U.S. Department of Transportation

Federal Aviation Administration

Washington , D.C.

 

Flight Standardization Board (FSB) Report

 

 

Revision: Original

Date: 12/08/1995

 

 

 

 

SAAB AEROSYSTEMS 2000

SA-2000

 

Robert R. Lloyd

Chair, Flight Standardization Board

 

 

Federal Aviation Administration

Seattle Aircraft Evaluation Group

1601 Lind Ave SW

Renton, WA 98057

 

 

 

 

 

Telephone:

(425) 917-6600

FAX:

(425) 917-6638

 

(PERMANENT RECORD OF FSB CONSIDERATIONS INCLUDING PLANS, TESTS,

MEETINGS, FINDINGS, AND COMMENTS - AVAILABLE ON REQUEST)

 

 

REVISION RECORD

 

REV.#

DATE REVISED

SECTION

PAGE's

INITIALS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

CONTENTS

 

PART I - TRAINING, CHECKING, AND CURRENCY REQUIREMENTS

 

SECTION                                                     PAGES

 

 

1.  PURPOSE AND APPLICABILITY                                                                                           4

 

2.  PILOT TYPE RATING REQUIREMENTS                                                                               5

 

3.  MASTER COMMON REQUIREMENTS (MCRs) - RESERVED                                            5

 

4.  MASTER DIFFERENCE REQUIREMENTS (MDRs) - RESERVED                                       5

 

5.  ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS - RESERVED       5

 

6.  FSB SPECIFICATIONS FOR TRAINING                                                                               5

 

7.  FSB SPECIFICATIONS FOR CHECKING                                                                             11

 

8.  FSB SPECIFICATIONS FOR CURRENCY                                                                            15

 

9.  AIRCRAFT COMPLIANCE CHECKLIST                                                                               15

 

10.  FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS                              17

 

11.  APPLICATION OF FSB REPORT                                                                                          17

 

12.  ALTERNATE MEANS OF COMPLIANCE - RESERVED                                                     18

 

13.  MISCELLANEOUS                                                                                                                 18

 

 

APPENDIX 1 - SAAB-2000 AIRCRAFT COMPLIANCE CHECKLIST                                      19

 

APPENDIX 2 - MASTER DIFFERENCE REQUIREMENTS                                                         26

 

RESERVED

 

APPENDIX 3 - ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS          27

 

RESERVED

 

APPENDIX 4 - SAAB-2000 DIFFERENCES TRAINING PROGRAM                                         28

 

RESERVED

1.  PURPOSE AND APPLICABILITY

 

1.1  Purpose.

 

This FSB report specifies FAA master training, checking and currency requirements applicable to crews operating the Saab-2000 under FAR 121. 

 

Portions of this report:

 

  a) Define pilot "type rating" assigned to the

     Saab-2000.

 

  b) Describe any unique requirements applicable to initial,  

     transition, upgrade or recurrent training.

 

  c) Set checking standards including specification of those checks

     that must be administered by FAA or operators.

 

  d) List regulatory compliance status (compliance checklist) for the 

     Saab-2000 for FAR's, Advisory Circular's, or other operational

     criteria for information of FAA Field Offices.

 

1.2  Contents.

 

This report includes:

 

a)          Minimum requirements which must be applied by FAA field offices.  

  (Example: T/R designations, MCR's, MDR's, etc.)

 

b)          General information which is advisory in nature, but may be

   mandatory for particular operators if designated configurations or 

   specified maneuvers are approved for a particular operator (eg.

   circling approach).

 

c)          Information to facilitate FAA field offices review and approval 

   for an operators use of the new Saab-2000 aircraft (eg. compliance

   checklist).

 

Various sections within the report are qualified as to whether compliance is required, recommended, or advisory in nature.

 

1.3  Applicability.

 

Pertinent sections applicable to the Saab-2000, included in this report, are required to be applied by both FAA field offices and Operators until amended, superseded or withdrawn by subsequent FSB determinations.

 

 

2.  PILOT TYPE RATING REQUIREMENTS

 

2.1  Type Rating.

 

The pilot "Type Rating" for the Saab-2000 aircraft evaluated in this report is designated as SA-2000 and will be referred to as such in the remainder of this report.

 

3.  MASTER COMMON REQUIREMENTS (MCRs)

 

3.1  RESERVED

 

4.  MASTER DIFFERENCE REQUIREMENTS (MDRs)

 

4.1  RESERVED

 

5.  ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS

 

5.1  RESERVED

 

 

6.  FSB SPECIFICATIONS FOR TRAINING

 

6.1  Assumptions Regarding Previous Experience of Airmen.

 

The provisions of Section 6 of this report apply to programs for airmen who are experienced in both FAR 121 air carrier operations and multi-engine transport category turboprop aircraft.  For airmen not having this experience, additional requirements may be appropriate as determined by the POI, FSB and AFS-200.

