U.S. Department of Transportation

Federal Aviation Administration

Washington , D.C.





Revision: 1






Hawker Beechcraft Corporation



Date: 11/23/90



Kenneth W. Davis, Chairman

Flight Standardization Board



Federal Aviation Administration

Aircraft Evaluation Group

DOT Building, Room 332

901 Locust Street

Kansas City, MO 64106-2641
















SECTION                                               PAGES

1    PURPOSE AND APPLICABILITY . . . . . . . . . . . . .. . .4

2    PILOT "TYPE RATING" REQUIREMENTS. . . . . . .. . . . . .5

3    "MASTER COMMON REQUIREMENTS" (MCRs). . . . . . . . . . .5

4    "MASTER DIFFERENCE REQUIREMENTS" (MDRs)  . . . . . . . .5


     TABLES(ODRS) . . . . . . . . . . . . . . . . . . . . . .9

6    FSB SPECIFICATIONS FOR TRAINING  . . . . . . . . . . . .9

7    FSB SPECIFICATIONS FOR CHECKING  . . . . . . . . . . . 13

8    FSB SPECIFICATIONS FOR CURRENCY  . . . . . . . . . . . 14

9    AIRCRAFT COMPLIANCE CHECKLIST  . . . . . . . . . . . . 14


11   APPLICATION OF FSB REPORT  . . . . . . . . . . . . . . 16

12   ALTERNATE MEANS OF COMPLIANCE  . . . . . . . . . . . . 16

13   MISCELLANEOUS  . . . . . . . . . . . . . . . . . . . . 16






                              REVISION RECORD

      REVISION NO.        SECTION              PAGE #s


      Original                                  all


      Revision 1                                all


     1.1. This FSB report specifies FAA master training,

     checking, and currency requirements applicable to crews

     operating Beech model BE-2000 Starship.

     Provisions of the report:

     1.1.1. Define pilot "type rating(s)" assigned to the

     BE-2000 to be BE-2000 and Beech-2000 aircraft

     modified by Beechcraft kit P/N 122-3001-1 to

     be BE2000S,

     1.1.2. Describe any unique requirements applicable to

     initial, transition, upgrade, or recurrent


     1.1.3. Provide "Master Difference Requirements(MDRs)"

     for crews requiring differences qualification for

     mixed-fleet-flying or transition,

     1.1.4. Provide examples of acceptable "Operator

     Difference Requirement (ODR)" tables,

     1.1.5. Describe acceptable training device

     characteristics when necessary to establish

     compliance with pertinent MDRs, and

     1.1.6. Set checking and currency standards of those

     checks administered by FAA or operators.

     1.2. This report includes:

     1.2.1. Minimum requirements applied by FAA

     field offices, (eg.Type Rating

     designations, checking standards, etc.),

     1.2.2. Information which is advisory in general and

     intended to assist FAA principal inspectors and operators

     when constructing and approving training programs, and

     1.2.3. Information which is used to facilitate FAA review

     of an aircraft type or variant that is proposed

     for use by an operator.

     1.4. Previous BE-2000 reports are superceded.

     Provisions of this report are effective until amended,

     superseded, or withdrawn by subsequent FSB



     2.1. The aircraft is unique in that there are two type

     ratings assigned:

     2.1.1. A BE-2000 type rating which requires a second in

     command when operating both the modified and unmodified


     2.1.2. A BE2000S type rating which authorizes the holder

     to operate the modified aircraft without a second in

     command, and either aircraft with a second in command.

     2.2. The aircraft flight manual/pilots' operating

     handbook contains the following limitations:

     2.2.1 The aircraft may be operated with one pilot and one

     co-pilot provided the pilot holds a BE-2000 or a BE2000S

     type rating.


     2.2.2 The aircraft may be operated with one pilot

     provided: The pilot holds a BE2000S type rating, The pilot adheres to the single pilot

     equipment requirements contained in the

     Kinds of Operating Equipment List(KOEL), and Aircraft NC-3 through NC-13 must be modified

     by Beechcraft kit P/N 122-3001-1.

     NOTE: NC-14 and after are modified during


3.   "MASTER COMM0N REQUIREMENTS" (MCRS).  Common requirements

     for all BE-2000 Starships.  Except as provided in

     Sections 6 and 7 of this report, ground training, flight

     training, and checking Is conducted in accordance with

     FAR 61 and FAR 135, considering Beech 2000 and Beech 2000

     aircraft modified with Beechcraft kit P/N 122-3001-1 as

     separate and distinct type ratings. All Beech 2000  have

     been type certificated under Part 23,commuter category.

