RECORD OF REVISIONS
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Revision
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Sections
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Date
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Chair
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0 (S550/552)
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All
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12/28/1984
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Herbert
Meadowcroft
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0 (560
CDS/R)
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All
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10/31/2001
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Douglas
Edwards
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0 (560
Encore +)
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All
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4/9/2007
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Douglas
Edwards
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0 (500,550,S550,
560 IS&S)
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All
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12/01/2011
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Jeff Spangler
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Revision
1
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All
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10/6/2014
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Eric Sanford
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Highlights
of Changes:
Revision Original Changes
Revision 1 Changes
Create a Composite report
for CE-500 Pilot Type Rating that incorporates all previous reports and memos.
CONTENTS
SECTION
PAGE
RECORD OF REVISIONS..............................................................................................
2
CONTENTS ......................................................................................................................
3
1.
PURPOSE AND APPLICABILITY................................................................................
4
2.
PILOT TYPE RATING REQUIREMENTS....................................................................
5
3.
MASTER REQUIREMENTS.........................................................................................
14
4.
ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR) ................. 15
5.
SPECIFICATIONS FOR TRAINING...........................................................................
16
6.
SPECIFICATIONS FOR CHECKING.........................................................................
21
7.
SPECIFICATIONS FOR CURRENCY........................................................................
23
8.
AIRCRAFT REGULATORY COMPLIANCE CHECKLIST.....................................
24
9.
SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS...................
26
10.
APPLICATION OF FSB REPORT................................................................................
26
11.
ALTERNATE MEANS OF COMPLIANCE.................................................................
27
APPENDIX
1. MASTER DIFFERENCE REQUIREMENTS (MDR) TABLE
APPENDIX
2. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS
APPENDIX
3. ACCEPTABLE TRAINING PROGRAM CONTENT- (RESERVED)
APPENDIX
4. AIRCRAFT COMPLIANCE CHECKLIST- (RESERVED)
APPENDIX
5. ELECTRONIC FLIGHT BAG (EFB) EVALUATION FOR CESSNA MODEL 501 AIRCRAFT
MODIFIED BY SIERRA INDUSTRIES, INC. STC# SA11050SC-D
APPENDIX
6. EFB EVALUATION FOR CESSNA MODELS 500, 550, S550 and 560 AIRCRAFT
MODIFIED BY IS&S STC# ST02739NY.
1. PURPOSE
AND APPLICABILITY
1.1 Purpose. This Flight Standardization Board (FSB)
report specifies training, checking, and currency requirements applicable to
flight crewmembers operating Cessna models 500, 501, 550, 551, S550, 552, 560
(CE-500) pilot type rated aircraft. This report is the basis for FAA
approved training programs. The guidelines in this report determine minimum
requirements for FAA approved training programs applicable to Aviation Safety
Inspectors, Principal Operations Inspectors (POIs),
14 CFR Part 91K and
135 Check Airmen and Instructors, Airline Transport Pilots instructing in
air transportation service, Certificated Flight Instructors (CFI), Aircrew Program
Designees (APD), and Training Center Evaluators (TCE) and
14 CFR Part 61,
135,
141 and
142 training providers.
The objectives of this FSB were to:
·
Determine Pilot Type Rating
·
Identify training, checking and currency requirements
·
Establish Master Common Requirements
·
Establish Master Difference Requirements
·
Provide acceptable Operator Differences Requirements
·
Review AFM and Checklist procedures for operational suitability
·
Describe acceptable training program and training device characteristics
·
Provide determination of regulatory compliance status
1.2 Applicability. The provisions of this report
apply to all operations of Cessna model 500, 501, 550, 551, S550, 552, and 560
aircraft as specified in the FAA Type Certificate Data Sheet (TCDS) number A22CE
and A27CE. This report is also applicable to all training and checking conducted
in the aircraft, as well as the currency and experience provisions.
1.3 The provisions of this FSB report are effective until
amended, superseded, or withdrawn by subsequent revisions to this report. This
report becomes effective with final approval by the FAA. Training, checking
and currency for the CE-500 aircraft must be conducted in accordance with all
provisions of this report. All FAA approved training programs must incorporate
the latest FAA approved AFM procedures, AFM compliant checklist, manufacturer’s
recommendations for training maneuvers and all provisions of this report.
1.4 Determinations made in this report are based on the
evaluations of specific CE-500 aircraft equipped in a given configuration and
in accordance with current regulations and guidance. Modifications and upgrades
made to the models described herein, or introduction of new related aircraft,
may require amendment of the findings in this report. The FSB reserves responsibility/authority
to re-evaluate and modify sections of this report based on new or revised advisory
circulars, regulations, aircraft operating experience, or the testing of new
or modified aircraft under the provisions of
AC 120-53 (as amended) and/or the Common Procedures Document for conducting
Operational Evaluation Boards, 10 June, 2004.
2. PILOT TYPE RATING REQUIREMENTS
2.1 Background
2.1.1 Model 500 (Citation and Citation1): The model
500 was type certificated on September 9, 1971 in transport category. The aircraft
was the first model which originated the CE-500 pilot type rating and was type
certificated for two pilots. This model is a straight wing aircraft powered
by two JT15D-1, JT15D-1A, or JT15D-1B turbofans used in any combination with
a static thrust at standard day, seal level of 2,200 LBS. The maximum operating
altitude for the model 500 is determined by serial number (S/N) or service bulletin:
35,000´ for S/N 500-0001-through 0213, 41,000´ for S/N 500-0001 through 500-0213
modified in accordance with Cessna Service Bulletin SB21-9 and 41,000´ for S/N
500-0214 through 500-0689. The maximum takeoff weight for the model 500 aircraft
is determined by serial number or service bulletin and are as follows: 10,850
LBS for S/N 500-0001 through 500-0070, 11,500 LBS for S/N 500-0071 through 500-0302
(specific model 500 aircraft within the range 500-0001 through 500-0302 are
eligible for increased maximum weights when modified in accordance with applicable
Cessna service bulletins) and 11,850 LBS for S/N 500-0303 through 500-0689.
The model 500 aircraft were originally installed with ARC analog radios or dual
Collins VHF Communication radios VIR 30 Navigation receivers, ADF 60s, Sperry
APZ 500 Autopilot and Bendix 1100 Radar.
2.1.2 Model 501: The model 501 was type certificated
on January 7, 1977 in normal category. The aircraft has the common type rating
as the model 500 and is type certificated for one pilot plus equipment specified
in the airplane flight manual, or two pilots. This model is a straight wing
aircraft powered by two JT15D-1A or JT15D-1B turbofans used in any combination
with a static thrust at standard day, seal level of 2,200 LBS. The maximum operating
altitude for the model 501 is 41,000´. The maximum takeoff weight for the model
501 is 11,850 LBS. The model 501 has the same avionics installed as the model
500 aircraft.
2.1.2.1 Model 501 modified with STC# SA11050SC-D for
Garmin G950 Avionics: A flight standardization board conducted an evaluation
on October 7, 2011, to determine pilot training, checking, and currency difference
requirements for this installation.