 

6.1.1  Terminology.

 

The term "must" is used in this FSB report even though it is recognized that this report provides only one acceptable means, but not necessarily the only means, of compliance with FAR 121 requirements.  This terminology acknowledges the need for operators to fully comply with FSB report provisions, if this method is to be applied as that operator's means of compliance with FAR 121.  Operators who choose this method must comply with each applicable provision.  Partial or selective application of the process or its provisions, does not constitute an acceptable means of compliance with FAR 121.

 

6.1.2  Minimum Acceptable Training Requirements.

 

The minimum acceptable training curriculum for:  SA-2000 Ground Training  must meet the requirements specified in: 6.2.1, and 6.4.1 which should include the subjects referred to in:  6.2.3, 6.2.5.1 and when applicable, 6.2.5 and 6.3.1.

 

SA-2000 Flight Training must meet the requirements specified in: 6.2.2, 6.4.1 and 6.4.3 which should include the subjects referred to in: 6.2.5.1, 7.1.2, and when applicable, 6.2.5 and 6.3.1.

 

 

Comprehensive treatment of these subjects for pilots not previously qualified on the SA-2000 or similar aircraft must conform to the training outlined in these sections.  This training serves as a "recommended" minimum level only.  Approval of reductions below this level, under provisions of FAR 121.401(d) or 121.405(d), by the principal operations inspector (POI) should be coordinated with the FSB and made only when equivalence can be clearly established (e.g. enhancing the quality and effectiveness of the training process with new and improved types of training devices). 

 

In granting reductions below the recommended minimum level, POI's should consider, but not limit themselves to, the following criteria:

 

  a) Entry level experience of crew members.

 

  b) Quality of simulators and/or other training devices.

 

  c) Quality of instruction.

 

  d) Experience level of the operator, e.g.: a new entrant or an

     established operator which is petitioning for a reduction.

 

Beyond all of this, the burden resides with the operator (petitioner) to demonstrate equivalence.

 

6.2  Pilot Training.  New Hire Initial, Initial, Upgrade or Transition Training.

 

6.2.1  Pilot Ground Training.

 

New Hire Initial, Initial, Transition or Upgrade ground training for SA-2000 must be accomplished in accordance with (IAW) FAR 121.415, 419, and Subparts N and O.  The following items are considered appropriate for inclusion in the operator's training program.  In the future, if more than one model or variant is available, and transition from one model or variant is accomplished, appropriate instruction in unique aircraft systems will be required for each variant consistent with any applicable MDR provision which will be indicated in a revision of this report.  Training program hours may be reduced as specified in FAR 121.405, but not in a manner nor in areas that invalidate compliance with provisions of FAR 121.419 or any applicable MDR table.

 

Because of the frequent operations expected at critical weight with runway limited takeoffs, particular emphasis on certain takeoff safety related topics is appropriate during training which include:

 

  a) The meaning and proper use of V1.

 

  b) The importance and need for prompt and correct execution of an

     RTO, including the use of full braking capability.

 

  c) The need to minimize exposure to high speed RTO's for minor

     difficulties unrelated to the ability of the aircraft to continue

     a safe takeoff.

 

  d) Proper selection of flap settings and thrust levers for existing

     conditions.

 

  e) Reasons for proper lineup and use of available runway.

 

  f) Correct accountability for clutter and/or reduced braking

     friction.

 

  g) Consideration of use of reduced V1 or Minimum V1 when runway in

     excess of critical field length is available.

 

6.2.2  Pilot Flight Training.

 

New Hire Initial, Initial, Transition or Upgrade flight training and practice for SA-2000 must be accomplished IAW FAR 121.424, Subparts N, O and Appendix E.  The following items are considered appropriate for inclusion in the operator's training program.  In the future, if more than one model or variant is available, and transition from one model or variant is accomplished; appropriate instruction in a simulator (if available) or aircraft, of any unique aircraft operation, handling or performance characteristic will be required for each variant consistent with any applicable MDR or ODR provision, which will be indicated in a revision of this report.  Training program hours may be reduced as specified in FAR 121.405, but not in a manner or in areas that invalidate compliance with provisions of Appendix E or any applicable MDR or ODR table.

 

  a) Training visual Zero Flap approaches is required for the SA-2000.  The design of the SA-2000 flap system provides no alternate means of extension nor is the probability of flap extension failure considered extremely remote.  This exercise is also conducted in visual conditions because it is found to be an integral element beneficial in traffic pattern planning and reinforces the development of the sight picture associated with the non normal aircraft body angles, sink rates and speeds associated with such a maneuver.