     POIs should refer to FAA Order 8400.10 maneuvers and

     procedures tables for transport and commuter category

     aircraft when approving flight training curriculums and

     acceptable levels of flight training devices.


     4.1 Master Difference Requirements(MDRs) designate the

     Training, Checking, and Currency levels

     for the modified and unmodified Beech 2000 models

     and are shown in Appendix 1.

     4.2. Training/Checking/Currency  difference level

     definitions (A/A/A, etc...) are specified in accordance

     with criteria of AC120-xx.  Standard training media and

     device characteristics for each level are as described by


     4.3   Training Difference Levels

     4.3.1 Level A Training. Typically achieved by methods

     such as issuance of "operating manual" page revisions, or

     dissemination of flight crew "operating bulletins" or

     "differences handouts" to describe  minor differences in


     4.3.2 Level B Training. Typically employs means such as

     slide/tape presentations, computer-based tutorial, use of

     stand-up instructors, or video tapes.

     4.3.3 Level C Training. Typically requires use of cockpit

     systems simulators, cockpit procedure trainers, part task

     trainers(INS, FMS, TCAS) or similar devices. Devices

     conform to Level 4 and 5 flight  training device

     definitions in FAA Order 8400.10,Volume III.

     4.3.4 Level D Training. Typically accomplished with

     comprehensive "flight maneuver" capable devices. Use of

     a series of separate devices for systems training devices

     would not suffice. Acceptable devices permit integration

     of knowledge, skills, and abilities in a simulated flight

     environment. Acceptable Level D devices conform to the

     definitions of Level 6 and 7 Flight Training Devices

     and Level A and B Flight Simulators in FAA Order 8400.10,

     Volume III.

     4.3.5 Level E Training. Level E is training applicable to

     aircraft having "full task" differences which also

     require a high fidelity environment to attain or maintain

     knowledge, skills, or abilities. Level E training is

     required for any aircraft considered significantly

     different. At Level E Phase II or III simulation or the

     aircraft must be used.When Level E training differences

     are designated, a type rating is required.

     4.4 Checking Difference Levels

     4.4.1 Level A Checking. A check related to differences is

     not required at the time of differences training.

     Differences items may and should be included as a part of

     recurring proficiency checks and oral examinations.

     4.4.2 Level B Checking. Ask or system check is required

     for initial and recurring differences training.

     4.4.3 Level C Checking. A partial check is required for

     initial and recurring differences training. The partial

     check consists of the particular maneuvers or systems

     designated by the FSB in the acceptable operator

     difference tables. Level C checks are required to be

     conducted using devices required by Level C training or


     4.4.4 Level D Checking. A full proficiency check is

     required for each variant for initial and recurrent

     differences training. Maneuvers which are common need not

     be repeated.Level D checks may be administered in devices

     approved for related Level D training.

     4.4.5 Level E Checking. A full proficiency check in a

     Phase II/III simulator or the aircraft for each aircraft

     is required for each variant for both initial and

     recurrent differences training. Alternating checks are


     General: Any level checking requirement may be satisfied

     by completing the specified or higher level compliance

     method. For example, partial checks required in both

     variants and  required by Level C may be satisfied by

     alternating checks between models as required by Level E.

     4.5. Currency Difference Levels

     4.5.1. A variety of means for establishing compliance

     with currency provisions are acceptable.  Examples of

     means found acceptable by the FAA include the following: Any Level Currency:  Explicit tracking of

     currency requirements based on logbook entries, ACARS

     data, or other reliable administrative records. Level A Currency: Tracking of currency between

     different variants is not necessary. Maintenance of

     currency in any one variant suffices for any other

     variant. Level B currency: Issuance of a bulletin which directs crews to

     review particular operating manual differences

     information if a particular variant has not been flown

     within a specified time interval (eg. Review of

     differences in limitations and procedures,...), or Crew certification on a dispatch release that

     they have reviewed pertinent information for the

     particular variant to be flown on that trip, within an

     operator specified time interval. Level C currency: Currency requirements related

     to one or more designated systems or procedures, as

     designated in the ODR tables. Level D currency: Designated maneuver currency.  Level E currency: Requires meeting Section

     135.247 requirements of three takeoffs and landings in

     the previous 90 days, as well as meeting any specific

     system, procedure, or maneuver currency item(s) specified

     by the FSB.

