electronic Power Distribution System

e.         Relationship of Electronic Buses and Data Buses

f.          Abnormal and Emergency Procedures, Focusing on Avionics and Electronic Power Distribution Systems

g.         Stick Pusher System

h.         Emergency Gear System

i.          Use of Alternate Trim

j.          Operations in Known Icing Conditions

 

7.5.2 Systems Integration Training (CPT, FTD, Simulator, or Aircraft)

 

a.         Use of PFD, MFD and Composite Mode

b.         Setup of the Flight Director and Autopilot Control Panel

c.         Use of Keyboard if Installed

d.         Avio System Integration Training

e.         CAS Logic and Abnormal Procedures Training

f.          Avionics System Abnormal and Emergency Procedures

g.         Donning of Oxygen Masks

h.         Use of Alternate Trim

i.          Use of Ice Protection Equipment

 

7.5.3 Flight Training (Approved Simulator or Aircraft)

 

a.         Use of PFD, MFD and Composite Mode

b.         Instrument Approaches with PFD/MFD in Composite Mode

c.         Use of CAS Messaging System

d.         High Altitude Single Pilot Operations

e.         Loss of all DC Power and Effect on the Aircraft and the FADEC System

f.          Other Electrical System Malfunctions

g.         Donning of Oxygen Masks

h.         Use of Emergency Gear System

i.          Stick Pusher System

j.          Use of Alternate Trim

k.         Operations in Icing Conditions Including Handling Qualities and Performance

l.          High Speed Approaches at Airports with High Levels of Air Carrier Traffic

 

7.6 Special Flight Characteristics in Training

 

The FSB has identified three special flight characteristics in the EA-500 that all training providers and flight crews should be aware of and consider during training.

 

7.6.1 The first special characteristic is the stick pusher system.  The FSB recommends that all pilots in the EA-500 training program practice and demonstrate this system in flight, or in a simulator, and understand that an altitude loss in a stall can be significant if the stick pusher activates.  An evaluation of this system while performing a stall in the clean configuration indicated that the aural and visual stall indication occurred at 100 KEAS, and the stick pusher activated at 92 KEAS.  The resultant loss of altitude in the stall recovery was 300 feet.  In the landing configuration, the altitude loss was 300 to 400 feet with stick pusher activation.

 

7.6.2 The second special characteristic is that the EA-500 engines cannot be shut down in the event of a total loss of electrical power.  With both generators off line and all battery power depleted, the engines cannot be shut down with the engine selector switches or fire/armed switches.  The EA-500 engine thrust will be fixed at the last requested fuel flow setting based on thrust lever angle (TLA) used at that time.  Although this situation is adequately covered in the AFM emergency procedures, it merits being listed as a special flight characteristic.  If this emergency occurs in flight, the aircraft must be landed before battery power is depleted.

 

7.6.3 The third special characteristic for training providers involves changes in aircraft performance with the ice protection equipment ON.  There is a zero climb performance at 15,000 feet with all engines operating and ice protection equipment ON.  If one engine fails with ice protection equipment ON, the aircraft may be unable to climb as low as 5,000 feet.

 

If a pilot makes a takeoff following recommended speeds with ice protection equipment ON, retracts the gear and sets the flaps to the UP position, the margin above a stall could be as low as five knots.  Training providers should be aware that all operational airspeeds are increased substantially with ice protection equipment ON and are adjusted on the airspeed tape.

 

Inadvertent use of the windshield heat in the HIGH mode setting during takeoffs and landings may result in the inability of the pilot to safely land the aircraft due to windshield distortion.

 

7.7 Differences Training

 

All differences training in the related models of the EA-500 should be accomplished in accordance with the MDR table in Appendix B and the ODR tables in Appendix C of this report and the differences tables below.  The following table lists the recommended training times for differences training for related airplane models equipped with the Avio NG 1.0 upgrades and the ETT modification.

 

RELATED AIRCRAFT

DIFFERENCES TRAINING HOURS

EA-500 with ETT Modification

1.0 Hours Ground

EA-500 with Avio NG 1.0 Upgrades

5.0 Hours Ground

EA-500 with Avio NG 1.0 Upgrades

2.0 Hours Systems Integration

 

The following table lists the recommended training times for differences training for the related EA-500 model equipped with the Avio NG 1.5 upgrades and FIKI approval.

 

RELATED AIRCRAFT

DIFFERENCES TRAINING HOURS

EA-500 with FIKI Approval

3.0 Hours Ground

EA-500 with Avio NG 1.5 Upgrades

3.0 Hours Ground

EA-500 with Avio NG 1.5 Upgrades

3.0 Hours Systems Integration

EA-500 with Avio NG 1.5 Upgrades

2.0 Hours Level 6/7 FTD, Level A/B Simulator, or Higher, or the Aircraft

 

8. FSB SPECIFICATIONS FOR CHECKING

 

8.1 Checking – General

 

8.1.1 All EA-500 type rating certifications will be administered in accordance with the Airline Transport Pilot/Type Rating PTS current revision.

 

8.1.2 Initial and recurrent aircraft competency and instrument-proficiency checks will be completed in accordance with 14 CFR 91.1065 and 91.1069 for pilots employed by fractional ownership operators and in accordance with 14 CFR 135.293 and 135.297 for pilots employed by air carriers.

 

Satisfactory completion of an ATP practical test in the EA-500, or the addition of an EA-500 type rating to an existing ATP certificate, may be simultaneously credited for a competency check or instrument-proficiency check, as applicable, in accordance with 14 CFR Part 135 or Subpart K of Part 91, for pilots who have completed the air carrier’s, or fractional ownership company’s approved training program.

 

8.1.3 No-Flap landings may be evaluated in the aircraft and are required by FAA Order 8900.1 for 14 CFR Part 135 PIC checks.  Partial or no-flap landings are also required by the Airline Transport Pilot/Type Rating PTS.  If checked in the aircraft, the examiner or FAA Inspector must be attentive to the flight crew’s airspeed control and available runway length and surface condition.  FAA Order 8900.1 allows the examiner or inspector to accept a no-flap landing without an actual touchdown for Part 135 PIC checks if, in their opinion, a safe touchdown and landing to a full stop could be made.

 

8.1.4 Pilot-in-Command Proficiency Checks, required by 14 CFR Section 61.58, will also be administered in accordance with the ATP/Type Rating PTS.

 

8.1.5 Examiners should note that several practical tests for certificates with multiengine privileges require an aircraft that has a published VMC speed.  If these certifications are completed in the EA-500, or qualified simulator, there will be a limitation “Limited to Center Thrust” placed on the airman certificate.

 

8.2 Special Emphasis Checking Requirements

 

8.2.1 As a general practice, the FSB recommends that examiners not pull ECBs during the administration of a practical test since pulling certain ECBs may induce the unwanted loss of other equipment due to the complexity of systems integration in the EA-500.

 

However, there is one exception that the FSB evaluated, which will be used in training and during checking by examiners.  Since there is no method to simulate the loss of the MFD and use of the PFD composite mode, the FSB evaluated securing the MFD by pulling the two MFD ECBs and found there is no detrimental affect on other aircraft systems and equipment.  This allows the pilot to operate the aircraft in the composite mode using the left PFD with the loss of the MFD screen only.  Resetting the two ECBs will quickly restore the MFD.

 

8.2.2 Activation of the emergency gear system should not be accomplished in the aircraft during checking.  If the emergency gear system is activated, the landing gear may not be operated normally and the aircraft must be landed and inspected in accordance with the EA-500 Airplane Maintenance Manual.

 

8.2.3 Due to automatic APR functions, when closing one or both throttles during takeoff and immediately resuming takeoff with full power, the APR is ON.  Examiners must remember to reset the APR to the AUTO position on the engine synoptic page when any aborted takeoff scenario is completed.

 

8.2.4 Completing an actual engine shutdown and restart in flight disables the FADEC automatic start abort feature.  For practice engine restarts, examiners must monitor all engine restart indications and must be prepared to manually shut down the engine before any limitations are exceeded.  Additionally, after shutdown the engine ITT should be permitted to cool to 100 degrees C before attempting a restart.

 

8.2.5 All applicants for an EA-500 type rating should demonstrate one stall to the point of activation of the aircraft stick pusher system to ensure they understand the system and can safely recover the aircraft.

 

8.2.6 All examiners and check airmen, who administer type rating certifications or other flight evaluations in related aircraft with FIKI approval, should be aware of the performance differences with all ice protection equipment ON.

 

8.3 Checking Differences

 

Differences checking requirements between the base model and related models are specified in the MDR table in Appendix B and the ODR tables in Appendix C of this Report.

 

 

9. FSB SPECIFICATIONS FOR CURRENCY

 

9.1 Recurrent Training

 

Recurrent training is mandatory for all pilots operating the EA-500 and may be completed in accordance with the EAC training program; the air carrier or fractional ownership operator’s approved training program, or the approved training program of other training providers.

 

Differences currency requirements between the base EA-500 and the related models are listed in the MDR table and ODR tables included in Appendix B and C of this Report.