 

  b) Appropriate Seat Dependant training should be provided for any seat dependant procedure, skill or maneuver unique to a particular seat position (e.g. aircraft controllability using the steering tiller), when considering the crew position being trained.

 

 

6.2.3  Crew Member Emergency Training (All Crew Members) FAR 121.417.

 

Crew member emergency training in all SA-2000 aircraft should be conducted IAW FAR 121.417 and the provisions of Order 8400.10, volume 3, chapter 2, section 4.  The results of the emergency evacuation, indicated in section 9.3.1, signifies the need to stress the importance of prompt passenger redirection whenever necessary.  This information should be in conjunction with the training requirements in FAR 121.417 (b)(3)(iii).  Should there be, in the future, a requirement for an MDR or ODR table, aircraft-specific training on the type, operation, and location of this emergency equipment may be accomplished by approved pictures or videotape, provided adequate knowledge of its use is demonstrated to the Administrator by an authorized representative of the operator.  If applicable, and the Emergency Training refers to equipment that is considered general emergency training, which is common to more than one Saab aircraft, instruction may be adjusted for those crew members qualified and current on other Saab aircraft, verify that crew members meet the appropriate requirements of FAR 121.417.

 

6.2.4  Dispatcher Training Requirements IAW FAR 121.415 as applicable.

 

6.2.5  Special Training For Winter Operations.

 

Due to the specific flow/viscosity properties of Type II De-icing Fluids, and its known effect on the flight characteristics of aircraft, special training for winter operations using Type II fluid is recommended.  Flight training should include a takeoff simulating the use of Type II de-icing fluid.  This training is intended to introduce the high (more than double) force required to initiate rotation at certain gross weight and center of gravity conditions.  Flight characteristics subsequent to rotation are nominal and therefor the maneuver may be considered complete after "gear up".  This ground and flight training requirement is intended to be a one time only demonstration and may be accomplished during New Hire Initial, Initial, Upgrade, or Transition Training.  It may be combined with, but is not intended to replace nor be a substitute for, the individual operator's de-icing/anti-icing program.

 

Other topics such as ice recognition with, or without, the Ice Indicator (ATA MMEL# 30-20-3), the proper operation of wing/stabilizer and propeller de-ice equipment, engine anti-ice, appropriate brake settings including antiskid braking characteristics when stopping on slippery runways and the hazards associated with rejecting near V1 on slippery runways, are all appropriate for incorporation in the SA-2000 training program.

 

6.2.5.1  Areas of Special Training Emphasis.

 

  a) The Allison AE-2100A engines are large powerful engines capable of

     creating a pronounced yaw tendency with one engine inoperative. 

     The automatic Yaw Damper trim system provides compensation for 

     this effect, however, if the aircraft is to be dispatched in 

     accordance with the relief provided for in the Master Minimum 

     Equipment List (ATA MMEL# 22-10-2), special pilot flight training

     and checking, as indicated in 7.1.2, is required to insure the

     pilots ability to manually counteract the full impact of engine

     out yaw with this system inoperative.  Training with this

     automatic Yaw Damper component disabled is to be provided to both

     pilots in a simulated single engine phase of flight with special

     emphasis on flight conditions where something other than a gradual 

     asymmetric thrust change is required.

 

  b) The Pilot in Command should be cognizant of the effects of reverse 

     thrust and the proper use of nose wheel steering when landing with

     one engine inoperative especially during crosswind conditions.

 

  c) Both crewmembers should be trained to be familiar with the Flight 

     Control Panel (FCP) to include, confirmation of mode arming, 

     engagement, Flight Mode Annunciations (FMA) on the FCP, and use of 

     the Radio Tuning Unit (RTU).  Training should allow the crew to be 

     familiar enough with the FCP, FMA's and the RTU to easily and 

     reliably satisfy routine flight path control requirements, comply 

     with typical ATC clearances, and respond to non-normal situations

     such as engine failure or emergency descent requirements.  Hands-

     on training with the RTU is particularly important when Flight  

     Training Devices and Simulators may not fully incorporate 

     simulated ATC or company radio communications.  Adequate training   

     in the use of the PA, Oxygen mask microphone, Cabin Interphone,

     and VHF radio for emergency communications should also be 

     provided.

 

6.3  Differences Training, FAR 121.418.

 

6.3.1  Provided additional models or variants of the SA-2000 are produced, an initial or transition training program must be completed, unless an approved differences training, as identified in the MDR, for each future model or variant is completed.  A training program addressing pertinent differences described by individual operators, including normal, alternate and emergency operations will also be required based on those items identified in the ODR.  Examples of configurations requiring a form of differences training include a cargo configuration or the installation of FMS equipment.