     4.5.2  Periodic Assessment of Method.  Any currency

     method approved requires some means for the operator and

     FAA to assess the level of compliance, in order to assure

     that crewmembers are meeting MPR currency objective.

     4.6. Re-Establishing Currency.

     General: Currency can be reestablished by use of a device

     or compliance method equal to or higher than that

     specified for training. The following are acceptable

     methods to reestablish currency:

     4.6.1. Level B. At level B, currency is re-established

     by crewmember review of pertinent materials per the

     operator's guidelines.

     4.6.2  Level E. At Level E, currency is reestablished by

     meeting Sections 61.57 and 135.247 requirements of three

     takeoffs and landings in the previous 90 days, as well as

     meeting any specific system, procedure, or manuever

     currency item identified by the FSB on the ODR tables.

     For example, FMS, EFIS, or other system or manuever

     differences may satisfied by using these particular

     systems in the process of performing the takeoffs and


     4.7. MDR Footnotes.  Footnotes to MDR requirements

     designate systems(i.e. Flight Management System,

     Electronic Flight Information Systems, etc.) that could

     be added to basic aircaft models that do not change model

     designations but for which there are training, checking,

     and/or currency requirements. Addition of these systems

     to a model would trigger the footnote requirements.


     5.1. ODR tables are Used to Show an Operator's Compliance

     Method. Beechcraft Kit P/N 122-3001-1 are expressed in

     acceptable ODR tables for the Beech 2000 Starship and are

     included in Appendix 2. The three types of ODR tables are

     Design, System, and Maneuver Difference Tables. Design

     Difference Tables describe the training, checking, and

     currency requirements to satisfy differences between the

     two aircraft models required by differences in aircraft

     design. System Difference Tables designate, by ATA system

     code, the training, checking, and currency requirements

     created by aircraft system differences between the two

     models. Similarly, Maneuver Differences Tables describe

     training, checking, and currency requirements caused by

     differences when performing normal, abnormal, and

     emergency procedures.


     6.1. General.

     6.1.1. Assumptions Regarding Airmen Previous Experience.

     The provisions of Section 6 of this report apply to

     programs for airmen who are experienced in both FAR 135

     air carrier operations and multi-engine turboprop

    aircraft.  For airmen not having this experience,

     additional requirements may be appropriate as determined

     by the POI, FSB, or AFS-200.

     6.1.2. Beech 2000 Initial, Transition, or Upgrade

     training is accomplished in accordance with FAR 135

     Subparts G and H.  When both the single and two pilot

     versions are flown, or transition from two pilot to one

     pilot version is accomplished, ODR tables

     specify appropriate requirements.

     6.2. Differences Training for Variants.

     6.2.1. Differences Training, FAR 135.341. Unless a

     separate initial, transition, or upgrade program is

     completed for both the modified and unmodified Beech

     2000, differences training is necessary as shown in the

     MPR. A training program addressing pertinent differences

     described by individual operator aircraft configurations,

     including normal, abnormal, emergency and alternate

     operations, is required for each model flown. Ground Training.  Ground Training in the

     following subjects for the Beech 2000 is required: General description of the aircraft. Performance characteristics. Engines and propellers. Airplane Systems (eg. flightcontrols,

     electrical,...). The flight controls are considered

     unconventional. Elevator control is essentially in the

     forward wing(canard) but aileron and some elevator

     control are located in the main wing and called elevons.

     Rudder control is located in the winglets.

     The flaps and forward wing are inter-connected and have

     only two positions, "Extended" or "Retracted". When the

     flap position is placed in the UP position, the flaps are

     retracted and the forward wing is swept aft approximately

     30 degrees. When the flap position is placed in the DOWN

     position the flaps are droop 14 degrees and extend about

     28 inches aft; the forward wing sweeps forward to minus

     4 degrees. The flaps offer little drag. Normal, Abnormal, Emergency and Alternate

     Procedures. Limitations. Fuel consumption and cruise control. Flight Planning The approved Aircraft Flight Manual Flight Management System, Inertial Reference System, if applicable. Electronic Flight Instrument System(EFIS) Other instruction in aircraft systems unique

     to the  operator's fleet. Flight Training.  Flight training in the

     following items or maneuvers in the Beech 2000 is

     required: Preflight Inspection

     During the walk-around inspection consideration should be

     given to the numerous Vortex Generators on the air-frame

     and control surfaces. None are allowed to be damaged or

     missing. Care must be taken to ensure all gear pins are

     removed and stowed in the aircraft during preflight. Taxi Caution must be used when taxiing single

     pilot as the pilot can not see the right wing tip. Normal Takeoff

     All takeoffs require that Auto-feather be armed and

     operative. If Auto-feather fails or is not armed Vmca

     increases from 101 knots to approximately 135 knots.