 

9.2 Landing Currency

 

Landing currency will be maintained or reestablished in accordance with the operator’s approved training program, or the requirements of 14 CFR Parts 61.55, 61.56, 61.57, 61.58 or 135.247, as applicable.

 

PIC landing currency will apply equally whether the pilot holds an EA-500 or EA-500S type rating on their airman certificate.

 

 

10. FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS

 

All requests for the use of training devices or flight simulators in an operator’s training program, or at a Part 142 approved training center, Part 141 approved school, or other training provider, should be addressed to the appropriate FSDO.  Requests for device or simulator approval should be made through the POI.  Guidance is available in AC 120-40B, AC 120-45A and FAA Order 8900.1.  POIs should seek additional assistance through the FAA’s National Simulator Program (NSP) Office.

 

The training, checking, and currency requirements of 14 CFR Part 61, Part 91 Subpart K and Part 135, as well as the ATP/Type Rating PTS, allow partial or full credit for the use of  approved training devices and flight simulators.

 

 

11. MASTER DIFFERENCE REQUIREMENTS (MDRs)

 

MDRs are requirements applicable to crew qualification, which pertain to differences between the base aircraft and related type(s).  MDR requirements apply when differences between a base aircraft and a related aircraft, or differences between two related aircraft, affect flight crew knowledge, skills, or abilities related to flight safety at differences levels of Level A or greater.

 

The MDR Table for the EA-500 base aircraft and related aircraft is depicted in Appendix B of this FSB Report.

 

 

12. OPERATOR DIFFERENCE REQUIREMENTS (ODRs) TABLES

 

12.1 ODRs – General

 

ODRs are operator-specific requirements necessary to address differences between a base aircraft and one or more related aircraft in a transition or differences training program that lists compliance methods relative to training, checking and currency.  ODR tables consist of design, maneuver and system difference tables.

 

12.2 ODR Methods, Devices and Equipment Table

 

Proposed training differences by an applicant (training provider) are expressed in Difference Levels A through E in the proposed ODR tables.  Guidance to training providers for completing ODR tables is included in AC 120-53A and the table below, which describes the minimum training methods, devices, and equipment for each differences level.

 

Difference

Level

Difference Level Definition

Methods

Devices or Simulators (1)

A

Self Instruction

Bulletins

Manual Revisions

Handout Material

 

------------------------------

B

Aided Instruction

Slides/Video Tapes

Standup Instruction

Computer-Based Training

 

------------------------------

C

System Devices

 

---------------------------------------

Training Devices

Level 2/3/4/5

Full Task Computer

Based Instruction (2)

D

Maneuver Devices

 

---------------------------------------

Training Devices

Level 6/7 (3)

E

Simulator C/D or Aircraft

 

---------------------------------------

Simulator C/D

Or Aircraft

(1) Training level and simulator definitions are as specified by applicable ACs.

(2) Training device levels 3/4/5 typically include cockpit procedure trainers, cockpit system simulators and similar devices.

(3) Training device 6/7 or simulator A/B typically includes fixed-base simulators or visual simulators.

 

12.3 Eclipse EA-500 ODR Tables

 

12.3.1 ODR tables are an acceptable means to comply with MDR requirements based on those differences and the compliance methods shown.  For operators providing transition or differences training from the base EA-500 to all related models, the ODR tables in this FSB Report are acceptable and may be approved by POIs for a specific operator.

 

12.3.2 The ODR tables, submitted by Eclipse Aviation, address proposed training, checking and currency differences when flight crews are trained and/or qualified in the EA-500 and are transitioning to the EA-500 related aircraft.  ODR tables for flight crews transitioning from the EA-500 related models to the EA-500 base aircraft were not available at the time the FSB was completed, but were considered by the FSB and have been appropriately addressed in the MDR table in Appendix B of this Report.

 

12.4 The ODR tables in this Report are not the only acceptable means of compliance.  Operators, who wish to establish a different means of compliance, must request FAA approval through their assigned POI for ODR tables unique to their fleet.  The POI should coordinate this action with the FSB chairman and AFS-200.

 

ODR tables are included in Appendix C of this FSB Report.

 

 

13. MISCELLANEOUS

 

13.1 Proving tests

 

Proving tests, which may be required of an operator to comply with the requirements of 14 CFR Section 135.145, should be conducted in accordance with FAA Order 8900.1, Volume III, Chapter 29.

 

13.2 Forward Observer Seat

 

A forward observer seat on or near the flight deck, equipped with a headset or speaker, is required to be provided for use by the Administrator during enroute inspections by 14 CFR Section 135.75 (b) and for the administration of flight tests leading to pilot certification or operating privileges.  On small jet aircraft type certificated in accordance with 14 CFR Section Part 23, there generally is no available space for the installation of a jump seat that will meet the intent of the applicable regulations.

 

The right cockpit seat is the primary seat in the EA-500 that will substitute as a jump seat for the purposes of the FAR cited above.  If the right pilot seat is occupied, an inspector will be required to sit in the nearest available seat in the cabin to perform enroute inspections or to administer a flight check if communications, oxygen, adequate lighting and ventilation are available.

 

 

14. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST

 

The Aircraft Regulatory Compliance Checklist is of benefit to the FAA Certificate Holding District Office (CHDO) and assigned principal inspectors, because it identifies regulatory and operational requirements for which compliance has already been demonstrated to the FAA for a particular type aircraft or variant model.  It is the responsibility of the CHDO to review compliance with FAA rules, policies and processes not covered by the Regulatory Compliance Checklist before the EA-500 is introduced into commercial service.

 

The original FSB completed an evaluation of N126DJ, Serial Number 00002, to determine operational compliance with the appropriate sections of 14 CFR Section Parts 91 and 135.  The attached checklist, Appendix A, provides the FSB findings.

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15. ALTERNATE MEANS OF COMPLIANC E TO THIS REPORT

 

The FSB chairman should be consulted by a POI when alternate means of compliance, other than those specified in this report, are proposed.  The FAA General Aviation and Commercial Division, AFS-800, or the FAA Air Transportation Division, AFS-200, must approve 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 AC 120-53A and this FSB Report.  Analysis, demonstrations, proof of concept testing, differences documentation, and/or other evidence may be required.

 

 


APPENDIX A - AIRCRAFT REGULATORY COMPLIANCE CHECKLIST, ECLIPSE EA-500

 

 

14 CFR

Section

Para . /

Sub Para.

Requirement

Compliance

Remark

FSB Finding

 91. 9

(a)

Compliance with Flight Manual, Markings, and Placard Markings

Eclipse EA-500 will have an FAA-Approved AFM and appropriate FAA-Approved Markings and Placards.

AFM Section 2 Limitations Placards & Marking Interior/Exterior.

Aircraft is in compliance.  All placards required by 14 CFR Part 23 and depicted in the AFM, Section 2, are affixed to the aircraft.

 91. 9

(b)(1)

Availability of Current Airplane Flight Manual (AFM) in Aircraft

The EA-500 FAA-Approved AFM will be issued with each A/C. A revision section is included for updates to the AFM.

Eclipse Aviation will be responsible for AFM revisions.

Current AFM is available on the aircraft.

 91. 9

(c)

Identification of Aircraft in Accordance with 14 CFR 45

The EA-500 will have proper identification as required by 14 CFR 45.11(a) and (b).

AFM Section 2 exterior aft left identification metal plate is affixed to the fuselage.

Aircraft Type Certificate Data Plate is affixed to the fuselage.

91.189

(a)(3)

Category II and III Instruments and Flight Guidance System

EA-500 will not be seeking Cat II or III at TC.

This requirement is an operator responsibility.

Does not apply.

FSB concurs.

91.191

(a)(1)

Category II and Category III Manual

EA-500 will not be seeking Cat II or III at TC. .

This requirement is an operator responsibility.

Does not apply

FSB concurs.

 91.203

(a)(1), (b)

Valid Airworthiness Certificate, Flight Permit, Registration Certificate.

EA-500 will have a valid Airworthiness Certificate at TC.

The Airworthiness Certificate will be displayed at the cabin so it is legible to passengers and crew.

Registration Certificate and Airworthiness Certificate are on the aircraft.

 91.203

(c)

Fuel Tanks in the Passenger/Baggage Compartment

EA-500 will not have this configuration.

This is an operator responsibility.

Does not apply.

FSB concurs.

 91.203

(d)

Fuel Venting and Exhaust Emissions Requirements

EA-500 aircraft are compliant for fuel venting and exhaust emissions as required by FAR 34.

EA 500 is compliant with 14 CFR 34.11 & 34.21.

Aircraft is in compliance.

FSB concurs.

 91.205

(a)

Powered Civil Aircraft with Standard Category U.S. Airworthiness Certificates: Instrument and Equipment Requirements: General

EA-500 will be equipped and delivered for Day/Night VFR/IFR single pilot operations.

AFM Section 2 Limitations Operating/Maneuver Limitations and Kinds of Operations.