 

  a) If FMS is installed, specific FMS training should include a 

     demonstration of both normal and non normal procedures as 

     necessary to include initialization, takeoff, departure, cruise, 

     arrival, precision and non precision approaches, missed

     approaches, holding, diversion to an alternate or route change and  

     pertinent non normals.

 

  b) For long range operations, FMS training should include emphasis on 

     items such as proper step climb considering winds, engine-out

     diversion planning, and fuel management.

 

  c) Proper FMS use in conjunction with outside visual traffic scan,

     particularly in terminal areas, should be stressed.

 

6.4  Recurrent Training.

 

6.4.1  Recurrent training must include appropriate training IAW FAR 121.427 and any special training items identified in this report.  If applicable, when recurrent training addresses differences, those differences must be covered in accordance with the items and levels specified by MDR and ODR tables for initial differences training, unless otherwise approved by the FSB.

 

6.4.2  Recurrent Ground Training Time Reductions.

 

If recurrent ground training, as required in FAR 121.427(c), is reduced in accordance with FAR 121.405, such reductions must be consistent with MDR and ODR table provisions when those tables become applicable.

 

6.4.3  Recurrent Flight Training.

 

Recurrent flight training requires appropriate maneuvers and procedures identified in this report and in FAR 121, Appendix E.  As permitted by FAR 121.427(d)(1)(ii), satisfactory completion of a proficiency check, IAW FAR 121 Appendix F, may be substituted for this training.  When applicable, and differences in maneuvers or procedures are identified by an ODR, such differences must be addressed in the operators recurrent program.

 

 

7.  FSB SPECIFICATIONS FOR CHECKING

 

7.1  General.

 

7.1.1  Checking Items.  Procedures and maneuvers specified in FAR 61, Appendix A, pertinent to multi-engine turboprop transport category aircraft and those items indicated in 7.1.2, apply to the SA-2000.  The practical test for an ATP or Type Rating must be demonstrated from the left pilot seat unless, after considering all seat dependent tasks, it is otherwise authorized by the Administrator.

 

7.1.2  Areas of Special Interest and Emphasis.

 

The following areas should be addressed during ATP Ratings, Type Ratings and/or Proficiency Checks:

 

  a) Familiarity with the specific flight  characteristics associated 

     with one engine inoperative combined with an inoperative auto Yaw 

     Damper, as indicated in 6.2.5.1, should be exhibited as required

     in: FAR 61, Appendix A, Section IV (c) and FAR 121 Appendix F,

     Section IV(c).

 

  b) Demonstration of a visual approach with Zero-Flaps, as indicated 

     in 6.2.2, is required for the SA-2000 and should be conducted in

     accordance with the provisions in: FAA Order 8400.10, Volume 5,

     Chapter 2, Section 2 (Approach Events); FAR 61, Appendix A,

     Section V (g), and FAR 121, Appendix E, Section III (o).

 

7.2  Type Ratings.

 

7.2.1  The FSB has determined that a separate type rating for the SA-2000 is required.  Satisfactory completion of a type rating evaluation in the SA-2000 will be required.  Each crew member operating under FAR 121 will be required to satisfactorily complete an approved:  New Hire Initial; Initial; Transition; or Upgrade course.

 

7.2.2  Equipment Examination.

 

The equipment examination (oral), as required by FAR 61 Appendix A, is conducted to determine whether the applicant has acquired appropriate practical knowledge to safely and competently exercise the privileges of the certificate.  This examination is not intended to be utilized as a total review of every subject, switch and gauge, but rather a general review of a variety of areas, which may be modified with each applicant evaluated.  It should be operational in nature rather than an examination of the applicants engineering skills encompassing highly detailed and complex knowledge of component design and construction.  Applicants are expected to possess a general and broad understanding of the basic principles including any specific characteristics of the aircraft and its systems.  To determine the general level of knowledge required of an applicant, considering the complexity level of the SA-2000, an appropriate oral evaluation can be expected to be completed between one (1) and two (2) hours.  This is consistent with the guidance published in FAA Order 8400.10, Volume 5, Chapter 1, Section 2 (Oral Test Phase).

 

7.2.3  Practical Test Crew Member Support.

 

All crew positions required by the AFM must be occupied by current and qualified personnel during aircraft flight tests.  Those tests conducted in a flight simulator or training device may not require the support crew members to be current.  All support crew members can be expected to perform normal crew duties, as indicated in the operators aircraft operating manual and provide any additional normal coordination support as specified by the pilot in command.  It is recommended that crew members providing support in a flight simulator or training device not be an applicant for a certificate or rating.