     Check pilots and instructors must be aware of these

     figures. Power reductions to simulate V1 failure must be

     done by reducing power lever to Zero Thrust Only to

     simulate that Auto-feather has functioned. Zero Thrust is

     defined as 1700 RPM and 5% Torque. Area departure Abnormal, Emergency and Alternate Procedures Area arrival/Holding Precision and Non-Precision Approaches Instrument Display Format Landings

     6.2.2. Beech 2000 programs.  Since training programs for

     Beech 2000 are already FAA approved, examples of

     acceptable programs are not provided in this report.

     Principal Inspectors of operators initially introducing

     a Beech 2000 may consult FAA Principal Inspectors of

     other existing US Beech 2000 operators, or the FSB, in

     the event of uncertainty regarding evaluation of a

     proposed program.

     6.2.3. Certain parts of the flight training program may

     be accomplished in training devices and flight simulators

     in accordance with FAA Order 8400.10. See the maneuvers

     and procedures table for the appropriate training device


     6.2.4. Instrument Display Format Differences.  Display

     format differences may require additional training

     emphasis.  If crew performance marginally meets, or fails

     to meet practical test standards due to lack of

     familiarity with a display format, sufficient additional

     flight training should be provided to assure mastery of

     basic instrument flying skills with the pertinent display


     6.2.5. Flight Maneuvers To Be Done By Each Pilot.  Unless

     otherwise noted, the applicable flight maneuvers

     identified in above and the ODR tables are to be

     accomplished by each pilot to assure necessary procedural

     skills for both the "flying" and "non-flying" pilot.

     6.2.6. Automatic Landings are not approved for the Beech


     6.2.7. Crewmember Emergency Training, FAR 135.331.

     Appropriate emergency training must be given to

     each crewmember on the location, function, and

     operation of emergency equipment that is different

     in each Beech 2000. Where equipment

     is common, instruction may be adjusted

     for those crewmembers qualified and current on

     other variants of the airplane, provided records

     are available which demonstrate that crewmembers

     meet FAR 135.331 and 135.351(b)(2) requirements.

     6.2.8. Pilots: Initial, Transition and Upgrade Ground

     Training, FAR 135.345.

     Training hour thresholds have been established by

     FAA Order 8400.10. Training hours may be reduced below

     the training hour thresholds in the manner described

     in FAA Order 8400.10.

     6.2.9. Pilots: Initial, Transition and Upgrade

     Flight Training, FAR 135.347.  When

     Initial, Transition, or Upgrade flight

     training and practice specified in FAR

     135.347 is accomplished and both the two pilot and

     single pilot models are to be flown, training is

     required to suitably address each model.

     Training program hours may be reduced below

     national norms established in FAA Order 8400.10.

     6.2.10. Recurrent Training, FAR 135.351.

     Recurrent training must include

     appropriate training in accordance with

     FAR 135.351 for each model.  The

     FSB has identified specific requirements

     for recurrent ground and flight training

     when both the modified and unmodified aircraft are flown.

     Such recurrent training must be in accordance with the

     items and levels specified by MDR and ODR

     tables for initial differences training.

     6.2.11. Recurrent Ground Training Time Reductions.

     Recurrent ground training reduced

     below training hour thresholds established in

     FAA Order 8400.10 must be consistent with MDR

     and ODR table provisions.

     6.2.13. Recurrent Flight Training.

     Recurrent flight training of crewmembers requires

     appropriate flight training in maneuvers and procedures

     set forth in FAR 135 and FAA Order 8400.10(maneuvers and

     procedures document).  As permitted by FAR 135.351

     satisfactory completion of the check required by FAR

     135.293 may also be  substituted for training.  When ODR

     table provisions identify differences in maneuvers or

     procedures, such differences must be addressed in the

     operators recurrent program.  Recurrent flight training

     may credit common maneuvers as identified by this report

     and approved ODR tables.