This STC replaces the Sperry SPZ-500 mechanical instruments
and radios with dual GDU 1040 PFD, a GDU 1040 MFD, dual GMA 1347D audio panels,
GIA 63W Integrated Avionics Unit, GDC 74B Air Data Computer, GRS 77 AHRS, Dual
GTX 33 Mode S Transponders, GWX 68 Weather Radar, and GDL 69 Data link with
optional XM Satellite Radio. Radio tuning is accomplished through PFDs, MFD
or FMS controller instead of separate mechanical control units. Pilot and co-pilot
Garmin audio panels replaced the OEM audio panels. This installation also provides
for new instrument panels, glare shield and pedestal. Flight director mode select
panel has been relocated to the pedestal and relocated master warning lights
panel from center panel to the glare shield. Electronic standby instrument replaces
mechanical gyro, airspeed and altimeter indicators. This STC includes, “FliteChart”
display functions for electronic display of airport diagrams, approach plates,
arrival and departure procedures which requires a second suitable source. Optional
ChartView was not evaluated and a suitability determination was not made. A
specific description for the system configuration appropriate to the installation
is available in the approved airplane flight manual and Garmin G950 Integrated
Flight Deck Pilots Guide for the Cessna Model 501. Electronic engine instruments
were not evaluated by the flight standardization board on the Cessna model 501
for this installation.
2.1.3 Model 550
2.1.3.1 Model 550 (Citation II, Transport Category):
The model 550 (S/N 550-0001 through S/N 550-0505 and S/N 550-0550 through S/N
550-0800) was type certificated on March 24, 1978 in transport category. The
aircraft has the same pilot type rating as the model 500 and is type certificated
for two pilots. This model is a straight wing aircraft powered by two JT15D-4
or two JT15D-4 turbofans with a static thrust at standard day, seal level of
2,500 LBS. The maximum operating altitude for the model 550 is 43,000´. The
maximum takeoff weight for the model 550 is determined by serial number and
is 13,300 LBS for S/N 550-0001 through 550-0626 and 14,100 LBS for S/N 550-0627
through 550-0800. The model 550 is equipped with individual mechanical flight
instruments and has the option for the Bendix EFS-10, Sperry EDZ-600, Sperry
EDZ 601 and Sperry EDZ-603 electronic flight instruments.
2.1.3.2 Model 550 with Universal EFI-890R STC# ST03947AT:
(S/N 550-0001 through 550-0505 and S/N 550-0550 through S/N 550-0800).
A flight standardization board conducted an evaluation on December 16, 2011,
to determine pilot training, checking, and currency requirements for the differences
of Cessna model 550 (Citation II) when modified with Universal EFI-890R by STC#
ST03947AT. During the evaluation, the following additional modifications were
evaluated: Master Caution Panel with LED Lighting by STC# ST03948AT and Advanced
Digital Audio Management System by STC# ST03946AT.
The following differences were identified:
This installation replaces EADI, EHSI and/or mechanical
flight instruments and engine instruments with three flat panel electronic Universal
Avionics Systems Corporation EFI-890R displays (2 PFD’s and 1 MFD-engine instruments
incorporated into MFD) and dual solid state Rockwell Collins AHS-3000 Attitude
Heading Reference Units (AHRS). The optional electronic chart server unit is
configured for electronic charts or satellite weather data but was not evaluated
by the flight standardization board. The three existing standby instruments
are replaced by one electronic standby instrument system GH-3100. Dual Rockwell
Collins TDR-94D Mode S transponder system replaces existing transponder system.
The new transponders will be interfaced with the existing Bendix CAS 66A TCAS
1 system and be displayed on the EFI-890R displays. The Orbitz Avionics and
Communications System Ltd. is installed which replaces the existing audio control
system. Master caution panel is upgraded by removing incandescent annunciators
and installing Aerospace Optics LED annunciator assemblies.
2.1.3.3 Model 550 (Citation Bravo): The model 550
(S/N 550-0801 and on) was type certificated on January 8, 1997 in transport
category. The aircraft has the same pilot type rating as the model 500 and is
type certificated for two pilots. This model is a straight wing aircraft powered
by two PW530A turbofans with a static thrust at standard day, seal level of
2,887 LBS. The maximum operating altitude for the model 550 (Citation Bravo)
is determined by serial number or service bulletin as follows: 43,000´ S/N 550-0801
through S/N 550-0820 and S/N 550-0822 through S/N 550-0823 (or 45,000´ when
S/N 550-0801 through S/N 550-0808, S/N 550-0809 through S/N 550-0820 and S/N
550-0822 through S/N 550-0823 are modified in accordance with applicable Cessna
Service Bulletins) and 45,000´ for S/N 550-0821, S/N 550-0824 and on. The maximum
takeoff weight for the model 550 (Citation Bravo) is 14,800 LBS. The Citation
Bravo is equipped with a Dual Primus 1000 electronic flight instrument display
and flight guidance system with multi-function display.
2.1.4 Model 551 (Citation II, Normal Category):
The Model 551 was type certificated on June 30, 1978 in normal category. The
aircraft has the common pilot type rating as the model 500 and is type certificated
for one pilot plus equipment specified in the airplane flight manual, or two
pilots. This model is a straight wing aircraft powered by two JT15D-4 turbofans
with a static thrust at standard day, sea level of 2,500 LBS. The maximum operating
altitude for the model 551 is 43,000´. The maximum takeoff weight for the model
551 is 12,500 LBS. The model 551 is equipped with individual mechanical flight
instruments and has the option for the Bendix EFS-10, Sperry EDZ-600, Sperry
EDZ 601 and Sperry EDZ-603 electronic flight instruments.
2.1.5 Model S550 (Citation S/II): The model S550
was type certificated on August 15, 1984 in transport category. The aircraft
has the same pilot type rating as the model 500 and is type certificated for
two pilots. This model is a straight wing aircraft powered by two JT15D-4B turbofans
with a static thrust at standard day, sea level of 2,500 LBS. The maximum operating
altitude for the Model S550 is 43,000´. The maximum takeoff weight for the model
S550 is determined by serial number as follows: 14,700 LBS for S/N S550-0001
through S/N S550-0085 and 15,100 LBS for S/N S550-0086 through S/N S550-0160.
The model S550 (Citation S/II) is equipped with individual mechanical flight
instruments and has the option for the Bendix EFS-10, Sperry EDZ-600, Sperry
EDZ- 601 and Sperry EDZ-603 electronic flight instruments.
A flight standardization board conducted an evaluation
and released a memorandum on December 28, 1984, to determine pilot training,
checking, and currency requirements for the differences from the CE-550 (Citation
II, Transport Category) to the CE-S550. The following differences and components
were identified:
- The wing airfoil was changed to increase the critical
mach number (Mcr). Wing cuffs and fuselage fairings were added to increase
fuel storage and Mcr.
- There are elevator trim tabs on both of the elevator
sections instead of only the left section. Because the trim tab area was
doubled, the rate of trim movement was slowed to provide about the same
feel while trimming.
- The maximum takeoff weight has been increased to 14,300
pounds, the maximum landing weight to 13,600 pounds and the maximum zero
fuel weight to 11,000 pounds.
- The flaps were changed by adding two inboard flap
sections and changing the actuating system from electric to hydraulic motors.
The increased flap area results in approach speeds about the same as they
were at the lower maximum landing weight.
- The wing and tail de-ice pneumatic boots and inboard
electrically heated wing were replaced with an anti-icing fluid system.
- A stall warning stick shaker has been added.
- The CE-S550 is powered by two JT-15D-4B.