 

7.2.4  Practical Test.

 

Airmen must complete those items which are necessary practical test events, as required by FAR 61, Appendix A, unless legitimately waived, and as indicated in 6.2.2 and 6.2.5.1 for a SA-2000 type rating.  There are a number of normal, abnormal and emergency procedures indicated in the aircraft operating manual, which are not explicitly specified as flight test events in FAR 61 Appendix A.  It is not practical, nor is it necessary, to evaluate the applicant in every abnormal and emergency event in which he/she has received training.  Two or three events is a reasonable number per flight test and should accomplish the purpose of ensuring that the applicant is proficient throughout the range of occurrence's in which training was conducted.  The practical test is a test of proficiency, not of endurance, and provided the test is presented in an orderly and efficient manner, it can normally be completed in approximately 2 hours.  FAR 61.157(a) permits combining required maneuvers during the practical test, however, good judgment is still necessary to avoid combining malfunctions to the point where it appears we are unrealistically asking for multiple failures or overloading the applicant. Compounding emergencies is not permitted unless the applicant failed to properly perform the appropriate initial emergency procedure which would cause an additional failure to logically follow.

 

7.2.5     Application for and Issuance of Type Ratings.

 

Airmen satisfactorily completing the requirements of FAR 61 Appendix A requirements in a Saab-2000 aircraft, may apply to the FAA for a "SA-2000" type rating endorsement.  Upon completion of the required tests,

and submission of an application (FAA Form 8410-2), authorized FAA inspectors may issue the necessary pilot certificate with a SA-2000 type rating.

 

7.2.6  Authorized FAA Inspector Pilots.

 

For the purposes of airmen certification, authorized FAA Inspector Pilots or Aircrew Program Designees (APD's) are those having successfully completed the appropriate Initial; Transition; or Upgrade training and qualification requirements in the SA-2000 aircraft and/or simulator which is in addition to that training required for those who will be expected to perform certification duties.

 

7.3  Proficiency Checks, General. (PC's)

 

7.3.1  PC's are administered as designated in FAR 121.441 and FAR 121 Appendix F for the SA-2000.  If additional models or variants of future SA-2000's are produced, a PC in those aircraft may suffice in lieu of a basic SA-2000 PC, if specified or permitted by MDR and ODR tables.  The equipment examination portion of the PC should also address the factors outlined in 7.1.2., when applicable, and all other significant features of the SA-2000 fleet being operated by that carrier. Satisfactory completion of a PC in the SA-2000 may be credited in lieu of recurrent flight training IAW FAR 121.433(c).

 

7.4  Proficiency Checks, Recurrent.  (Pilots)

 

7.4.1  Qualifications.

 

Only those FAA Inspector Pilots having completed appropriate qualification on the SA-2000, which is defined as either: Initial, Transition, or Upgrade Training, may conduct PC's and authorize completion of Pilot in Command (PIC) Initial Operating Experience (IOE) and Supervised Line Flying (SLF) until such time as properly qualified and designated check airmen have been approved for this purpose.

 

7.4.2  Devices.

 

In some instances it may be possible to satisfactorily accomplish certain recurrent checking objectives for the SA-2000 in a device that does not meet the Flight Simulator Level B or Level C requirements.  If approved by the FSB and AFS-200, POIs may permit portions of such checks to be conducted in certain approved flight training devices (eg. CPT, FBS, ATD) meeting Level 4 and 5 requirements or, flight simulators (eg. visual simulator) meeting Level A requirements, while not having motion or visual cues.  However, the POI, FAA inspector pilots, designated examiners or check airmen may require demonstration of competency in an aircraft or, if available, an approved Level B or Level C flight training device with visual and motion systems.  This may occur whenever doubt exists regarding training program adequacy, an airman's preparation, or competency, or whenever it is otherwise determined necessary.

 

7.5  Line Checks, FAR 121.440.

 

7.5.1  For incidental reasons, additional and/or separate line checks, conducted by an appropriately qualified line check airman, may be necessary to meet the requirements associated with "Special Areas and Airports", as addressed under FAR 121.445.

 

7.6  Recurrent Checking. (Flight Attendants and Dispatchers)

 

7.6.1  Competence Checks. (Flight Attendants and Dispatchers) Training and checking should include information pertinent to the SA-2000 to determine the flight attendants ability to perform his/her assigned duties and responsibilities and the dispatchers capability to demonstrate his/her knowledge and ability with the subjects as indicated in FAR 121.422(a).

 

7.6.2  Qualifications.

 

Only those FAA Inspector Pilots or appropriately designated individuals who have completed all applicable qualification training in the SA-2000 aircraft are authorized to administer any check specified in Section 7.

 

 

8.  FSB SPECIFICATIONS FOR CURRENCY

 

8.1  Currency (Recent Experience) FAR 121.439.

 

 

9.  AIRCRAFT COMPLIANCE CHECKLIST

 

9.1  Compliance Checklist

 

9.1.1  A specific compliance checklist for the SA-2000 is provided since this aircraft has not previously been approved for FAR 121 service.  It is not intended to be an all inclusive list but rather serve as an additional  tool to facilitate the operators certification process.  Regulations not listed, are the sole responsibility of the CHDO, the operator or both.  A pertinent checklist is attached in Appendix 1.