Aircraft is in compliance.

 91.205

(b)

Day VFR Instruments and Equipment

EA-500 will meet the requirements of 14 CFR 91.205(b) 1 thru 16.

AFM Section 2 Limitations Kinds of Operations.

Aircraft has the equipment required for day VFR operations.

 91.205

(c)

Night VFR Instruments and Equipment

EA-500 will meet the requirements of 14 CFR 91.205(c)(1) thru (5).

AFM Section 2 Limitations Kinds of Operations.

Aircraft meets the regulatory standard for night lighting requirements.

91.205

(d)

IFR Instruments and Equipment

EA-500 will meet the requirements of 14 CFR 91.205(d)(1) thru (9).

AFM Section 2 Limitations Kinds of Operations.

Aircraft has three attitude indicators, but no rate of turn indicator.  Aircraft is in compliance.

91.205

(e)

Flight at and above FL240 Equipment Requirements

EA-500 will meet the requirements of 14 CFR 91.205(e).

AFM Section 7 Electronic Flight Instrument System Section 2 Limitation Navigation/FMS.

Aircraft has either a traditional DME or a synthetic DME, which operates off a GPS data base, available for installation.  Aircraft is in compliance.

91.205

(f)

Category II Operations Instruments and Equipment

EA-500 will not be equipped for CAT II operations at TC.

This is an operator responsibility.

Aircraft is not equipped for Cat II Operations.  FSB concurs.

91.205

(g)

Category III Operations Instruments and Equipment

EA-500 will not be equipped for CAT III operations at TC.

This is an operator responsibility.

Aircraft is not equipped for Cat III Operations.  FSB concurs.

91.207

(a)(1)

Emergency Locator Transmitter

EA-500’s ELT will meet the requirements of 14 CFR 91.207(a)(1).

AFM Section 7 Description and Operation Instrument Panel Section 7 Electronic Flight Instrument Systems.

Installation meets the regulatory requirements.

91.209

 

Aircraft Lights

EA-500 will meet the requirements of 14 CFR 91.209 (a)(1) (2) (i) (ii).

AFM Section 7 Description and Operation Lighting System.

Aircraft is equipped in accordance with regulatory requirements.

91.211

(a)

Supplemental Oxygen: General

EA-500 will have a supplemental oxygen system.

AFM Section 2 Limitation and Section 7 Oxygen System.

Aircraft has an oxygen system installed.  FSB concurs.

91.211

(b)

Supplemental Oxygen:  Pressurized Cabin Aircraft

EA-500’s oxygen system will meet 14 CFR 91.211(b) requirements.

AFM Section 7 Description and Operation Oxygen System.

Aircraft has an oxygen system installed.  FSB concurs.

91.213

(a)

Inoperative Instruments and Equipment:  Approved Minimum Equipment List

EA-500 will have an approved MMEL.

EA-500 MMEL.

A master minimum equipment list (MMEL) has been developed for the EA-500 airplane through a flight operations evaluation board (FOEB).

91.215

(a)

ATC Transponder and Altitude Reporting Equipment and Use

EA-500 will have an ATC transponder and altitude reporting equipment that meets TSO-C112 (Mode S) requirements.

AFM Section 7 Description and Operations Electronic Flight Instrument System.

Aircraft has two transponders installed.

91.215

(b), (c) and (d)

Transponder Operation

EA-500 ATC Transponder will be operated in accordance with 14 CFR 91.215 (b) (c) and (d).

AFM Section 4, Normal Procedures; Section 3 Emergency Procedures. This requirement is an operator responsibility.

Aircraft has two transponders installed.  Usage is flight crew responsibility.

91.217

(a)

Data Correspondence Between Automatically Reported Pressure Altitude Data and the Pilot’s Altitude Reference: ATC Directed Deviation

This requirement is an operator responsibility.

AFM Section 7, Description and Operation Electronic Flight Instrument System Air Data System EA-500 Maintenance Manual.

Flight crew responsibility.

FSB concurs.

91.217

(b)

Encoded Altitude Accuracy

This requirement is an operator responsibility.

EA-500 Maintenance Manual and Maintenance Fault Reporting Manual.

FSB concurs.

91.217

(c)

Altimeter-Encoding Equipment Specifications

EA-500’s altimeters and digitizers will meet the standards in TSO-C10b and TSO-C88.

EA-500 Maintenance Manual and Maintenance Fault Reporting Manual.

FSB concurs.

91.219

(a), (b)

Altitude Alerting System or Device:  Turbojet-Powered Civil Airplanes

EA-500 will have an altitude alerting system.

AFM Section 7, Description and Operations Electronic Flight Instrument System Air Data System.

The EA-500 has an altitude alerting system installed.

91.221

(a), (b)

Traffic Alert and Collision Avoidance System Equipment and Use

EA-500 will be equipped with a Traffic Alert System (TAS).

AFM Section 7, Description and Operations Electronic Flight Instrument System.

The EA-500 has a traffic alert system (TAS) available for production models.

91.223

(a)

Terrain Awareness and Warning System:  Equipment Installation

This requirement applies to turbine-powered aircraft that are configured with six or more passenger seats excluding any pilot seat.

Later production EA-500 aircraft will have TAWS.

Not required by 14 CFR.  A terrain awareness and warning system (TAWS) is available for production models.

91.223

(c)

Airplane Flight Manual Procedures

This requirement is a manufacturer responsibility.

AFM Supplement will be provided to each operator

AFM Supplement must be made available to each owner operator if TAWS is installed.

91.223

(d)

Exceptions

This requirement applies to turbine- powered airplanes that are configured with six or more passenger seats excluding any pilot seat. 

 

Not applicable since the EA-500 does not have to install a TAWS.

91.409

(a), (b) and (c)

Inspections

This requirement is an operator responsibility

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

FSB concurs.

91.409

(d)

Progressive Inspections

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

FSB concurs.

91.409

(e), (f) and (g)

Turbojet Multiengine Airplanes

This requirement applies to all multiengine turbojet airplanes.

Aircraft Maintenance Manual and ICA.

This section does apply to multiengine turbojet airplanes.  Eclipse has established maximum life cycles and hours for the EA-500.  Operator selects the maintenance program.

91.409

(h)

Changes in Inspection Programs

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

FSB concurs.

91.411

 

Altimeter System and Altitude Reporting Equipment Tests and Inspections

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

Operator responsibility.

FSB concurs.

91.413

 

ATC Transponder Tests and Inspections

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

Operator responsibility.

FSB concurs.

91.415

 

Changes to Aircraft Inspection Programs

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

Operator responsibility.

FSB concurs.

91.417

 

Maintenance Records

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

Operator responsibility.

FSB concurs.

Eclipse Aviation is required to comply as an operator of the EA-500.

91.419

 

Transfer of Maintenance Records

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

Operator responsibility.

FSB concurs.

91.421

 

Rebuilt Engine Maintenance Records

This requirement is an operator responsibility.

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

Operator responsibility.

FSB concurs.

 91.503

(a)(1)

Flying Equipment and Operating Information: Flashlights

EA-500 will come equipped with 2 LED X5 Flashlights.

This requirement is an operator responsibility.

FSB concurs.

 91.503

(a)(2)

Cockpit Checklist

EA-500 aircraft will have normal & emergency paper checklists.

AFM Section 4, Normal Procedures; Section 3, Emergency Procedures. This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

 

91.503

(a)(3) and (a)(4)

Aeronautical Charts

EA-500 will require use of en route, terminal and approach letdown charts.

AFM Section 7, Description and Operations AVIO/Flight Instruments. This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

91.503

(a)(5)

One Engine Inoperative Climb Performance Data

EA-500 AFM will have one engine climb performance data.

AFM Section 5, Performance. 

One engine climb performance data is available in Section 5 of the AFM.

91.503

(b) and (c)

Cockpit Checklist Contents

EA-500 checklist will comply with 14 CFR 91.503 (b) (c).

AFM Section 4, Normal Procedures; Section 3, Emergency Procedures. This requirement is an operator responsibility.

EA-500 cockpit checklist is satisfactory.

91.503

(d)

Use of Data by Crew

EA-500 AFM will provide charts and data required by 14 CFR 91.503 (d).

AFM Section 5, Performance. This is an operator responsibility.

Flight crew responsibility.

FSB concurs.

91.507

 

Equipment Requirement: Over the Top, or Night VFR Operations

EA-500 will be equipped as required by 14 CFR 91.507.

AFM Section 7, Descriptions and Operations AVIO/Flight Instruments and Lighting System.

Aircraft is equipped as required.

91.509

(a), (b), (d) and (e)

Survival Equipment for Overwater Operations

EA-500 will offer customer options to comply with 14 CFR 91.509 (a), (b), (d), and (e).

This requirement is an operator responsibility.

Aircraft not equipped for overwater operations.

Operator responsibility.

FSB concurs.

91.511

(a)(1) and (a)(2)

Radio Equipment for Overwater Operations

EA-500 will offer customer options to comply with 14 CFR 91.511 (a)(1) and (a) (2).