2.1.6 Model 552 (Navy T-47A): The model 552 was
type certificated on November 21, 1984, in transport category. The aircraft
has the same pilot type rating as the model 500 and is type certificated for
two pilots. This model is a straight wing aircraft powered by two JT15D-5 turbofans
with a static thrust at standard day, seal level of 2,900 LBS. The maximum operating
altitude for the model 552 is 43,000´. The maximum takeoff weight for the model
552 is 15,500 LBS. The model 552 flight instruments and avionics were specific
to military training requirements.
A flight standardization board conducted an evaluation
and released a Memorandum on December 28, 1984, to determine pilot training,
checking, and currency requirements for the differences from the CE-550 (Citation
II, Transport Category) to the CE-552. The following differences and components
were identified:
- The wing airfoil, elevator trim tabs, flaps, ice protection
system and stick shaker are the same as for the CE-S550.
- To further increase the critical mach number the wingspan
was shortened by 5.24 feet to 46.46 feet.
- The horizontal stabilizer was moved up 5 inches on
the vertical stabilizer and the elevator hinge point moved aft 4 inches
on the same elevator. As a result of the increased elevator area forward
of the hinge point most of the horn balance has been replaced with mass
balancing in the leading edge of the elevator. These changes have made the
552 slightly longer than other 550s.
- The pitch feel system was changed by removing the
bobweight and inserting a downspring into the artificial feel system. The
change makes the 552 more sensitive in pitch than previous model 550s.
- In order to reduce roll control pressures in high
speed flight a hydraulic power control system has been installed in the
aileron control system. This hydraulic system is not part of the aircraft
hydraulic system.
- The gross weight was further increased to 15,500 pounds,
the landing weight to 14,300 and the zero fuel weight decreased to 10,500
pounds.
- The CE-552 is powered by two JT-15D-5 engines. These
engines have an electronic fuel control system and provide 400 pounds more
thrust than the JT-15D-4B engine.
2.1.7 Model 560
2.1.7.1 Model 560 (Citation V): The model 560 (S/N
560-0001 through S/N 560-0259) was type certificated on December 9, 1988 in
transport category. The aircraft has the same pilot type rating as the model
500 and is type certificated for two pilots. This model is a straight wing aircraft
powered by two JT15D-5A turbofans with a static thrust at standard day, sea
level of 2,900 LBS. The maximum operating altitude for the model 560 (S/N 560-0001through
S/N 560-0259) is 45,000´. The maximum takeoff weight for the model 560 (S/N
560-0001through 560-0259) is: 15,900 LBS. The model 560 (S/N 560-0001 through
S/N 560-0259) is equipped with individual mechanical
flight instruments and has the option for the Honeywell (Sperry) EDZ-603 and
EDZ-605 Electronic Flight Instrument System (EFIS).
2.1.7.1.1 Model 560 with CDS/R STC# ST01165LA: A
flight standardization board conducted an evaluation and released a report on
October 31, 2001, to determine pilot training, checking, and currency requirements
for the differences of the base aircraft CE-560 (S/N 560-0001 through S/N 560-0259)
to CE-560 (S/N 560-0001 through S/N 560-0259) when modified by STC# ST01165LA.
This installation incorporates 8˝x10˝ flat panel primary
and multi-function EFIS displays which replace mechanical flight instruments
and aircraft equipped with 5˝X5˝ EFIS displays. PFD and MFD menu control is
through a joystick and a new reversionary controller is added. Flight director
mode selection is controlled from a new panel (MS-560) and flight director mode
controllers are moved to the glare shield along with caution/warning panel.
The FMS CDU has been updated to CD-820. Terminal Collision Avoidance System
(TCAS) and added
Enhanced Ground Proximity Warning System (EGPWS) are integrated with
EFIS display and display control panels. A new altitude pre-selector is installed
and altitude Baro-Set is provided on the EFIS Display Controller (DC-550). Separate
mechanical standby attitude, airspeed, and altitude instruments are installed
and the No. 1 RMU provides backup HSI with heading and course/glide slope data.
2.1.7.2 Model 560 (Citation Ultra): The model 560
(S/N 560-0260 through S/N 560-0538) was type certificated on December 9, 1988
in transport category. The aircraft has the same pilot type rating as the model
500 and is type certificated for two pilots. This model is a straight wing aircraft
powered by two JT15D-5D turbofans with a static thrust at standard day, sea
level of 3,045 LBS. The maximum operating altitude for the model 560 Citation
Ultra (S/N 560-0260 through 560-0538) is 45,000´. The maximum takeoff weight
for the model 560 Citation Ultra (S/N 560-0260 through 560-0538) is 16,300 LBS.
The following Citation Ultra 560 models when modified per EC 46497 are eligible
to operate at an increased takeoff weight of 16,650 LBS: S/N 560-0387, -0392,-
0404, -0410,-0415, -0420, -0426, -0452, -0456, -0462, -0468, -0472, -0495, -0501,
-0505, -0508, -0513, -0524, -0529, 0532, -0534 and -0538. The model 560 Citation
Ultra is equipped with Honeywell Primus 1000 electronic flight instrument systems.
2.1.7.3 Model 560 (Citation Encore): The model 560
(S/N 560-0539 through S/N 560-0750) was type certificated on April 26, 2000
in transport category. The aircraft has the same pilot type rating as the model
500 and is type certificated for two pilots. This model is a straight wing aircraft
powered by two PW535A turbofans with a static thrust at standard day, sea level
of 3,400 LBS. The maximum operating altitude for the model 560 Encore is 45,000´.
The maximum takeoff weight for the model 560 Encore is 16,630 LBS. The model
560 Encore is equipped with Honeywell Primus 1000 electronic flight instrument
system.
2.1.7.4 CE-560 Encore +: The model 560 (S/N 560-0751
through S/N 560-0815) was type certificated on December 14, 2006 in transport
category. This aircraft has the same pilot type rating as the model 500 and
is type certificated for two pilots. This model is a straight wing aircraft
powered by two PW535B turbofans with a static thrust at standard day, sea level
of 3,400 LBS. The maximum operating altitude for the model 560 Encore + is 45,000´.
The maximum takeoff weight for the model 560 Encore + is 16,830 LBS. The Model
560 Encore + is equipped with Rockwell Collins Pro-line 21 electronic flight
instruments.
A flight standardization board conducted an evaluation
and released a report on April 9, 2007, to determine pilot training, checking,
and currency requirements for the differences of the base aircraft CE-560 (Encore
S/N 560-0539 through S/N 560-0715) and CE-560 (Encore + S/N 560-0751 through
S/N 560-0815). Collins Proline 21 avionics replaces Honeywell P1000 Avionics.