 

9.2  Cockpit Observer's Seat

 

9.2.1  The observer's seat satisfies the requirement of FAR 121.581.  The seat is adequately equipped with oxygen equipment and an independent audio control panel.

 

9.2.2  RESERVED

 

9.3  Emergency Evacuation

 

9.3.1  A simulated emergency evacuation in the Saab-2000, aircraft serial number 004, was successfully demonstrated on March 6, 1993, in Linkoping, Sweden and credited under FAR 25.803 and FAR 121.291.  The test involved 58 people, of which 55 were passengers, two (2) pilots and one (1) flight attendant stationed at the forward attendant jumpseat.  The pilots participated but did not assist in the evacuation.  This test configuration provided the information needed for the justification by analysis, to certify variable passenger/flight attendant configurations of up to 50 passengers with one (1) flight attendant or configurations ranging from 51 through 58 passengers with two (2) flight attendants.  The test was conducted at approximately 11:00 a.m. in a darkened hanger.  The front entry door and right overwing exit were rendered unusable by a simulated fire condition which was identified as such by the flight attendant.  The time required for the complete evacuation of 58 people from the airplane took a total of 84.88 seconds.  Of that number, 39 people exited through the left overwing exit in 80.12 seconds while the other 19 people exited through the right rear service door.  All but 1 of those 19 people to exit through the rear door, did so within the first :31.52 seconds of the evacuation.  During the evacuation, overcrowding occurred in the vicinity of the overwing exits.  The flight attendant, who was forward of this congestion, appeared unaware of the need to redirect those passengers toward the aft of the aircraft to the vacant and useable rear door.  As a result, more than :48 seconds elapsed between the 18th and 19th person to exit the right rear service door.  The 19th person out of the right rear service door was the last to exit the airplane and did so at the 84.88 second mark.

 

9.4  Proving Runs

 

9.4.1  SA-2000 proving runs must be accomplished IAW:  ORDER

8400.10, Volume 3, Chapter 9.

 

10.  FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS

 

10.1  Standard Devices and Simulators.

 

10.1.1  To be approved for SA-2000 flight training, the training device must incorporate a cockpit-like environment which can provide flight instruction using appropriate controls, displays and systems modeling the aircraft.  For that portion of flight training not requiring motion, this typically can be satisfied by a Flight Training Device (FTD).  For that portion requiring motion, an aircraft or an aircraft simulator, such as a Full Flight Simulator (FFS) (if available), must be provided.  In either case above, the Principal Operations Inspector (POI) evaluates and approves FTD's, while the National Simulator Evaluation Team (NSET) evaluates FFS's.  Based on the findings of the NSET's evaluation, the POI will then consider approving its use.  FTD's must be capable of modeling complete systems, complex system interactions and actual dynamics, while the FFS (if available), must be capable of accurately modeling handling response, motion, and outside visual cues while keeping with SA-2000 design/performance specifications.

 

10.1.2  Flight training must be conducted in an actual aircraft unless an FAA approved training simulator is available.  Flight training simulators acceptable for SA-2000 training must include a cockpit-like environment, which can provide dynamic flight training in the integrated operation of the SA-2000 components.  Such a simulator must be evaluated by the NSET prior to being recommended for approval and use in an approved training program.

 

10.2  Aircraft/Simulator/Device Compatibility (Ref. FAR 121.407)

 

10.2.1  The acceptability of differences between aircraft, training devices, and simulators (if available) must be addressed by the POI, FSB, NSET and AFS-200 as appropriate.  It is the NSET's responsibility to certify the acceptability of simulators while the POI has approval authority for the use of those simulators and training devices in addition to any differences training which may be required among the three options.

 

11.  APPLICATION OF FSB REPORT

 

11.1  Relevant parts of this report (i.e. Type Rating Designation, training and checking, etc.) are effective when the report is approved by the FAA.

 

12.  ALTERNATE MEANS OF COMPLIANCE

 

12.1  RESERVED

 

 

13.  MISCELLANEOUS

 

13.1  ADVISORY CIRCULAR'S

 

  1.  AC 00-50A - Low Level Wind Shear.  Aircraft operating procedures are consistent with this AC.  Windshear alerting and flight guidance systems were not evaluated on the SA-2000 reference FAR 121.358 (d)(1).

 

  2.  AC 91-6A - Water, Slush, and Snow on Runway. Aircraft systems and procedures are consistent with this AC.

 

  3.  AC 91-53 - Noise Abatement Departure Profile.  Aircraft systems and procedures are consistent with this AC.

 

  4.  AC 120-28C - Category III.  AFM provisions for the SA-2000 aircraft do not address Category III requirements at this time.  Cat III is not currently authorized for the SA-2000 aircraft.