This requirement is an operator responsibility.

Aircraft not equipped for overwater operations.

Operator responsibility.

FSB concurs.

91.513

 

Emergency Equipment

EA-500 will be equipped with the applicable emergency equipment required by 14 CFR 91.513.

AFM Section 7, Description and Operation, Cabin Features, Doors, Windows and Exits. This requirement is an operator responsibility

This is an operator responsibility.

FSB concurs.

91.517

 

Passenger Information

EA-500 Approved AFM will provide procedures to PIC as per 14 CFR 91.517 (b), (d), (e).

AFM Section 4, Normal Procedures. This requirement is an operator responsibility.

Operator responsibility based on seating density of aircraft and operating rule.

91.519

 

Passenger Briefing

EA-500 Approved AFM will provide procedures to PIC as per 14 CFR 91.519.

AFM Section 4, Normal Procedures. This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

91.521

 

Shoulder Harness

EA-500 will be equipped with Shoulder Harness that meets the requirements specified in 14 CFR 25.785.

AFM Section 7 Description and Operations Cabin Features Section 4 Normal Procedures.

Applies to transport category aircraft.  The EA-500 complies with the requirement for shoulder harness.

91.525

 

Carriage of Cargo

EA-500 FAA Approved AFM procedures meet the requirements of 14 CFR 91.525(a) and (b).

AFM Section 4 Normal Procedures Section 2 Limitations This requirement is an operator responsibility 

EA-500 has an approved cargo storage area.

Operator responsibility.

91.527

 

Operating in Icing Conditions

EA-500 will not be approved for flight in known icing conditions at TC.

AFM Section 2, Limitations; Section 4, Cold Weather Operations.  Operator responsibility.

EA-500 is approved for flight into known icing conditions.  Individual aircraft may not have FIKI approval.

Flight crew responsibility for compliance with operating rule.

91.603

 

Aural Speed Warning Device

EA-500 will be equipped with an aural speed warning that complies with 14 CFR 25.103.

AFM Section 7, Description and Operations; Section 2, Limitations.

Not required by 14 CFR, but is installed on the EA-500.

91.605

 

Transport Category Civil Airplane Weight Limitations

EA-500 FAA Approved AFM has appropriate Section that meets 14 CFR 91.605.

AFM Section 2, Limitations; Section 6, Weight and Balance Section 5, Performance. 

Does not apply to the EA-500, but Eclipse Aviation has agreed to comply.

91.609

 

Flight Recorders and Cockpit Voice Recorders

This requirement only applies to transport category airplanes.

 

Does not apply.  Equipment will not be installed on the EA-500.

91.609

(a)

Operation with Inactive Flight Data Recorder or Cockpit Voice Recorder by Air Carriers and Commercial Operators

This requirement only applies to transport category airplanes.

 

Not applicable.

FSB concurs.

91.609

(b)

Operation with Inactive Flight Data Recorder or Cockpit Voice Recorder by Other than Air Carriers or Commercial Operators

This requirement only applies to transport category airplanes.

 

Not applicable.

FSB concurs.

91.609

(c)

Requirements for Flight Data Recorder on Aircraft with 10 or more Passenger Seats

This requirement only applies to transport category airplanes.

 

Not applicable.

FSB concurs.

91.609

(d)

Flight Data Recorder Operations

This requirement only applies to transport category airplanes.

 

Not applicable.

FSB concurs.

91.609

(e) and (f)

Requirement for Cockpit Voice Recorder

This requirement only applies to turbine powered aircraft passenger configuration of six passengers or more for which two pilots are required.

 

Not applicable.

FSB concurs.

91.609

(g)

Accident Reporting

This requirement only applies to transport category airplanes.

 

Not applicable.

FSB concurs.

91.1033

(a)(1) and (b)

Cockpit Checklist

EA-500 will have a cockpit checklist in each aircraft delivered.

This requirement is an operator responsibility

Meets the regulatory requirements.

91.1033

(a)(2) and (c)

Emergency Cockpit Checklist

EA-500 will have an emergency cockpit checklist in each aircraft delivered.

This requirement is an operator responsibility.

Emergency checklist is available.

91.1033

(a)(3)

Aeronautical Charts

This requirement is an operator responsibility.

 

Operator responsibility.

FSB concurs.

91.1033

(a)(4)

IFR Navigation/Approach Charts

This requirement is an operator responsibility.

 

Operator responsibility.

FSB concurs.

91.1035

(f)

Passenger Briefing Cards

This requirement is an operator responsibility.

 

Although an operator responsibility the manufacturer may provide standard passenger briefing cards.

91.1045

(b)(1)

Cockpit Voice Recorder

This requirement only applies to turbine powered aircraft with a seating configuration of six passengers or more, for which two pilots are required.

 

Not applicable due to seating density.  FSB concurs.

91.1045

(b)(2)

Flight Recorder

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500, but does apply to non-transport aircraft based on passenger seating density.

91.1045

(b)(3)

TAWS System

This requirement only applies to transport category airplanes.

 

A TAWS system is available for installation in production models.

91.1045

(b)(4)

TCAS System

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500, but does apply to non-transport airplanes based on passenger seating density.

91.1045

(b)(5)

Airborne Weather Radar Equipment

This requirement only applies to transport category airplanes.

 

Airborne weather radar is available on EA-500 production models. 

91.1115

(a)(1)

Minimum Equipment List

The EA-500 has a MMEL.

Requirement to use is an operator responsibility.

A master minimum equipment List (MMEL) has been developed for the EA-500 through the FOEB process.

91.1411

 

Continuous Airworthiness Maintenance Program

EA-500 will have a maintenance manual, structural repair manual, and wiring diagram manual at delivery.

This requirement is an operator responsibility. 

Maintenance is an operator responsibility.  FSB concurs.

91 App. A

1(a) and  1(b)

Category II Operations Manual

EA-500 is not seeking CAT II or CAT III at TC.

This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

91 App. A

2(a) and 2(b)

Instruments and Equipment

This requirement is an operator responsibility. 

 

Operator responsibility.

FSB concurs.

91 App. A

3.

Instruments and Equipment Approval

This requirement is an operator responsibility.

 

Operator responsibility.

FSB concurs.

91 App. A

4.

Maintenance Program

This requirement is an operator responsibility.

 

Operator responsibility.

FSB concurs.

91 App. C

 

Operations in the North Atlantic (NAT) Minimum Navigation Performance Specifications (MNPS) Airspace

EA-500 will offer customer options to qualify for MNPS operation in the NAT.

This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

91 App. E

 

Airplane Flight Recorder Specifications

This requirement only applies to turbine A/C with a seating configuration of 10 passengers or more and requiring two-pilot crew.

 

A flight data recorder installation is required for a passenger seating density of 10 seats or more.

Does not apply to the EA-500.

91 App. G

 

Operations in Reduced Vertical Separation Minimum (RVSM) Airspace

EA-500 will be equipped for RVSM operations.

This requirement is a manufacturer and operator responsibility.

The EA-500 is equipped for RVSM operations.  RVSM authorization is an operator responsibility.

135. 21

 

Manual Requirements

Each Part 135 operator must submit this manual to the POI responsible for that certificate holder for approval.

This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

135.25

 

Aircraft Requirements

EA-500 can be delivered to the operator with all the requirements of 14 CFR 135.25.

This requirement is an operator responsibility.

EA-500 is a civil registered aircraft and meets this requirement.

135.75

(b)

Inspector’s Credentials: Admission to Pilots’ Compartment: Forward Observer’s Seat

EA-500 will be delivered to the operator with a forward observer’s seat that meets the requirements of 14 CFR 135.75 (b).

This requirement is an operator responsibility.

Forward observer seat will be the right pilot seat or the most forward cabin seat.

FSB concurs.

135.76

(b)

DOD Commercial Air Carrier Evaluator’s Credentials: Admission to Pilots’ Compartment: Forward Observer’s Seat

EA-500 will be delivered to the operator with a forward observer’s seat the meet the requirements of 14 CFR 135.76 (b).

This requirement is an operator responsibility.

Forward observer seat will be the right pilot seat or the most forward cabin seat.

FSB concurs.

135.83

(a)(1) and (b)

Operating Information Required Cockpit Checklist

EA-500 will be delivered to the operator to comply with 14 CFR 135.83 (a) 1(b).

AFM Section 4, Normal Procedures.

This requirement is an operator responsibility.

Cockpit checklist is in compliance with 14 CFR.

FSB concurs.

135.83

(a)(2), (c)

Emergency Procedures Checklist

EA-500 will be delivered to the operator to comply with 14 CFR 135.83 (a)(2) and (c).

AFM Section 3, Emergency Procedures.  Requirement is an operator responsibility.

Emergency procedures checklist is available.  Manufacturer should provide through AFM requirements. 

FSB concurs.

135.83

(a)(3)

Aeronautical Charts

EA-500 aircraft will require the use of current en route and terminal charts.

This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

135.83

(a)(4)

IFR Navigation/Approach Charts

EA 500 aircraft will require the use of current approach and let down charts.