     7.1. General.

     7.1.1. Checking Items.  Knowledge, procedures, and

     maneuvers specified by FAR 61 Appendix A and FAR

     135, Subpart G , apply to both the single and two pilot


     7.1.2. "No Flap" Landings.  Demonstration of a "No Flap"

     approach and landing during an FAR 61 Appendix A

     or FAR 135 subpart G check is required. No flap landings

     require 7 knots above normal approach speeds.

     7.2. Type Ratings.

     7.2.1. Oral and Written Tests.  Oral, or oral and written

     tests apply separately to the single or two pilot models

     unless otherwise approved through ODR tables.

     7.2.2. Practical Test. An applicant for a BE-2000 type

     rating utilizes a second in command and may take the

     practical examination in either the modified or

     unmodified aircraft.

     An applicant for a BE2000S type rating must pass the

     practical examination sigle pilot in an aircraft that

     has been modified in accordance with Beechcraft kit

     P/N 122-3001-1.

7.3. Crewmember Testing.

     7.3.1. General.  Competency and proficiency checks are

     administered as designated in FAR 135, Subpart G

    except as specified or permitted by MDR and ODR tables

     and in the following paragraphs.

     7.3.2. FAR 135.293(a).  For mixed-fleet-flying between

     modified and unmodified aircrafts the oral or written

     examination required by this section should cover design,

     system, and maneuver diferences as detailed in approved

     ODRs  for both.

     7.3.3. FAR 135.293(b). For purposes of this part, the

     Beech 2000 Starship is unique in handling and flight

     characteristics and requires a separate flight check.

     7.3.4. FAR 135.297. For the purposes of this part, the

     modified and unmodified aircraft are two separate types.

     7.3.5  FAR 135.299. For the purposes of this part, the

     modified and unmodified aircraft are two separate


     7.4. Pilot Certificate Type Rating Endorsements

     7.4.1. Application For and Issuance Of Type Ratings.

     Airmen completing pertinent FAR 61 Appendix A

     requirements may apply to FAA for the appropriate type

     rating endorsement(s).  Upon completion of

     required tests, or presentation of satisfactory

     evidence of appropriate training and checking

     under an approved program meeting MDR and ODR

     requirements, and submission of an application

     (FAA Form 8410-2), authorized FAA inspectors may

     issue the necessary pilot certificate with type


     7.4.3. Authorized FAA Inspectors or Check Airmen.

     Authorized FAA inspectors or authorized operator

     check airman may conduct the checks required.

     For the purposes of conducting  checks in accordance with

     Section 7 of this report, authorized operator check

     airmen are those having completed appropriate

     qualification in the specific aircraft model for which a

     check is administered.


     8.1. Currency (Recent Experience) FAR 135.247.  Currency

     Required.  Unless otherwise authorized in accordance with

     approved ODR tables, currency is tracked in the BE-2000

     and the BE2000S type. In addition to the the takeoffs and

     landings requirement, the FSB identified the following

     specific Level E curency manuevers on the acceptable

     Manuever Differences Table in Appendix 2:

     Single Pilot Checklist Procedures

     Autopilot Failure Procedure

     Single Pilot Instrument Procedures

     Powerplant Failure Procedure

     8.2. Any ODR tables approved by POI's should require the

     above E level currency requirements.


     9.1. A compliance checklist has not been completed for

     the BE-2000.

     9.2  The BE-2000, based on passenger seating, payload

     capacity, and certification basis, qualifies to operate

     under FAR 91 and 135.

     9.3. Discussion of Specific Compliance Items

     9.3.1. Forward Observer Seat.  The Beech BE-2000 does not

     have a jump seat.


     10.1. Device and Simulator Characteristics

     There are no simulators for this aircraft.

     10.2. Aircraft/Simulator/Device Capabilit

     Assessing Compatibility.  When both the modified and

     unmodified aircraft are flown in mixed fleets, the

     combination of simulators and devices used to satisfy MDR

     and ODR provisions must match specific variants of the

     aircraft flown in service by that operator (use of leased

     simulators, etc.).  The acceptability of differences

     between devices, simulators, and aircraft operated must

     be addressed by the POI, FSB, and National Simulator

     Team, as appropriate.  The National Simulator Evaluation

     Team identifies acceptable credit for simulators and

     certain training devices.  Provisions for other device

     approvals are described in 10.3 below.