 

  5.  AC 120-29 - Category II.  AFM provisions for the SA-2000 aircraft do not address Category II requirements at this time.  Cat II is not currently authorized for the SA-2000 aircraft.  When the aircraft and AFM are consistent with the requirements associated with CAT II, the CHDO is to insure operational procedures and aircraft configurations are approved, as addressed by standard operations specifications and comply with AC 120-29.

 

  6.  AC 120-35B - LINE OPERATIONAL SIMULATIONS.  Specific provisions related to LINE-ORIENTED FLIGHT TRAINING (LOFT) information contained within AC 120-35B, is not addressed in this report.

 

  7.  AC 120-38 - Cabin Ozone Concentrations.  The SA-2000, as evaluated, does not appear to meet the aircraft performance criteria to necessitate compliance with the data contained in this document.

 

13.2  FAA DIRECTIVES, POLICIES, AND US AIRMAN's INFORMATION MANUAL

 

The SA-2000 is considered a large aircraft, but it is not considered a "heavy" aircraft.

 

Flight Plan designation is SA-2000. No other unique air traffic requirements are applicable to this aircraft.

 

APPENDIX 1 - AIRCRAFT COMPLIANCE CHECKLIST

 

SAAB-2000

SAAB-2000 COMPLIANCE CHECKLIST

 

This checklist applies to the SA-2000 aircraft compliance with the following Federal Aviation Regulations and FAA Policies.  Where possible, specific portions of the regulations have been noted to be of relevance to the CHDO, based on a field examination of a SA-2000 in a generic configuration.  Those portions that need to be evaluated by Principal Inspectors at the Certificate Holding District Office prior to the SA-2000 aircraft being used in FAR 91 service and FAR 121 revenue service are identified as "CHDO".  Items not specifically marked, have either been found to directly comply with the applicable rule, or the necessary data or procedures are available to permit assessment of compliance of a SA-2000 for a particular operation (e.g. takeoff obstacle clearance assessment pertinent to FAR 121.189).  Items marked "NA" are not applicable to the SA-2000 aircraft.  Regulations not listed are either the sole responsibility of the CHDO, the operator or both.

 

FAR 91

 

          91.9

          91.117

          91.203

          91.205                   CHDO-(b)(11)

          91.207

          91.209

          91.211

          91.213

          91.215

          91.217

          91.221

          91.511

          91.513                   CHDO-(b)(1)

          91.517(a)

          91.521

          91.523(b)

          91.527(b) and (c)

          91.603

          91.605

          91.607

          91.609

          91.613

          91.805

          91 Appendix A: CAT II    CHDO

 

 

 

 

 

FAR 121

 

      121.157(b)         Aircraft Certification/Equipment Requirements.

 

      121.161            Aircraft Limitations: - CHDO

 

      121.173(b)&(d)     General: Includes 121.189 through 121.197

                         where applicable.

 

      121.191  Transport Category Airplanes, Turbine engine

                         Powered, Enroute Limitations, One Engine

                         Inoperative: - CHDO

 

      121.215            Cabin Interiors.

 

      121.217            Internal Doors.

 

      121.219            Ventilation.

 

      121.221            Fire Precautions: (b) (c) (f) NA

 

      121.223            Proof of Compliance with 121.221.

 

      121.227            Pressure Cross-Feed Arrangements.

 

      121.229            Location of Fuel Tanks.

 

      121.231            Fuel System Lines and Fittings.

 

      121.233            Fuel Lines and Fittings in Designated Fire 

                         Zones.

 

      121.235            Fuel Valves.

 

      121.237            Oil Lines and fittings in Designated Fire 

                         Zones.

 

      121.239            Oil Valves.

 

      121.241            Oil System Drains.

 

      121.243            Engine Breather Lines.

 

      121.245            Fire Walls.

 

      121.247            Fire-Wall Construction.

 

      121.249            Cowling.

 

      121.251            Engine Accessory Section Diaphragm.

 

      121.253            Powerplant Fire Protection.

 

      121.255            Flammable Fluids.

 

      121.257            Shutoff Means.

 

      121.259            Lines and fittings.

 

      121.261            Vent and Drain Lines.

 

      121.263            Fire-Extinguishing Systems.

 

      121.265            Fire-Extinguishing Agents.

 

      121.267            Extinguishing Agent Container Pressure Relief.

 

      121.269            Extinguishing Agent Container Compartment

                         Temperature.

 

      121.271            Fire-Extinguishing System Materials.

 

      121.273            Fire-Detector Systems.

 

      121.275            Fire-Detectors.

 

      121.277            Protection of Other Airplane Components 

                         Against Fire.