Honeywell EFIS displays are replaced by Collins PFD’s both displaying attitude
indicator, horizontal situation indicator, airspeed/mach, altimeter, vertical
speed and RMI. PFD options are controlled through the Display Control Panel
(DCP-3000) and bezel buttons. MFD options are selected using the FMS-3000 Integrated
Flight Information System Panel and bezel buttons. Collins FMS 3000 is installed
as standard equipment. A Rockwell Collins Proline 21 Flight Control System (FCS)
provides a three axis autopilot with yaw damper having modes similar to the
Honeywell System. Flight Director Mode Selections are controlled from either
of the pilots or copilots Mode Select Panels (MSP-85). Communications are controlled
through Radio Tuning Units (RTU’s). Altitude Pre-Selector Controller is moved
from the MFD to Course Heading Panel (CHP-3000) and Altitude Baro-Set is provided
on the Display Control Panel (DCP-3000). TCAS and EGPWS are integrated with
PFD and MFD Display Options. Standby Instruments are provided by separate electronic
standby attitude, airspeed and altitude instruments and the No. 1 RTU provides
HSI with heading and course/glide slope data. The PW535A engine is replaced
by the PW535B engine which is a FADEC controlled engine. Airstart envelope minimum
speed is increased from 150 KIAS/FL300 to 170 KIAS/FL300. Maximum ramp and takeoff
weight have been increased by 200 LBS and takeoff, landing and enroute temperature
is reduced.
2.1.8 IS&S STC# ST02739NY: A flight standardization
board conducted an evaluation and released a report on December 1, 2011, to
determine pilot training, checking, and currency requirements for the differences
with the installation of Innovative Support and Solution (IS&S) Flat Panel Display
System, Honeywell Weather Radar and optional XM Weather Receiver on models S/N
500-0275 through S/N 500-0689, S/N 550-0001 through S/N 550-0733, S/N S550-0001
through S/N S550-0160 and S/N 560-0001 through S/N 560-0259.
This installation consists of a two or three display EFIS
System whereby the PFD replaces the pilots and optionally the co-pilots instrumentation.
An MFD replaces standard mechanical engine instrumentation and will display
TCAS, TAWS and optional single source electronic
charts. The PFD replaces the following pilots and co-pilots instrumentation
(if applicable): EADI, EHSI and/or mechanical flight instruments. The MFD replaces
standard mechanical engine instrumentation which can also supply backup information
on the PFD. The annunciator panel has been moved to accommodate the installation
of the MFD. Standby attitude, airspeed and altimeter have been relocated to
the center instrument panel. Weather Radar display has been incorporated into
the displays (PFD/MFD). Separate indicators for DME information have been removed
and incorporated into the flight displays.
2.1.9 G600 STC# ST01395WI: A flight standardization
board conducted an evaluation on August 18, 2011, to determine pilot training,
checking, and currency requirements for the differences with installation of
a single Garmin 600 Integrated Flight Display System (IFDS) which includes a
PFD and MFD in the left pilots instrument panel of Cessna models 500/501/550/551
and S550.
This Garmin G600 System replaces individual attitude, heading,
airspeed, altitude and vertical speed instruments with an integrated electronic
display using a flat panel LCD. The G600 System integrates with the existing
SPZ-500 flight director/autopilot and displays information from the existing
navigation equipment (VOR, ILS, GPS, LPV) as well as limited electronic flight
bag (EFB) functions (electronic charts and data link weather information) in
the multi-function portion of the display. The system further includes the following
components: GDC-620 PFD/MFD, GRS 77 AHRS with GMU 44 magnetometer, GDC 74B Air
Data Computer with GTP 59 Temperature Probe, GAD 43 Autopilot Adapter, GDU 620
Roll Steering Output interfaced with existing SPZ-500 AFCS and existing single
or dual GNS430W/530W or GTN 650/750 series VHF communication/VOR-ILS receiver/GNSS
(SBAS) navigation system. The following components have been removed from the
left pilot’s panel: ADI and HSI, vertical gyro and compass system, airspeed,
altitude, and vertical speed indicators.
2.2 Pilot Type Rating Determination. The “CE-500”
pilot type rating is designated for Cessna models 500, 550, S550, 552 and 560
from TCDS A22CE and Cessna models 501 and 551 from TCDS AC27CE. The Board utilized
the process outlined in Advisory Circular
AC 120-53 and the Common Procedures Document for Conducting Operational
Evaluation Boards (JAA, TCCA, FAA) dated 10 June 2004. For the purpose of design
and operating characteristics the CE-500 aircraft are Multiengine, Turbo-Jet,
Land aircraft Transport Category certificated (500, 550, S550, 552 and 560)
and Normal Category (501 and 551).
2.2.1 Pilot
Type Rating. Practical tests conducted in Cessna model 500, 550, S550, 552
and 560 are required to be conducted with two pilots and satisfactory completion
will result in a CE-500 pilot type rating on the pilots temporary airmen certificate,
with the limitation “CE-500 Second in Command Required.” The satisfactory accomplishment
of the CE-500 practical test utilizing a second in command will be recorded
in the applicant’s logbook in accordance with FAA Order 8900.1 Volume 5, Chapter
2.
2.2.2 Pilot Type Rating-Practical Test as Single Pilot
Model 501/551. An applicant who satisfactorily completes a practical test
as a single pilot in Model 501or 551 will
be issued a CE-500 pilot type rating on the pilot’s temporary airman certificate.
The satisfactory accomplishment of the CE-500 practical test as a single pilot
in specific Model 501 or 551 will be recorded in the applicant’s logbook in
accordance with FAA Order 8900.1 Volume 5, Chapter 2.
2.2.3 Pilot Type Rating-Practical Test with Two Pilots
Model 501/551. In accordance with the provisions of 14 CFR §61.43(b)(3)
and FAA Order 8900.1 Volume 5, Chapter 2, when the airplane’s TCDS or AFM states
the minimum crew composition to be a single pilot, the applicant may elect to
perform the practical test as a single pilot or with an SIC.
An applicant who satisfactorily completes a practical test
utilizing an SIC in Model 501/551
will be issued a CE-500 pilot type rating on the pilots temporary airmen
certificate with a Limitation, “CE-500 Second
in Command Required.” The satisfactory accomplishment
of the CE-500 practical test utilizing a second in command in specific Model
501 or 551 will be recorded in the applicant’s logbook in accordance with FAA
Order 8900.1 Volume 5, Chapter 2. This “SIC Required” limitation is necessary
for the CE-500 pilot type rating because the CE-500 pilot type rating includes
both single pilot and two pilot type certificated aircraft and single pilot
versus two pilot qualification is documented on the pilot certificate.
2.2.4 Removing SIC Limitation. Removing a “CE-500
Second In Command Required” limitation must be accomplished with a practical
test as a single pilot in Cessna model 501 or 551 in accordance with FAA Order
8900.1 Volume 5 Chapter 2.
- Preflight preparation
tasks: none;
- Preflight procedures tasks:
all;
- Takeoff and departure
phase tasks: all;
- In flight maneuvers tasks:
c, e, f;
- Instrument procedures
tasks: all;
- Landings and approaches
to landing tasks: all;
- Normal and abnormal procedures;
- Emergency procedures;
and
- Postflight procedures
tasks: all.
2.2.5 Second-In-Command
Pilot Type Rating. The second-in-command pilot type rating may be issued
in accordance with 14 CFR §61.55,
and FAA Order 8900.1 Volume 5, Chapter 2, and must include flight crew emergency
training as specified in 5.2.3. The SIC pilot type rating is designated "CE-500"
with Limitation for “CE-500 SIC Privileges Only”.
3. MASTER REQUIREMENTS
3.1 Common Requirements (All CE-500 aircraft).
3.1.1 Autopilot Engage Altitudes
. CE-500 aircraft have autopilot suitability for engagement
at or above various minimum altitudes after
takeoff as specified in each applicable AFM.