     10.3. Device Approvals

     10.3.1. Approvals Based on Routine Criteria.

     Device or simulator approval requests by operators are

     made to the POI.  For the purpose of compliance with

     requirements of this FSB report, if the proposed device

     or simulator characteristics clearly meet established FAA

     criteria, have been previously approved by the NSET, or

     have been accepted by the FSB as meeting the intent of

     MDRs, the POI may approve those devices or simulators or

     their equivalent for that carrier. If a simulator is

     approved by the NSET, but has differences from the

     variant(s) it is being used to simulate, it may be

     approved by the POI if: Pertinent differences are identified by ODR

     table(s), The operator satisfactorily identifies how each

     difference is to be addressed, and FSB or NSET criteria do not otherwise preclude

     use of the particular simulator/variant combination being


     10.3.2. Approvals Based on Special Criteria. Where

     devices or simulators do not clearly satisfy a given

     difference level as described by AC 120-xx, POIs should

     request advice from the FSB or NSET.


     11.1. Pertinent parts of this report are effective

     when approved by the FAA.


     12.1. Approval Level and Approval Criteria. Alternate

     means of compliance to differences requirements of FAR

     135 Subpart G and H, other than as specified in

     provisions of this report, must be approved by AFS-200.

     If Alternate compliance is sought, operators will be

     required to establish that proposed alternate means

     provide an equivalent level of safety to the provisions

     of AC120-xx and this FSB report. Analysis,

     demonstrations, proof of concept testing, differences

     documentation, or other evidence may be required.

     12.2. Requires Equivalent Safety.  In the event alternate

     compliance is sought, training program hour reductions,

     simulator approvals, and device approvals, may be

     significantly limited and reporting requirements may be

     increased to assure equivalent safety.  FAA will

     generally not consider relief through alternate

     compliance means unless sufficient lead time has been

     planned by an operator to allow for any necessary

     testing and evaluation.

     12.3. Unforseen Circumstances.  In the event of clearly

     unforseen circumstances in which it is not possible for

     an operator to comply with MDR provisions, the

     operators may seek an interim equivalent program rather

     than a permanent alternate compliance method.  Financial

     arrangements, schedule adjustment, and other such

     reasons are not considered "unforseen circumstances" for

     the purposes of this provision.



Appendix 1



     BEECH 2000  = BE-2000


     1(BE-2000 Single Pilot) = BE2000S

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

      |               |   FROM AIRCRAFT      |

      |               |----------------------|

      |               |BE-2000  |BE-2000     |

      |               |         |Single Pilot|


      | T | BE-2000   | A/A/A   | A/A/A      |

      | O |           |         |            |

      |   |           |         |            |

      | A |           |         |            |

      | I |-----------|---------|------------|

      | R |BE-2000    | D/E/E   | A/A/A      |

      | C |Single Pilot         |            |

      | R |           |         |            |

      | A |           |         |            |

      | F |           |         |            |


                   Appendix 2   Acceptable ODR Tables


Difference Aircraft    BE-2000 Single Pilot(BE-2000 Modified

with Beechcraft

                       Kit P/N 122-3001-1)

Base Aircraft  BE-2000

Approved By ______________________________ (POI)


|        DIFFERENCES                       COMPLIANCE METHODS



|  | REMARKS     |FLT CH | PRCDS| A | B | C | D | E | CK| CUR|

|--|-     ---------------| -----------------------------------

|  NO DESIGN CHANGES     |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |

|  |             |       |      |   |   |   |   |   |   |   |



Difference Aircraft   BE-2000 Single Pilot(BE-2000 Modified

with Beechcraft

                       Kit P/N 122-3000-1

Base Aircraft  BE-2000

Approved By ______________________________ (POI)


|  DIFFERENCES                     |COMPLIANCE METHODS   |


|       |    REMARKS     |FLT CH|PRCDS|A|B|C|D|E| CK| CUR|

|-------|----------------| -----|-----|-|-|-|-|-|---|----|

|22 AUTO|MEANS AVAILABLE |  NO  | YES |X| | | | | A |  A |

|FLIGHT |TO DISCONNECT   |      |     | | | | | |   |    |

|       |AUTOPILOT WITHOUT      |     | | | | | |   |    |

|       |DISCONNECTING   |      |     | | | | | |   |    |

|       |YAW DAMPER      |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|23 COM-|HEADSET WITH BOOM  NO  | YES | | |X| | | A | A  |