This requirement is an operator responsibility.

Operator responsibility.

FSB concurs.

135.83

(a)(5)

Multiengine Aircraft One-Engine Climb Data

EA 500 will provide charts and data to the operator to comply with 14 CFR 135.83.

AFM Section 5, Performance.

This requirement is an operator responsibility.

One engine climb data is available in the AFM, Section 5.

Requirement to use data is an operator responsibility.

135.89

(b)

Pilot Requirements: Use of Oxygen: Pressurized Aircraft

EA-500 is a pressurized aircraft with an oxygen system that allows the operator to comply with 14 CFR 135.89(b).

AFM Section 3, Emergency Procedures; Section 4, Normal Procedures.

This requirement is an operator responsibility.

EA-500 has an oxygen system installed with quick donning masks available to crew members.

FSB concurs.

135.91

 

Oxygen for Medical Use by Passengers

EA-500 aircraft will offer the operator oxygen options to comply with 14 CFR 135.91.

This requirement is an operator responsibility. 

The carriage of medical oxygen for passenger use is the responsibility of the certificate holder.

FSB concurs.

135.93

 

Autopilot: Minimum Altitudes for Use

EA-500 will be delivered with a autopilot system that meet the requirement of 14 CFR 135.93.

AFM Section 3, Emergency Procedures; Section 4, Normal Procedures; Section 2, Limitations.  This requirement is an operator responsibility.

EA-500 has an autopilot system installed that does include limitations on minimum altitudes for use.

Compliance with limitations is an operator responsibility.

135.99

(a)

Composition of Flight Crew

EA-500 will be delivered for either a single pilot crew or two crew members.

This requirement is an operator responsibility. 

FAA Aircraft Certification has determined the minimum crew size for the EA-500.  The FSB completed a type rating determination for a single pilot or two-pilot crew.  The operator is responsible for flight crew composition.

135.105

 

Exception to Second in Command Requirement: Approval for use of Autopilot System

Added by FSB.

Aircraft has Autopilot System with full functionality installed beginning with Serial Number 266 and on airplanes that complied with the Service Bulletin.

EA-500 is in compliance with this requirement beginning with Serial Number 266 or by Service Bulletin on previous aircraft.

NOTE:  Aircraft prior to SN 266 may not be in compliance.

135.117

(e)

Briefing of Passengers Before Flight: Passenger Briefing Cards

EA-500 can be delivered with passenger briefing cards that will meet 14 CFR 135.117(e).

This requirement is an operator responsibility.

Eclipse Aviation will have printed briefing cards available.

Operator responsibility to use.

135.127

 

Passenger Information Requirements and Smoking Prohibitions

EA-500 can be delivered with passenger briefing cards that will meet 14 CFR 135.127.

This requirement is an operator responsibility. 

Eclipse Aviation will have printed briefing cards available to operators.

Operator responsibility to use.

135.128

 

Use of Safety Belts and Child Restraint Systems

EA-500 will be delivered with seats that meet the requirement of 14 CFR 135.128.

This requirement is an operator responsibility.

Eclipse Aviation will have seats available that meet this requirement.

Operator responsibility.

135.129

(d), (e)

Exit Seating Passenger Information Cards

EA-500 can be delivered with passenger information cards that meet the requirements of 14 CFR 135.129 (d) (e).

This requirement is an operator responsibility 

This Regulation will not apply to the EA-500.

FSB concurs.

135.143

(b)

Approved/Operable Instruments and Equipment

This requirement is an operator responsibility.

EA-500 will be delivered with MMEL

Operator responsibility to obtain an approved MEL.

A MMEL has been developed for the Eclipse EA-500 through the FSB process.

135.143

(c)

ATC Transponder

EA-500 will be delivered with ATC transponders that comply with 14 CFR 135.143 (c).

This requirement is an operator responsibility.

Aircraft is equipped with two transponders.

FSB concurs.

135.144

 

Portable Electronic Devices

This requirement is an operator responsibility.

The operator is responsible to include in their manual procedures to comply with 14 CFR 135.144.

Operator responsibility.

FSB concurs.

135.147

 

Dual Controls Required

EA-500 will be delivered with dual flight controls.

 

Aircraft is equipped with dual controls.

135.149

(a)

Equipment Requirements: Altimeter Adjustable for Barometric Pressure

EA-500 will be delivered with all the equipment required by 14 CFR 135.149 (a).

EA-500 to be delivered with all the equipment required by 14 CFR 135.149 (a).

Aircraft is properly equipped.

FSB concurs.

135.149

(b)

Heating or Deicing Equipment

This is not applicable to turbine aircraft

 

Not Applicable.

FSB concurs.

135.149

(c)

Standby Attitude Instrument Requirement for Turbojet Airplanes

This requirement is an operator responsibility.

EA-500 airplane will be delivered with a standby attitude Instrument.

The EA-500 has a standby attitude instrument installed.

135.149

(e)

Additional Equipment Required by the Administrator

This requirement is an operator responsibility.

 

The AFM, Section 2, lists equipment requirements that an operator must comply with.

135.150

(a)(b)

Public Address and Crewmember Interphone Systems

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500.  This applies to aircraft with a seating density of 19 or more.

FSB concurs.

135.151

(a)

Cockpit Voice Recorders Installation Requirements

This requirement only applies to turbine-powered a/c configured for 6 passengers or more and requiring a two-pilot crew.

This requirement is an operator responsibility.

Not required by 14 CFR.

FSB concurs.

135.151

(c)

Accident Reporting Requirements

This requirement is an operator responsibility.

 

Operator responsibility.

FSB concurs.

135.151

(d)

Boom and Mask Microphone

This requirement is an operator responsibility.

 

Operator responsibility if equipment is installed.

FSB concurs.

135.151

(e)

Cockpit Voice Recorder: Recorded Data

This requirement is an operator responsibility.

 

Operator responsibility if equipment is installed.

FSB concurs.

135.152

(a)

Flight Recorders: Requirements

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density of 10 or more.

135.152

(c)

Operations

This requirement is an operator responsibility.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density.

135.152

(d)

Recorded Data Requirements

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density.

135.152

(e)

Accident Reporting Requirements

This requirement is an operator responsibility.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density.

135.152

(f)

Installation Requirements

This requirement is an operator responsibility.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density.

135.152

(g)

Underwater Locator Device

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density.

135.152

(h)

Parameters Required to be Recorded

This requirement only applies to transport category airplanes.

 

Not applicable to the EA-500.  This regulation pertains to airplanes based on passenger seating density.

135.153

(a)

Ground Proximity Warning System

Added by FSB since Eclipse indicated it may be optional equipment later.

 

Not applicable presently.

Required on aircraft with ten or more passengers seating density.

135.154

(a)

Terrain Awareness and Warning System Installation Requirements

This requirement only applies to turbine powered aircraft configured for six passengers or more.

 

Requirement pertains to aircraft based on seating density of 6-9 seats or ten or more.  The EA-500 has a TAWS system available for production models.

135.154

(c)

Airplane Flight Manual Requirements

This is an operator responsibility.

 

If TAWS is installed, Eclipse Aviation would need to ensure that an AFM Supplement or pilot operating information is available to operators.

135.155

(a)

Fire Extinguishers: Type and Suitability of Agent

This is an operator responsibility.

EA-500 will have suitable type and suitable agent fire extinguishers.

Operator responsibility, but is installed by Eclipse on all aircraft.

Fire extinguisher has approved extinguishing agent.

135.155

(b)

Fire Extinguisher on Flight Deck

This is an operator responsibility.

 

Eclipse has installed one hand fire extinguisher, which is located on the flight deck between the two crew seats.

135.155

(c)

Fire Extinguisher in Passenger Compartment

This is an operator responsibility.

 

Not applicable.  Fire extinguisher in passenger compartment is based on passenger seating density.

135.157

(b)

Oxygen Equipment Requirements: Pressurized Aircraft.

This is an operator responsibility.

EA-500 will have oxygen equipment to meet this requirements

A single oxygen system for pilots and passengers is installed on the aircraft.  This is an Eclipse Aviation responsibility.

135.157

(c)

Equipment Requirements

This is an operator responsibility.

 

Installed equipment requirements are the responsibility of Eclipse Aviation.

135.158

(a)

Pitot Heat Indication Systems Requirement and Operation

Not applicable.

This requirement only applies to transport category airplanes

Not applicable to the EA-500.

FSB concurs.

135.159

(a), (b), (c), (d), (e) and (f)

Equipment Requirements: Carrying Passengers under VFR at Night or under VFR Over-The- Top Conditions

This is an operator responsibility. No, this is normally a manufacturer responsibility to install, or ensure that a third attitude is installed. Added by FSB

 

No rate of turn indicator installed.  However, the EA-500 has a third attitude instrument installed that meets the requirements of 14 CFR 121.305 (j).

135.159

(g)

Requirement for a Continuous In-Flight Electrical Load

This requirement is an operator responsibility.

No, a manufacturer responsibility.