There are various autopilots approved for the CE-500 aircraft with various
autopilot engagement altitudes. For 14 CFR §135.93
operators, authorization for autopilot engagement after takeoff is as designated
in accordance with the AFM limitations, 14 CFR §135.93
or operations specifications, whichever is higher.
3.1.2 Minimum Altitude for Autopilot Use/Instrument
Approaches . For instrument approaches,
the minimum altitude for autopilot use is designated in accordance with the
AFM limitations, 14 CFR §135.93
and/or Operations Specifications.
3.1.3 Landing Minima Categories (14 CFR §97.3).
The CE-500 aircraft are considered Category B
aircraft for the purposes of determining “straight-in
landing weather minima” (Flaps Land/Full as applicable). For circling,
the minima are Category C (Flaps T.O & Appr., 20, 15, or as applicable to respective
CE-500 aircraft until landing assured) unless
otherwise required by 14 CFR or operations specifications. For actual approach
speeds used for operators with operations specifications
paragraph C53, circling minimums are as specified for the actual approach speed
(KIAS) to be used for a circling maneuver.
3.1.4 Normal Final Landing
Flap Setting . The normal "final landing
flap setting" per 14 CFR§
91.126(c) is considered to be "Flaps Land/Full" for all CE-500 aircraft.
Abnormal procedures as applicable to respective CE-500 aircraft are used for
one engine inoperative approach and landing and in those situations where "Flaps
Land/Full" is not used.
3.1.4.1 Circling Approach Flap Settings. Normal
circling approaches are flown, “Flaps, 15, 20 and T.O &Appr.” (as applicable
to the respective CE-500 aircraft) from the FAF until landing assured.
3.1.5 Normal Takeoff Flap Setting. The takeoff requires
a flap setting of either Up, 0, 7, 15, 20 or T.O &Appr. as applicable to the
respective CE-500 aircraft with performance data.
3.1.6 “No Flap” Approach and Landing. No flap approach
and landing training and checking is required. When conducted in an airplane
a touchdown from a no-flap or partial-flap approach is not required and shall
not be attempted in accordance with FAA Order 8900.1 Volume 5, Chapter 3.
3.1.7 Specific Flight Characteristics
. No other special or unique requirements/flight
characteristics common to all CE-500 aircraft are identified.
3.2
Master Difference Requirements (MDR).
3.2.1 Requirements for particular CE-500 pilot type
rated aircraft combinations. Master Difference Requirements (MDRs) for related
CE-500 aircraft are shown in Appendix 1. These provisions apply when differences
between related aircraft exist which affect crew knowledge, skills, or abilities
related to flight safety.
3.2.2 MDR Footnotes. Footnotes to MDR requirements
define acceptable "required means" or "alternate means" of compliance. A footnote
can indicate requirements that are less restrictive than the basic designation,
or more restrictive than the basic designation, depending on the significance
of the differences between related aircraft.
4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR)
4.1 ODR Tables. ODR tables identify difference which
affect crew qualification and are used to show an operator's compliance method.
Acceptable ODR tables for operators conducting mixed fleet operations, operating
the model 500/550/S550/560/501/551 are shown in Appendix 2. The ODR tables represent
an acceptable means to comply with MDR provisions based on those differences
and compliance methods shown. The tables do not necessarily represent the only
acceptable means of compliance for operators with airplanes having other differences,
where compliance methods (e.g., devices, simulators, etc.) are different. For
operators flying models 500/550/S550/560/501/551 the ODR tables in Appendix
2 have been found acceptable, and therefore, may be approved by a POI for a
particular operator. The three types of ODR Tables are Design, System, and Maneuver
Differences Tables. Design differences account for equipment model changes.
System differences account for specific system level changes. Maneuver differences
account for changes in operating procedures of changed equipment.
4.2 Operator Preparation of ODR Tables. Operators
flying a “mixed fleet” of CE-500 aircraft must have approved ODR tables pertinent
to their fleet or complete initial training, checking, and currency in each
separate model in their fleet.
4.3 ODR Table Coordination. ODR tables proposed
by operators that are not identical or equivalent to acceptable ODR Tables published
in this report must be coordinated with the FSB Chair
prior to FAA approval and implementation. FSB coordination ensures consistent
treatment of related CE-500 aircraft between various operators, and compatibility
of each ODR table with MDR provisions.
4.4 ODR Table Distribution. Original FAA approved
ODR tables not published in this report are to be retained by the operator.
Copies of FAA approved ODR tables are to be retained by the Certificate Holding
District Office (CHDO).
5. FSB SPECIFICATIONS FOR TRAINING
The provisions of this section apply to programs for airmen
who have experience in multi-engine transport turbojet aircraft including glass
cockpit and FMS experience. For airmen not having this experience, additional
requirements may be appropriate as determined by the POI, FSB, and/or AFS-200.
5.1 Areas of Emphasis
5.1.2.1 Special Emphasis Model
560 . The following areas of emphasis should be addressed during
ground and flight training:
a)
560 (Ultra, Encore, Encore +). Pilots need to become proficient at interpreting
and understanding the multitude of information presented on the PFDs and MFD.
Altitude and airspeed are now presented on vertical scale instruments in both
digital and analog formats. Due to this change, pilots transitioning from traditional
round dial basic "T" instruments may require additional training and instrument
scan practice to gain proficiency in manually flying by reference to the PFD.
Recognition of reversionary modes and display failures and appropriate corrective
action to be taken should be addressed. Use of composite mode should be trained
to conduct precision and non-precision approaches, with and without the flight
director.
b)
560 (Encore +). Full Authority Digital Electronic Control (FADEC) and
JT15D vs. PW535B engines. An operational understanding of the FADEC and the
engine thrust mode selection is required.
c)
560 (Citation V) CDS/R. Pilots need to become proficient at interpreting
and understanding the multitude of information presented on the PFDs and MFD.
Altitude and airspeed are now presented on vertical scale instruments in both
digital and analog formats. Due to this change, pilots transitioning from traditional
round dial basic "T" instruments may require additional training and instrument
scan practice to gain proficiency in manually flying by reference to the PFD.
Recognition of reversionary modes and display failures and appropriate corrective
action to be taken should be addressed. Use of composite mode should be trained
to conduct precision and non-precision approaches, with and without the flight
director.
5.1.2.2 Special Emphasis Garmin G600. Pilots need
to become proficient at interpreting and understanding the multitude of information
presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical
scale instruments in both digital and analog formats. Due to this change, pilots
transitioning from traditional round dial basic "T" instruments may require
additional training and instrument scan practice to gain proficiency in manually
flying by reference to the PFD. Recognition of reversionary modes and display
failures and appropriate corrective action to be taken should be addressed.
Use of composite mode should be trained to conduct precision and non-precision
approaches, with and without the flight director.
5.1.2.3 Special Emphasis IS&S. Pilots need to become
proficient at interpreting and understanding the multitude of information presented
on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale
instruments in both digital and analog formats. Due to this change, pilots transitioning
from traditional round dial basic "T" instruments may require additional training
and instrument scan practice to gain proficiency in manually flying by reference
to the PFD. Recognition of reversionary modes and display failures and appropriate
corrective action to be taken should be addressed. Use of composite mode should
be trained to conduct precision and non-precision approaches, with and without
the flight director.