|MUNICA-|MIKE REQUIRED   |      |     | | | | | |   |    |

|TIONS  |                |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|34 NAV-|FLIGHT DIRECTOR |  NO  | YES | | |X| | | C | C  |

|IGATION|REQUIRED        |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|34 NAV-|SINGLE ACTION   |  NO  | YES |X| | | | | A | A  |

|IGATION|FLIGHT DIRECTOR |      |     | | | | | |   |    |

|       |CANCELLATION    |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |



Difference Aircraft   BE-2000 Single Pilot(BE-2000 Modified

with Beechcraft

                       Kit P/N 122-3000-1

Base Aircraft  BE-2000

Approved By ______________________________ (POI)


|      DIFFERENCES                COMPLIANCE METHODS     |


|       |    REMARKS     |FLT CH|PRCDS|A|B|C|D|E| CK| CUR|

|-------|----------------| -------------------------------

|CHECKLIST   SINGLE PILOT|   NO | YES | | | |X| | E | E  |

|PROCEDURES  ACCOMPLISH  |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|EMERGENCY  PILOT MUST   |   NO |  YES| | |X| | | B | A  |

|&ABNORMALS SWITCH TO    |      |     | | | | | |   |    |

|       |   OVERHEAD SPEAKER    |     | | | | | |   |    |

|       |   ANYTIME OXYGEN      |     | | | | | |   |    |

|       |   MASK IS REQUIRED    |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|AUTOPILOT               |   NO | YES | | | |X| | D | E  |

|FAILURE|                |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |

|INSTRUMENT SINGLE PILOT |   NO | YES | | | |X| | E |  E |

|PROCEDURES ACCOMPLISH   |      |     | | | |5 HRS  |    |

|       |                |      |     | | | | | |   |    |

|TAKEOFFS   REGULATORY   |   NO | YES | | | | |X| E |  E |

|&LANDINGS  WITHIN TYPE  |      |     | | | | | |   |90 DAYS

|       |                |      |     | | | | | |   |    |

|POWERPLANT SINGLE PILOT |   NO |  YES| | | |X| | E |  E |

|FAILURE|                |      |     | | | | | |   |    |

|       |                |      |     | | | | | |   |    |




The Beech Model BE-2000 Flight Standardization Board(FSB)

convened in Wichita, Kansas on July 16,1990 to reevaluate the

BE-2000 which had been modified for operation by one pilot.








3.1 Beechcraft received the type certification for the Beech-

2000 on June 14, 1988. This certification was issued based on

the manufacturer agreeing that the aircraft would be operated

with a crew of two.

On June 21, 1988, the Central Region Aircraft Evaluation

Group(AEG) conducted a Flight Standardization Board(FSB). This

board evaluated the training requirements and designated a BE-

2000 type rating for this aircraft.

In April 1990, Beechcraft decided this aircraft, which had

been modified by adding power brakes, autopilot, and ice

protection, could be operated by one pilot and requested the

FAA do testing to make a minimum crew determination.

The results of the minimum crew determination were that the

aircraft could be operated single pilot provided the following

design changes were implemented:

1. Autopilot and flight director systems must be available

during any normal single pilot operation.

2. The piot must wear a headset with a boom mike.

3. The pilot must have available an abbreviated checklist

containing all required procedure, takeoff and landing speeds,

and takeoff power settings.

4. The airplane must be modified so there is a means to cancel

flight director command bars by a single action.

5. There must be a means available to disconnect the autopilot

without also disconnecting the yaw damper.

6. Review and change the aircraft flight manual(AFM)emergency

and abnormal procedures to include switching to the overhead

speaker anytime the oxygen mask is required. In addition,

there must be abnormal procedures available to address failure

of the auto pilot system.

Beechcraft elected to make this modification available with

kit P/N 122-3001-1 to aircraft NC-4 through NC-13, and

standard equipment on NC-14 and thereafter.


     4.1 The Board members were experienced and current in

     light twin turboprop airplanes. One member had

     participated in the crew determination testing and one

     member was type rated in the BE-2000.

     4.2 The aircraft was evaluated day and night performing

     all FAR 61, Appendix A maneuvers.

     4.3 Based on passenger seating, payload capacity and

     certification, the Beech BE-2000 qualifies to operate

     under Federal Aviation Regulations, Parts 91 and 135.