Aircraft meets this requirement.  This is the responsibility of Eclipse Aviation.

135.161

(a), (b) and (c)

Radio and Navigational Equipment: Carrying Passengers Under VFR at Night or Under VFR Over-The-Top

This requirement is an operator responsibility.

No, a manufacturer responsibility.

EA-500 presently complies with the minimum requirements.

An Eclipse responsibility to install equipment.

135.163

(a), (b), (c), (d) and (e)

Equipment Requirements: Aircraft Carrying Passengers Under IFR

 

 

EA-500 meets this equipment requirement.  Installed equipment is the responsibility of Eclipse Aviation.

135.163

(g) and (h)

Instrument and Equipment Power Source Requirements

EA-500 will have electrical generators that will meet these requirements.

 

Aircraft complies with this requirement.  Installed equipment is responsibility of Eclipse Aviation.

FSB concurs.

135.163

(i)

Requirement for Continuous In-Flight Electrical Load

EA-500 will have electrical generator that will meet this requirement.

 

Aircraft complies with this requirement.  Installed equipment is the responsibility of Eclipse Aviation.

135.165

(a), (b), (c) and (d)

Radio and Navigational Equipment: Extended Overwater or IFR Operations

This requirement is an operator responsibility. 

No, this is a manufacturer responsibility.

Operator responsibility ultimately.

Items of installed equipment are responsibility of Eclipse Aviation.

Two microphones are installed.

135.167

(a), (b) and (c)

Emergency Equipment: Extended Overwater Operations

This requirement is an operator responsibility.

 

Operator responsibility.

FSB concurs.

135.170

 

Materials for Compartment Interiors

This requirement only applies to transport category airplanes.

 

Applies to large airplanes over 12,500 pounds.

FSB concurs.

135.171

(a)

Shoulder Harness Installation at Flight Crewmember Stations

This requirement applies to the EA-500.  Shoulder harness is installed.

 

This Regulation applies to all turbojet aircraft and does apply to the EA-500.

 

135.173

(a)

Airborne Thunderstorm Detection Equipment Requirements

This requirement only applies to turbine aircraft with a configuration of 10 seats or more.

 

Not applicable.

FSB concurs.

135.173

(f)

Power Supply

This requirement only applies to turbine aircraft with a configuration of 10 seats or more.

 

Not applicable.

FSB concurs.

135.175

(a)

Airborne Weather Radar Equipment Requirements

This requirement only applies to transport category airplanes.

 

Not required by 14 CFR.

EA-500 does have weather radar available for production models.

135.175

(e)

Power Supply

This requirement only applies to transport category airplanes.

 

Not applicable.

FSB concurs.

135.179

(a)(1)

Inoperable Instruments and Equipment: Approved Minimum Equipment List

This requirement is an operator responsibility.

EA-500 has a MMEL.

MEL is an operator responsibility.

FSB concurs.

A MMEL has been developed for the EA-500.

135.180

(a)

Traffic Alert and Collision Avoidance System Requirements

This requirement only applies to aircraft with a seating capacity of 10 to 30 seats.

 

Not applicable.

FSB concurs.

135.180

(b)

Flight Manual Requirements

This requirement is an operator responsibility.

 

Not applicable.

However, if a TCAS is installed, the AFM supplement is the responsibility of Eclipse Aviation.

135.181

(a)(2)

Performance Requirements: Aircraft Operated Over-The-Top or in IFR Conditions

This requirement is an operator responsibility.

EA-500 AFM, Section 5, Performance.

Aircraft has a published AFM with performance data that will be available to the operator.

135.183

(c)

Performance Requirements: Land Aircraft Operated Over Water

This requirement is an operator responsibility.

EA-500 AFM, Section 5, Performance.

Aircraft has a published AFM with performance data that will be available to the operator.

135.185

(a)

Empty Weight and Center of Gravity: Currency Requirement

This requirement is an operator responsibility.

EA-500 AFM Section 6, Weight and Balance

Weighing the aircraft is the responsibility of the operator.

135.185

(b)(1)

Aircraft Original Airworthiness Certificate

This requirement is an operator responsibility. No, it is initially a manufacturer responsibility.

EA-500 will be delivered with a standard airworthiness certificate and will have been accurately weighed.

Weighing the EA-500 is initially the responsibility of Eclipse Aviation.  Thereafter, it is an operator responsibility.

135.227

(c) and (e)

Icing Conditions: Operating Limitations: Airplane Ice Protection Equipment

This requirement is an operator responsibility.

Aircraft is approved for flight into icing conditions beginning with serial number 266.

Beginning with serial number 266, the EA-500 is approved for flight into icing conditions.

NOTE: Aircraft prior to serial number 266 may not be approved.

135.243

(a)(1), (b) and (c)

Pilot in Command Qualifications

This requirement is an operator responsibility.

Operator 135 Operations Manual.

Operator responsibility.

FSB concurs.

135.245

(a)

Second in Command Qualifications

This requirement is an operator responsibility.

Operator 135 Operations Manual.

Operator responsibility.

FSB concurs.

135.335

 

Approval of Aircraft Simulators and Other Training Devices

This requirement is an operator responsibility.

Operator responsibility.  135 Operations Manual and Ops Specs.

There are EA-500 training devices and simulators presently approved.

Training is an operator responsibility.

135.419

 

Approved Aircraft Inspection Program

This requirement is an operator responsibility

Operator 135 Maintenance Manual.

EA-500 Maintenance Manual and ICA documents.

Operator responsibility.

FSB concurs.

135.421

(a) and (b)

Additional Maintenance Requirements

This requirement is an operator responsibility

Operator 135 Maintenance Manual EA500 Maintenance Manual and ICA documents

Operator responsibility.

FSB concurs.

135.425

 

Maintenance, Preventive Maintenance and Alteration Programs

This requirement is an operator responsibility.

Operator 135 Maintenance Manual.

EA-500 Maintenance Manual and ICA documents.

Operator responsibility.

FSB concurs.

135.427

 

Manual for Maintenance, Preventive Maintenance and Alterations

This requirement is an operator responsibility.

Operator 135 Maintenance Manual.

 EA-500 Maintenance Manual and ICA documents.

 

Operator responsibility.

FSB concurs.

135.439

(a)(1) and (a)(2)

Maintenance Recording Requirements

This requirement is an operator responsibility.

Operator 135 Maintenance Manual.  EA-500 Maintenance Manual and ICA documents.

Operator responsibility.

FSB concurs.

135.441

 

Transfer of Maintenance Records

This requirement is an operator responsibility.

Operator 135 Maintenance Manual.  EA-500 Maintenance Manual and ICA documents.

Operator responsibility.

FSB concurs.

135 App. B

App. D

 

Airplane Flight Recorder Specifications

This requirement only applies to transport category airplanes.

 

FDR specifications do not apply to the EA-500 since the FDR is not installed.


b

APPENDIX B – MDR TABLE

 

 

Master Difference Requirements

 

AIRPLANE TYPE RATING:

EA-500

 

 

FROM AIRPLANE

 

 

 

 

TO AIRPLANE

 

 

 

 

 

 

EA-500

 

EA-500/ETT

 

 

EA-500/Avio NG 1.0

 

EA-500/Avio NG 1.5/FIKI

 

 

EA-500

 

N/A

 

A/A/A

 

A/A/A

 

A/A/A

 

EA-500/ETT

 

 

B/A/A

 

N/A

 

B/A/A

 

B/A/A

 

EA-500/Avio NG 1.0

 

C/B/B

 

C/B/B

 

N/A

 

B/A/A

 

 

EA-500/Avio NG 1.5

FIKI

 

D/D/C

 

*D/B/B

 

 

D/D/C

 

*D/B/B

 

D/D/C

 

*D/B/B

 

N/A

 

N/A

* FIKI Level D training may be combined with Level D training for the Avio NG 1.5 Upgrades

 

B.1 EA-500 with ETT Installation

 

Level B differences training is the highest training level required for training in the EA-500 related aircraft with the ETT installation.  The FSB recommends that a minimum of one hour of classroom instruction be presented to discuss the differences.

 

Checking and currency are at Level A for this related model.

 

B.2 EA-500 with Avio NG 1.0 Upgrades

 

Level C differences training is the highest training level required for training in the EA-500 related aircraft with the Avio NG 1.0 system upgrades.  Interactive computer based training is suitable to instill the necessary knowledge and understanding.

 

Operators and training providers are responsible for the availability of equipment or devices, with

simulated panel and instrument indications, which allows for the manipulation of system controls and switches by all crew members during training.  Acceptable equipment or devices are those that replicate the installation, functionality and operation of the Avio NG avionics system, as appropriate, in the EA-500 airplane.  Examples of suitable equipment or devices that meet this intent are CPTs, FTDs, simulators and the aircraft.

 

Checking and currency for this related model are at Level B.

 

B.3 EA-500 with Avio NG 1.5 Upgrades

 

Although this related aircraft includes both the Avio NG 1.5 upgrades and FIKI approval, the FSB elected to separate the two portions in the MDR table on the preceding page.