5.1.2.4 Special Emphasis Garmin G950. Pilots need
to become proficient at interpreting and understanding the multitude of information
presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical
scale instruments in both digital and analog formats. Due to this change, pilots
transitioning from traditional round dial basic "T" instruments may require
additional training and instrument scan practice to gain proficiency in manually
flying by reference to the PFD. Recognition of reversionary modes and display
failures and appropriate corrective action to be taken should be addressed.
Use of composite mode should be trained to conduct precision and non-precision
approaches, with and without the flight director.
5.1.2.5 Special Emphasis Universal EFI-890R. Pilots
need to become proficient at interpreting and understanding the multitude of
information presented on the PFDs and MFD. Altitude and airspeed are now presented
on vertical scale instruments in both digital and analog formats. Due to this
change, pilots transitioning from traditional round dial basic "T" instruments
may require additional training and instrument scan practice to gain proficiency
in manually flying by reference to the PFD. Recognition of reversionary modes
and display failures and appropriate corrective action to be taken should be
addressed. Use of composite mode should be trained to conduct precision and
non-precision approaches, with and without the flight director.
5.1.2.6 Special Emphasis Model 501/551. For single
pilot normal category type certification, training must emphasize pilot workload,
single pilot resource management and planning, and complete a practical test
as a single pilot.
5.2 Pilots Initial, Transition and Upgrade Training.
5.2.1 Pilots Initial, Transition and Upgrade Ground
Training. Initial, transition, or upgrade ground training for the CE-500
aircraft is accomplished as specified by 14 CFR §§61.155,
91.1101 and
135.345 and FAA Order 8900.1 Volume 3, Chapter 19. No unique provisions
or requirements are specified. Training program hours may be reduced as specified
in
14 CFR Part 135 and FAA Order 8900.1 Volume 3, Chapter 19.
5.2.2 Pilots Initial, Transition and Upgrade Flight
Training. Initial, transition, or upgrade flight training for the CE-500
aircraft must be accomplished as specified by 14 CFR §§61.157,
91.1103 and
135.347 and FAA Order 8900.1 Volume 3, Chapter 19. No unique provisions
or requirements are specified. Training program hours may be reduced as specified
in 14 CFR §135.325
and FAA Order 8900.1 Volume 3, Chapter 19.
5.2.3 Crewmember Emergency Training. Crewmember
emergency training should be conducted for the CE-500 aircraft in accordance
with
14 CFR Part 61,
91K and
135 and FAA Order 8900.1, Volume 3, Chapter 19. The objective of emergency
training for the CE-500 aircraft is to provide crewmembers with the necessary
knowledge concerning emergency equipment, situations, and procedures, to ensure
implementation of the correct actions in the event of an emergency.
Emergency training consists of instruction on the location,
function, and operation of emergency equipment that is different in each related
aircraft of the CE-500 aircraft and from other aircraft in the operator's fleet.
Where emergency equipment is common, instruction may be adjusted for crewmembers
qualified and current on this equipment, provided records are available which
demonstrate that crewmembers meet 14 CFR §91.1083
or 14 CFR §135.331
and FAA Order 8900.1 requirements. For example,
if the fire extinguishers are common to fire extinguishers on other aircraft
in the operator's fleet, training may be credited for all applicable aircraft.
Conversely, for equipment that is unique to the CE-500 aircraft, training on
the emergency equipment for each related aircraft is required.
Emergency training also consists of instruction in crewmember
emergency assignments and procedures including crew coordination and communication,
the handling of emergency or other unusual situations, and emergency performance
and observation drills that are specific to each related CE-500 aircraft.
In accordance with 14 CFR §91.1083,
14 CFR §135.331
and FAA Order 8900.1 Volume 3, Chapter 19 emergency training requirements refer
to two types of training, "general" emergency training and "aircraft specific"
emergency training. General emergency training is instruction on those emergency
items that are common to the CE-500 airplanes and all aircraft in the operator's
fleet, e.g., instruction on fire extinguishers and firefighting procedures,
if common to all aircraft. Aircraft specific emergency training is required
for items that are specific to the model of the CE-500 aircraft. An example
of aircraft specific emergency training is instruction on the location of emergency
equipment for each related CE-500 aircraft.
As part of an approved training program, an operator may
use many methods when conducting aircraft-specific emergency training, including
classroom instruction, pictures, videotape, ground training devices, computer-based
instruction, and static aircraft training.
There are no additional training program hours specified
for CE-500 aircraft crewmember emergency training. FAA Order 8900.1 Volume 3, Chapter 19 provides "national norms" for the approval
of the general emergency training program hours. The complexity of the different
related aircraft of the CE-500 aircraft and the complexity of the type of operation
to be conducted should be considered when approving the CE-500 aircraft-specific
emergency training.
5.2.4
Training for Seat Dependent Tasks. Accomplishment of certain tasks, procedures,
or maneuvers requires training of a crewmember for a particular crew position
in a transport category aircraft type certificated for more than one pilot (e.g.
captain, first officer, check airman, etc.). Training programs should recognize
and address the necessary seat/position related tasks for the applicable crewmember.
Accordingly, training programs should address seat dependent tasks or maneuvers
to the extent necessary to satisfy crew qualification objectives and should
be in accordance with ODR tables when applicable.
There are
no seat dependent tasks identified for CE-500 aircraft.
5.2.5 Second-In-Command Training Tasks. A pilot
qualifying to serve as SIC must accomplish certain tasks, procedures or maneuvers.
Training programs should address all training elements of 14 CFR §61.55
and or 14 CFR §135.345
in accordance with FAA Order 8900.1 Volume 3, Chapter 19. SIC Pilot Type Rating
may be issued in accordance with the 14 CFR §61.55(d)
or (e) provided training required by 14 CFR and FAA Order 8900.1 Volume 3, Chapter
19, including tasks stipulated by this report, are completed. Training programs
should address tasks stipulated in FSB specifications for training, areas of
emphasis, and SIC crew training.
5.3 Differences Training
5.3.1 General. Unless an initial, transition, or
recurrent program is completed for each related aircraft, differences training
is necessary for each related aircraft or model, as provided in MDR and ODR
tables per 14 CFR §91.1103
or 14 CFR §135.347.
Differences training credit is not available for any training resulting in the
issuance of a CE-500 Type Rating in accordance with 14 CFR §61.157(b).
ODR tables are only provided for aircraft the FSB has validated, therefore Appendix
2 does not include ODR tables for all possible configurations.
a)
Differences training program prerequisites necessitate that a trainee has completed
initial, upgrade, or transition training in one related aircraft and will receive
differences training for the other related aircraft.
b)
For 14 CFR §61.157(c)&(f)
differences training programs involving related aircraft having the same pilot
type rating, coverage of differences may be completed either coincident with
each phase of an initial, upgrade, transition or recurrent training course,
or following completion of that training course. The differences training must
be consistent with the provisions of the approved applicable MDR/ODR Tables.
5.3.2 Differences Ground Training. Differences ground
training is required on the topics applicable to the pertinent related aircraft
and is shown by applicable ODR tables.
5.3.3 Differences Flight Training. Difference flight
training is required in the topics and maneuvers applicable to the pertinent
related aircraft that is shown by applicable ODR tables.
5.4 Recurrent Training:
5.4.1 Recurrent Ground Training. Courses must include
appropriate training in accordance with 14 CFR §91.1107
or 14 CFR §135.351
for each related CE-500 aircraft as specified by MDR and ODR tables for differences
training.