 

      121.279            Control of Engine Rotation.

 

      121.281            Fuel System Independence.

 

      121.283            Induction System Ice Prevention

 

      121.289            Landing Gear Aural Warning Device.

 

      121.291(a)         Demonstration of Emergency Evacuation 

                         Procedures.  CHDO-(b) thru (e).

 

      121.303            Airplane Instruments and Equipment.

 

      121.305            Flight and Navigation Equipment.

 

      121.307            Engine Instruments: (a) and (b) NA.

 

      121.308            Lavatory Fire Protection.

 

      121.309            Emergency Equipment: (c)(2) NA CHDO-(b)(1).

 

      121.310            Additional Emergency Equipment: (j)(k) NA.

 

      121.311            Seats, Safety Belts, and Shoulder Harnesses.

                         CHDO to review procedures and use.

 

      121.312            Materials for Compartment Interiors.

 

      121.313            Miscellaneous Equipment.

                         CHDO (g) and (h).

 

      121.315            Cockpit Check Procedure.

                         CHDO to insure compliance with AOM checklist

                         is in accordance with FAR 121.133 and/or

                         121.141.

 

                         NOTE:  AOM, Section 25 has revised the

                         "Parking Checklist" to incorporate "Condition

                         Lever-Fuel Off".  As of September 1, 1995,

                         AOM, Section 36 has not yet been revised.

 

      121.316            Fuel Tanks.

 

      121.317(a)&(b)     Passenger Information. CHDO to insure

                         compliance with all other sub-

                         sections.

 

      121.318            Public Address System.

 

   121.319            Crewmember Interphone System.

 

                         NOTE:  The volume of the crewmember interphone

                         Call chime from the cabin to cockpit is to be

                         increased 6-7 dB IAW Mod.No. 5557.  This

                         modification is REQUIRED for all U.S.

                         designated aircraft no later than January 1,

                         1996.

 

      121.323            Instruments and Equipment for Operations at

                         Night.

 

      121.325            Instruments and Equipment for Operations under

                         IFR or Over the Top.

 

      121.329            Supplemental Oxygen for Sustenance: Turbine

                         Engine Powered Airplanes.  CHDO-(b)(3).

 

      121.333            Supplemental Oxygen for Emergency Descent and

                         for First Aid; Turbine Engine Powered

                         Airplanes with Pressurized Airplanes.

                         Equipment and AFM procedures are in

                         compliance.  CHDO to review FAR

                         121.333(c)(2)(3)(4), (d) and (f) which are 

                         operator specific procedures.

 

      121.335(a) NA      Equipment Standards.

 

      121.337            Protective Breathing Equipment for the Flight

                         Crew.  CHDO-(b)(2) and(6).

 

      121.340            Emergency Flotation: CHDO.

 

      121.341            Emergency Equipment for Operations in Icing

                         Conditions.

 

      121.342            Pitot Heat Indication Systems.

 

      121.343            Flight Recorders.

 

      121.345            Radio Equipment.

 

                         NOTE: Observer seat Audio Control Panel and

                         dedicated Light is optional equipment which

                         can be installed IAW Mod. No. 5043 and 5073. 

                         These modifications are REQUIRED for all U.S.

                         designated aircraft.  As of September 1, 1995

                         the AOM has not been revised to indicate this

                         equipment.

 

      121.347            Radio Equipment for Operations under VFR over

                         Routes Navigated by Pilotage.

 

 

      121.349            Radio Equipment for Operations under VFR over

                         Routes Not Navigated by Pilotage or for

                         Operations under IFR or Over the Top. 

                         CHDO-(d).

 

      121.355            Equipment for Operations On Which Specialized

                         Means of Navigation Are Used: CHDO.

 

      121.356            Traffic Alert and Collision Avoidance System.

 

      121.357            Airborne Weather Radar Equipment Requirements.

                         CHDO-(c).

 

      121.358            Low-Altitude Windshear System Equipment

                         Requirements.

 

      121.359(b) NA      Cockpit Voice Recorder.

 

      121.360            Ground Proximity Warning Glide Slope Deviation

                         Alerting system.  CHDO (d) and (e). (b) and

                         (i) NA.

 

      121.578            Cabin Ozone Concentration.

 

      121.628(b)         Inoperable Instruments and Equipment.

                         CHDO-(a) and (c).

 

 

 

APPENDIX 2 - MASTER DIFFERENCE REQUIREMENTS (MDRs)

 

SAAB-2000

 

(RESERVED)

 

 

APPENDIX 3 - ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS

 

SAAB-2000

 

(RESERVED)

 

 

 

 

APPENDIX 4 - DIFFERENCES TRAINING PROGRAM

 

SAAB-2000

 

(RESERVED)