 

Level D differences training is the highest training level required for training in the EA-500 related aircraft with the Avio NG 1.5 system upgrades.  Level D requires training in a minimum of a FTD Level 6/7, or Simulator Level A or B, but may be performed in a higher level simulator or the aircraft.  The FSB concurs that some training is required in a system that allows flight in a real-time environment to ensure that pilots understand the dynamics associated with the modifications to the aircraft and the use of the long-range navigation system.

 

For the Avio NG 1.5 system upgrades, checking is also at level D and currency is at Level C.

 

B.4 EA-500 with FIKI Approval

 

Level D differences training is the highest training level required in the EA-500 for the FIKI approval.  The FSB agrees that FIKI differences can be adequately presented in a classroom environment, but training at Level D should occur because of the operational speed changes with all ice protection equipment ON.  This Level D training can be combined with Avio NG 1.5 system training.

 

For the FIKI approval, differences for both checking and currency are at Level B.

 


APPENDIX C – ODR TABLES

Operator Differences Requirements

 

Definitions used in the ODR Tables:

HO          = Handout

SU           = Stand-Up Lecture

 

 

  DIFFERENCE AIRCRAFT:  Eclipse EA-500 ETT

  BASE AIRCRAFT:  Eclipse EA-500

  APPROVED BY

  (POI)____________________________

 

 

COMPLIANCE METHOD

 

 

 

 

TRAINING

b

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Weights

·                  Max Ramp Weight-Changed

o                WAS- 5,800 lbs

o                NOW- 6029 lbs

·                  Max TO Weight- Changed

o                WAS- 5,760 lbs

o                NOW- 5995 lbs

·                  Max LDG Weight- Changed

o                WAS- 5,415 lbs

o                NOW- 5,600 lbs

·                  Max Zero Fuel Weight- Changed-

o                WAS- 4,860 lbs

o                NOW- 4,922 lbs

NO

NO

 

SU

 

 

A

A

Limitations

·                  Maximum Operating Airspeed Vmo- Changed

o                WAS- 275 KEAS

o                NOW- 285 KEAS

·                  Maximum Gear Speed (Vle)- Changed

o                WAS- 275 KEAS

o                NOW- 285 KEAS

NO

NO

 

SU

 

 

A

A

Dimensions

·                  Length- Changed

o                WAS- 10.1 M

o                NOW- 10.19 M

·                  Wingspan- Changed

o                WAS- 11.4 M

o                NOW-11.56 M

NO

NO

 

SU

 

 

A

A

Aerodynamic

Modifications

·                  Bullet Fairing

o                Elongated

·                  Rudder and Elevator Trim Tabs

o                Lengthened- old gurney tabs removed

·                  Aileron Fairings

o                Added to aileron surface attach points

·                  Engine

o                Pylon Relofted

o                Starter generator cooling fan intake and exhaust size reduced

·                  Landing Gear Wheel Well

o                Fairing added to enclose wheel

·                  Extended Tip tanks

o                WAS- 60.5 inches

o                NOW- 78.9 inches

 

NO

NO

 

SU

 

 

A

A

 

·                  Revised- Reflects:

o                First flight of day/crew change items

o                DC Voltages and Beacon/Strobe moved to Engine Start Checklist

o                Flaps- No longer required to set to LDG then TO- just set to TO

o                Engine Anti-Ice protection check added to Before Taxi checklist

o                Brake check added to Before Landing checklist

 

 

 

SU

 

 

A

A

AFM Normal Checklist

·                  Max Ramp Weight-Changed

o                WAS- 5,800 lbs

o                NOW- 6029 lbs

·                  Max TO Weight- Changed

o                WAS- 5,760 lbs

o                NOW- 5995 lbs

·                  Max LDG Weight- Changed

o                WAS- 5,415 lbs

o                NOW- 5,600 lbs

·                  Max Zero Fuel Weight- Changed-

o                WAS- 4,860 lbs

o                NOW- 4,922 lbs

NO

MINOR

 

SU

 

 

A

A

 

  DIFFERENCE AIRCRAFT:  Eclipse EA-500 ETT

  BASE AIRCRAFT:  Eclipse EA-500

  APPROVED BY

  (POI)____________________________

 

 

 

COMPLIANCE METHOD

 

 

 

 

TRAINING

CHKG/CURR

MANEUVER

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

PTS

Maneuvers

No Changes

NO

NO

 

 

 

 

 

 

  DIFFERENCE AIRCRAFT:  Eclipse EA-500 ETT

  BASE AIRCRAFT:  Eclipse EA-500

  APPROVED BY

  (POI)____________________________

 

 

 

COMPLIANCE METHOD

 

 

 

 

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

ATA 022-

Autoflight

·                  Margin between natural stall and stick pusher activation increased approximately 4 KEAS

NO

NO

 

SU

 

 

A

A

ATA 024-

Electrical

·                  Generator Limitations- ADDED to AFM section 2

NO

NO

HO

 

 

 

A

A

 

·                  Battery Only Load shed Updated

o                Exterior Lighting NO LONGER shed on ground

o                Right PFD NO LONGER shed on ground

o                Nuisance CAS messages inhibited

NO

NO

HO

 

 

 

A

A

 

·                  DSU, MFD and Flaps no longer load shed (Ground/Flight)

·                  3rd AHRS no longer load shed (Flight)

NO

MINOR

HO

 

 

 

A

A

ATA 027-

Flight

Controls

·                  Normal nose down trim range reduced to 1/5th of the original size, however MFD trim tape has not changed. 

o                Tape scale is still 0-100% nose down- however in the nose down range- 1% of actual NOSE DOWN trim movement now appears on the trim indicator as 5% movement of the pointer.  This leads to an apparent increase in the speed of trim pointer movement in the NOSE DOWN realm

o                Pitch trim takeoff limit (green band) reduced

NO

NO

 

SU

 

 

A

A

 

·                  Pitch Trim rate reduced to approximately 25% of original

NO

NO

 

SU

 

 

A

A

ATA 033-Lights

·                  Exterior Lights-Position Lights- Wattage reduced from 3 Watts to 1 Watt

NO

NO

HO

 

 

 

A

A

 

·                  Exterior Lights-Taxi Light increased wattage from 35 Watt to 50 Watt

NO

NO

HO

 

 

 

A

A

ATA 034-

Electrical &

Avionics

Integration

·                  Stall Warning-Red low speed band now indicates stall warning instead of stick pusher activation.

o                Now based on angle of attack and rate of angle of attack increase to increase accuracy

NO

NO

 

SU

 

 

A

A

 

·                  Crew Alerting System-All CAS (except ENGINE FAIL) are inhibited above 60 KEAS UNTIL 400 ft. AGL

NO

NO

 

SU

 

 

A

A

ATA 035-

Oxygen

·                  Oxygen Tables- REVISED in AFM Section 7- now provide PSI to Liter conversion chart

NO

NO

HO

 

 

 

A

A

ATA 072-Engines

·                  Engine Thrust Increase

o                3% total increase

o                Increase begins at FL200 and is fully available from FL250 to FL410

NO

NO

HO

 

 

 

A

A

 

·                  Ground Idle increased at low field elevations (5,000 and below)

NO

NO

HO

 

 

 

A

A

ATA 076-

Engine

Controls

·                  ENG TEMP/OAT Entry

o                Tolerances for temperature entry increased.  OAT difference can now be up to 20°C and still allow pilot entry

o                Entered temperature can now be up to +20°C or -5°C from indicated temps

NO

NO

HO

 

 

 

A

A

ATA 077-

Engine

Indication

·                  Oil Capacity Limitations- UPDATED in AFM Section 2

o                WAS- 1.65 US GAL/engine

o                NOW- 1.50 US GAL/engine

NO

NO

HO

 

 

 

A

A

 


 

Operator Differences Requirements

 

Definitions used in the ODR Tables:

HO          = Handout

SU           = Stand-Up Lecture

CPT        = Cockpit Procedures Trainer

 

 

  DIFFERENCE AIRCRAFT:  Eclipse EA-500 Avio NG Version 1.0

  BASE AIRCRAFT:  Eclipse EA-500/EA-500 ETT

  APPROVED BY

  (POI)____________________________

 

 

 

COMPLIANCE METHOD

 

 

 

 

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Weights

No Changes

NO

NO

 

 

 

 

 

 

Dimensions

No Changes

NO

NO

 

 

 

 

 

 

Limitations

No Changes

NO

NO

 

 

 

 

 

 

 

 

  DIFFERENCE AIRCRAFT:  Eclipse EA-500 Avio NG Version 1.0

  BASE AIRCRAFT:  Eclipse EA-500/EA-500 ETT

  APPROVED BY

  (POI)____________________________

 

 

 

COMPLIANCE METHOD

 

 

 

 

TRAINING

CHKG/CURR

MANEUVER

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

PTS Maneuvers

No Changes

NO

NO

 

 

 

 

 

 

 


 