5.4.2 Recurrent Flight Training. Courses require
appropriate maneuvers and procedures in accordance with 14 CFR §91.1107
or 14 CFR §135.351,
FAA Order 8900.1 Volume 3, Chapter 19 or as otherwise described in this report.
Maneuvers and procedures must account for differences between each related CE-500
aircraft operated. The ODR table(s) must identify the differences.
5.4.3 Recurrent training consideration for Mixed Fleet
Flying Operations. Recurrent training
and/or checking requirements to comply with 14 CFR §135.351
and 14 CFR §135.293,
12 month currency may be alternated for a 24 month currency cycle for mixed
fleet operation. This common currency is granted based on same model designation
and similarity for normal and transport category. Satisfactory completion of
a proficiency check may be substituted for recurrent flight training as permitted
in 14 CFR §135.351.
5.4.4 Recurrent Training Program Hours. Hours may
be reduced as specified in 14 CFR §135.325
or FAA Order 8900.1 Volume 3, Chapter 19.
5.5 Operating Experience:
5.5.1 Operating Experience
is in accordance with 14 CFR applicable to the kind of operation and flight
crew position in a CE-500 type rated aircraft. Operating experience must be
obtained while serving in a primary crew position. For the purpose of obtaining
operating experience or receiving a line check, the pilot in command of a CE-500
aircraft must occupy the left pilot seat due to orientation of equipment controls.
5.5.2 Operating experience for Mixed Fleet Flying Operations.
Operating experience for the CE-500 aircraft
may be accomplished in any related CE-500 aircraft.
5.5.3 Supervised Operating Experience (SOE). Flight
time for removal of SOE limitation must be accomplished from the left pilot
seat and in accordance with the 14 CFR §61.64
and FAA Order 8900.1 Volume 5, Chapter 2.
5.6 Other Training:
5.6.1 Line Oriented Flight Training Programs. When
operators have LOFT programs for CE-500 aircraft, POIs should review LOFT credits
to assure suitability for each CE-500 aircraft to be operated.
5.6.2 Instrument Approaches. Only CAT I approaches
are permitted by certification.
Note: Operators should assure that flight crews are familiar
with appropriate use of the mode selections and FMS, including modes to be used
for the types of instrument approaches that will be conducted.
5.6.3 Aircraft Dispatchers. Initial and transition
training should be conducted in accordance with 14 CFR and FAA Order 8900.1
Volume 3, Chapter 22.
6. FSB SPECIFICATIONS FOR CHECKING
6.1 Checking (14 CFR §135.293).
Satisfactory completion of a proficiency check may be substituted
for recurrent flight training as permitted in 14 CFR §135.351.
Checking applies to the CE-500 Pilot Type Rating for compliance with 14 CFR
§135.293
as authorized by this report for mixed fleet operation.
A pilot being checked for the addition of a type rating
or PIC proficiency check must occupy the left seat due to an inability to access
all equipment controls from the right seat.
6.1.1 Checking Items. Pertinent knowledge, procedures,
and maneuvers specified by 14 CFR §§
61.57,
61.58,
61.157;
135.293 and
135.297, shall be administered in accordance with FAA Airline Transport
Pilot and Aircraft Type Rating
Practical Test Standards (PTS),
document number FAA-S-8081-5F, as amended.
6.1.2 Areas of Special Emphasis Checking. All checking
must include evaluation of the subjects and maneuvers listed in the master requirements
of this report and the following areas of emphasis should be addressed during
checks:
a) Proficiency with
aircraft performance calculation and aircraft handling to achieve performance.
b) Proficiency with
manual and automatic flight to include use of autopilot and flight automation
must be demonstrated.
c) Proper selection
and use of EFIS displays, PFD/MFD displays, raw data, flight director, and flight
guidance system modes, reversion/composite modes, including DU failures when
applicable should be demonstrated, particularly during instrument approaches.
d) Demonstration
of FMS navigation (departures, arrivals and approaches) proficiency as applicable.
e) Proper outside
visual scan without prolonged fixation on FMS operation should be demonstrated,
and failure of component(s) of the FMS should be addressed.
f) High altitude
conditions and aerodynamics.
6.1.3 No Flap Landings.
Demonstration of a no flap approach and landing during pilot certification or
a
14 CFR part 135 proficiency check is required. In accordance with FAA Order
8900.1 Volume 5, Chapter 3, when the practical test is conducted in an airplane
versus a simulator, touchdown from a no flap approach is not required and shall
not be attempted. The approach should be flown to the point where the FAA inspector
or designee can determine whether a touchdown at an acceptable point on the
runway and a safe landing to a full stop could be made.
6.2 Type Ratings
6.2.1 Oral Examinations.
Oral examinations for the CE-500 aircraft may be completed at the end of the
academic phase of training for
14 CFR Part 135 approved training programs only. When an airman is qualifying
a CE-500 aircraft, oral test items need only address the model for which the
test is being conducted.
6.2.2 Practical Tests. Practical tests must follow
standard provisions of
14 CFR Part 61. The satisfactory completion of a practical test type rating
in any Cessna 500 series aircraft will meet the requirement for the CE-500 type
rating. In order to operate another related CE-500 aircraft, crewmembers operating
under
14 CFR Part 91K and
14 CFR Part 135 are required to satisfactorily comply with the requirements
of the MDR and ODR tables in Appendices 1 and 2.
The same requirement should be followed by flight crewmembers
operating under the pertinent
14 CFR Part 91.
6.2.3 Application for and Issuance of Type Ratings.
Airmen completing the pertinent
14 CFR Part 61,
135 and
142 requirements in a CE-500 aircraft in accordance with this FSB report,
may apply to the FAA for the CE-500 type rating. Upon completion of required
tests, and submission of an application (FAA Form 8710-1), authorized FAA inspectors
or designees may issue a temporary pilot certificate with type rating.
6.3 Proficiency Checks
6.3.1 General. Proficiency Checks are administered
as designated in 14 CFR §§61.58
and
135.297 for the CE-500 aircraft. A proficiency check in any CE-500 aircraft
suffices for the type, if initial and recurrent qualification is conducted in
accordance with MDR and approved ODR tables for that operator. These checks
must be administered by an authorized check airman, appropriately qualified
FAA Designee, or FAA Aviation Safety Inspector. Satisfactory completion of a
proficiency check may be substituted for recurrent flight training as permitted
by
14 CFR Part 61 or
135.
7. FSB SPECIFICATIONS FOR CURRENCY
7.1 Recency of Experience. Recent experience is
common for all CE-500 aircraft.
7.1.1 Takeoff and Landing Experience. Takeoff and
landing currency requirements (per 14 CFR §135.247
and 14 CFR §61.57)
may be met interchangeably in any CE-500 aircraft.
7.1.2 Instrument Experience 14 CFR §§61.57/135.297.
Instrument experience must include operation/programming of the FMS (as applicable)
for both arrival and departure and may be met interchangeably in any CE-500
aircraft.
7.2 Currency for Mixed Fleet Flying Operations.
The requirements are located in the MDR/ODR tables section of this report.
7.2.1 Maintain Currency
Level B Currency – When MDR/ODR specifies Level
B Currency, currency is maintained by operating the variant aircraft within
the previous 180 days.