  DIFFERENCE AIRCRAFT:  Eclipse EA-500 Avio NG Version 1.0

  BASE AIRCRAFT:  Eclipse EA-500/EA-500 ETT

  APPROVED BY

  (POI)____________________________

 

 

 

COMPLIANCE METHOD

 

 

 

 

TRAINING

CHKG/CURR

SYSTEM

REMARKS

FLT

CHAR

PROC

CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

ATA 021

Air Conditioning

Environmental-No changes

NO

NO

 

 

 

 

 

 

 

Pressurization-No Changes

NO

NO

 

 

 

 

 

 

ATA 022-

Auto Flight

No Changes

NO

NO

 

 

 

 

 

 

ATA 023-

Communications

-COMM 1& 2 changes in AVIO architecture

-Transponder 1 & 2 changes in AVIO architecture

-Audio system changes in AVIO architecture

-Audio page display changes

NO

NO

 

SU

 

 

B

B

ATA 027-

Flight Controls

-Stall protection line select key removed

-Pitch trim display changes

NO

NO

HO

 

 

 

A

A

ATA 028-

Fuel

-No Changes

NO

NO

 

 

 

 

 

 

ATA 030-

Ice & Rain Protection

-OAT and TAT display Locations change

-Windshield Heat operation changes

-Pitot/Static heat operation changes

NO

NO

HO

 

 

 

A

A

ATA 032-

Landing Gear

  No Changes

NO

NO

 

 

 

 

 

 

ATA 033-

Lights

No Changes

NO

NO

 

 

 

 

 

 

ATA 034-

Navigation

-NAV 1 & 2 Change in AVIO architecture

-ADF option added to display functionality

-DME option added to display functionality

-PFD differences in NAV data locations

-3rd Attitude Indicator option added

NO

NO

 

 

CPT

 

B

B

 

Options-ADF added

 

NO

MINOR

 

SU

 

 

B

B

 

Options-DME added

 

NO

NO

 

SU

 

 

A

A

 

Electrical

-5 Mechanical Circuit Breakers added

-ECB page display changes

NO

MINOR

 

SU

 

 

B

B

 

Multi Function Display

-Set-up page differences

·                  Sensor page

·                  Settings page

NO

MINOR

 

 

CPT

 

B

B

 

Multi Function Display

-OPS page differences

·                  Weights page changes

·                  OAT and V speeds page changes

·                  System test page changes

NO

MINOR

 

 

CPT

 

B

B

 

 Multi Function Display

 -Single Knob replaces rocker switch

 

NO

NO

 

SU

 

 

A

A

 

Options-Skywatch Traffic Alert System (TAS) added

 

NO

MINOR

 

 

CPT

 

B

B

 

Options-Honeywell Terrain Awareness Warning  System (TAWS) added

 

NO

MINOR

 

 

CPT

 

B

B

 

Primary Flight Display

-Timer functionality added

-Overlay of TAS and Radar functionality

-Single knob replaces rocker switch

-Flight information data location changes

NO

MINOR

 

 

CPT

 

B

B

 

Weather Radar-Honeywell Weather Radar System added

 

NO

MINOR

 

 

CPT

 

B

B

ATA 076-

Engines

-No Changes

NO

NO

 

 

 

 

 

 

 


 

Operator Differences Requirements

 

Definitions used in the ODR Tables

HO                  = Handout

SU                   = Stand-Up Lecture

CPT                = Cockpit Procedures Trainer

SIM                = Simulator Training

 

 

DIFFERENCE AIRCRAFT: Eclipse EA-500 Avio NG 1.5 with FIKI

BASE AIRCRAFT: Eclipse EA-500 / ETT / Avio NG 1.0

APPROVED BY:

(POI) _________________________________

 

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

DESIGN

REMARKS

FLT CHAR

PROC CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

Weights

No change to MCTW

No

No

 

 

 

 

 

 

Dimensions

No changes

No

No

 

 

 

 

 

 

Limitations

Multiple for icing to include failure conditions.

Major

Major

 

SU

 

 

B

B

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

DIFFERENCE AIRCRAFT: Eclipse EA-500 Avio NG 1.5 with FIKI

BASE AIRCRAFT: Eclipse EA-500 / ETT / Avio NG 1.0

APPROVED BY:

(POI) _________________________________

 

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

MANEUVER

REMARKS

FLT CHAR

PROC CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

PTS Maneuvers

Handling/Airspeed Changes with Ice Protection Equipment ON

Major

No

 

 

 

SIM

B

B

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


 


DIFFERENCE AIRCRAFT: Eclipse EA-500 Avio NG 1.5 with FIKI

BASE AIRCRAFT: Eclipse EA-500 / ETT / Avio NG 1.0

APPROVED BY:

(POI) _________________________________

 

 

 

COMPLIANCE METHOD

TRAINING

CHKG/CURR

SYSTEMS

REMARKS

FLT CHAR

PROC CHNG

LVL

A

LVL

B

LVL

C

LVL

D

CHK

CURR

ATA 05

Time Limits/ Maintenance Checks

Spring Cartridge – 10,000 hrs

Wind Shield electrostatic coating – 50 hrs

Icephobic (Phase break®) coating – 300 hrs

No

No

 

SU

 

 

B

B

ATA 07

Lifting & Shoring

No changes

No

No

 

 

 

 

 

 

ATA 08

Leveling & Weighing

No changes

No

No

 

 

 

 

 

 

ATA 09

Towing & Taxiing

Addition of rudder spring

Minor

No

 

SU

 

 

B

B

ATA 10

Parking & Mooring

No changes

No

No

 

 

 

 

 

 

ATA 11

Placards & Marking

Addition of one anti ice/de Ice switch to the center switch panel

No

Minor

 

SU

 

 

B

B

ATA 12

Servicing

No changes

No

No

 

 

 

 

 

 

ATA 20

Standard Practices Airframe

No changes

No

No

 

 

 

 

 

 

ATA 21

Air Conditioning

No changes

No

No

 

 

 

 

 

 

ATA 22

Auto Flight

Significantly increased A/P functionality with expanded engagement limitations

No

Major

 

 

 

SIM

D

B

ATA 23

Communications

Addition of more static wicks

No

No

 

SU

 

 

B

B

ATA 24

Electrical Power

No changes

No

No

 

 

 

 

 

 

ATA 25

Equipment / Furnishings

No changes

No

No

 

 

 

 

 

 

ATA 26

Fire Protection

No changes

No

No

 

 

 

 

 

 

ATA 27

Flight Controls

-Advanced stall protection

-Rudder spring

-Increased VFE

Minor

Minor

 

SU

 

 

B

B

ATA 28

Fuel

No changes

No

No

 

 

 

 

 

 

ATA 29

Hydraulic Power

 

No changes

No

No

 

 

 

 

 

 

ATA 30

Ice and Rain Protection

-Center switch panel anti-ice switch added

-De-ice boot operation

-Windshield heat operation

-Phase break®

-Ice inspection light

-Icing cues

-Definition of icing conditions

-Failure conditions

Major

Major

 

SU

 

 

B

B

ATA 31

Instruments

VFE for landing flaps increased

No

Minor

 

SU

 

 

B

B

ATA 32

Landing Gear

No changes

No

No

 

 

 

 

 

 

ATA 33

Lights

-Ice inspection light

-Strobe light usage with ice accretion on the wingtips

No

Minor

 

SU

 

 

B

B

ATA 34

Navigation

-Garmin G400W

-FMS overlay

-PFD LSKs

-A/P connectivity

No

Major

 

 

 

SIM

D

C

ATA 35

Oxygen

No changes

No

No

 

 

 

 

 

 

ATA 36

Pneumatic

-De-ice boots

Major

Major

 

 

 

SIM

B

B

ATA 37

Vacuum

No changes

 

 

 

 

 

 

 

 

ATA 38

Water / Waste

No changes

 

 

 

 

 

 

 

 

ATA 45

Central Maint . System

No changes

 

 

 

 

 

 

 

 

ATA 51

Structures

No changes

 

 

 

 

 

 

 

 

ATA 52

Doors

No changes

 

 

 

 

 

 

 

 

ATA 53

Fuselage

Extra static wicks

No

No

 

SU

 

 

B

B

ATA 54

Nacelles / Pylons

No changes

 

 

 

 

 

 

 

 

ATA 55

Stabilizers

Extra static wicks

No

No

 

SU

 

 

B

B

ATA 56

Windows

No changes

 

 

 

 

 

 

 

 

ATA 57

Wings

-Extra static wicks

-Black paint at the wingtips to help identify ice

No

Minor

 

SU

 

 

B

B

ATA 71

Powerplant

No changes

 

 

 

 

 

 

 

 

ATA 72

Turbine

No changes

 

 

 

 

 

 

 

 

ATA 73

Engine Fuel and Control

No changes

 

 

 

 

 

 

 

 

ATA 74

Ignition

No changes

 

 

 

 

 

 

 

 

ATA 75

Air

No changes

 

 

 

 

 

 

 

 

ATA 76

Engine Controls

No changes