Level C Currency – When MDR/ODR specifies Level
C Currency, currency is maintained by operating the variant aircraft through
a complete flight cycle to include an instrument approach procedure within the
previous 90 days.
Level D Currency – When MDR/ODR specifies Level
D Currency, currency is maintained by operating the variant aircraft through
three complete flight cycles (takeoff, departure, arrival, approach and landing)
within the previous 90 days.
7.2.2 Re-establish Currency
Level B Currency - may be re-established by a review
of the placards, limitations and operating procedures prior to operating the
variant aircraft.
Level C Currency - may be re-established by operating
the variant aircraft with a qualified PIC for at least one flight segment, completing
a line check with a line check airman, completing a proficiency check in the
variant aircraft or compliance with 14 CFR §61.57(c)
or (d) recent flight experience requirements in the variant airplane.
Level D Currency - may be re-established by completing
a line check with a line check airman, completion of a proficiency check in
the variant aircraft or compliance with 14 CFR §61.57
(c) or (d) recent flight experience in the variant airplane.
8. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST
8.1 Compliance Checklist (see
Appendix 4, Reserved).
Compliance checklists are provided as an aid to FAA Certificate
Holding District Offices (CHDO) in identifying those specific rules or policies
for which compliance has already been demonstrated to the FAA for aircraft having
a particular aircraft type certificate. The checklist also notes rules or policies
not demonstrated to the FSB, which must be demonstrated to CHDOs by operators.
Due to prior
14 CFR Part 91 and
135 operating experience of the CE-500 fleet of aircraft, a compliance checklist
has not been included in this report. FAA Inspectors who may need to establish
compliance with operating rules for a new operator of CE-500 aircraft are encouraged
to coordinate with the POI of another
14 CFR Part 91 and
135 operator currently operating CE-500 aircraft.
8.2 Discussion of Specific
Compliance Checklist Items
8.2.1 Emergency Evacuation Demonstration
14 CFR Part 135 Operators must meet the requirements of 14 CFR §135.123.
8.2.2 CE-500 Aircraft Emergency Exits. An Equivalent
Level of Safety was approved in lieu of the aircraft meeting requirements of
14 CFR §25.807
emergency exits for passengers. Flight crews must follow applicable aircraft
flight manual and emergency procedures.
8.2.3 Ditching Demonstration and compliance with 14
CFR §25.801.
14 CFR §25.801
compliance has not been demonstrated. While no specific requirement for a ditching
demonstration exists under
14 CFR Part 91/91K/135,
operators must comply with 14 CFR §135.331(3)(iii)
and must be familiar with the general handling characteristics and procedures
outlined in the aircraft flight manual.
8.2.4 Forward Observer Seat. CE-500 aircraft are
not equipped with a dedicated forward observer seat. Some available forward
passenger seats with the standard passenger seat/seatbelt, passenger oxygen
and splitter cord for audio have been found suitable for conducting enroute
inspections per 14 CFR
135.75(b). Audio jacks may be installed at the forward seat to provide for
enroute inspections. Due to the availability of various passenger configurations,
the determination of suitability for use of a forward passenger seat in conducting
enroute inspections will need to be determined by the CHDO or Inspector conducting
enroute inspections. For Models 501/551 certificated for one pilot, the right
pilot seat is suitable for compliance with 14 CFR §135.75.
8.2.5 Passenger Briefing Cards. The CHDO will need
to verify passenger briefing cards meet requirements of 14 CFR §135.117
and match the interior configuration and emergency equipment installed. If the
aircraft was delivered by Cessna with rafts and/or life preservers installed,
passenger briefing cards normally include information on raft and/or life preserver
location and use.
8.2.6 Proving Tests. To satisfy 14 CFR §135.145,
proving tests should be conducted in accordance with FAA Order 8900.1 Volume
3, Chapter 29. Proving test requirements and reductions are as designated by
FAA Order 8900.1 and the CHDO, or as otherwise specified by AFS-200.
8.2.7 Validation Tests. Validation Tests must be
conducted in accordance with 14 CFR §135.145
and FAA Order 8900.1 Volume 3, Chapter 29.
8.2.8 Cockpit Checklist. Models 501/551 require
specific part number checklist approved by type certification for single pilot
operations. These approved checklists are available only in paper format and
are required for all flight operations. These approved checklists also comply
with 14 CFR §91.503.
8.2.9 Electronic Flight Bag
8.2.9.1 560 Encore + (S/N 560-0751 through 560-0815).
Electronic Approach Charts (departures and arrival procedures, approach charts
& airport diagrams) are available through the IFIS-5000 File Server Unit. Since
EFB information cannot be displayed while on emergency power, or certain avionics
failures, a second suitable source is required. The enhanced map overlays do
not meet requirements for enroute charts, therefore another suitable source
of enroute chart information must be available at the pilot station. Printed
Pilot Checklist remains required for compliance with 14 CFR §§91.503,
135.83. The Electronic pilot checklist does not contain all required procedures
due to inability to function in all non-normal flight operation situations.
Memory button selection on the cursor control panel is required to allow single
pilot action to change between navigation display, electronic checklist display
and electronic charts display to mitigate workload using these functions.
8.2.9.1 G950 Electronic Charts. Electronic charts
have been evaluated for operational suitability. Refer to EFB evaluation report
in Appendix 5.
8.2.9.2 IS&S Electronic Charts. Electronic charts
have been evaluated for operational suitability. Refer to EFB evaluation report
in Appendix 6.
8.2.9.3 G600 Electronic Charts. The EFB evaluation
determined functions were not suitable as a source for electronic display of
airport diagrams, approach plates, arrival procedures, and departure procedures.
This was due to display size which requires excessive pilot actions to select
viewable charts, and competing MFD display functions. Using G600 electronic
charts increases pilot workload negatively and affects pilot performance. While
it is possible to view electronic approach charts on G600, they are not operationally
suitable to meet regulatory requirements of §14 CFR
91.503.
9.FSB SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS
9.1 Device and Simulator
Characteristics. Requests for device qualification for training should be
made in accordance with FAA procedures. Flight training device and flight simulator
characteristics must comply with applicable
14 CFR Part 60. Credit for training, checking and currency in an approved
Flight Training Device (FTD) or simulator is allowed in accordance with the
simulator task credit given in accordance with Airline Transport Pilot and Aircraft
Type Rating
Practical Test Standards, except where this report is more restrictive.
The acceptability of differences between devices, simulators, and aircraft must
be addressed by the POI. Requests for device approval to be used for approved
training should be made to the POI/TCPM. The POI/TCPM may approve these devices
for that operator if their characteristics clearly meet the established FAA
criteria and have been qualified by the National Simulator Program (NSP).
10. APPLICATION OF FSB REPORT
This report becomes effective when given final approval
by the FAA. Training, checking, and currency for CE-500 aircraft must be conducted
in accordance with all provisions of this report. All FAA approved training
programs must incorporate the latest FAA Approved AFM procedures, AFM compliant
checklist, manufacturer’s recommendations for training maneuvers, and all provisions
of this report.
11. ALTERNATE MEANS OF COMPLIANCE
11.1 Approval Level and Approval Criteria. Alternate
means of compliance to the requirements of this report must be approved by the
FSB. If alternate means of compliance is sought, operators must show that the
proposed alternate means provides an equivalent level of safety to the provisions
of
AC 120-53 (as amended), and this FSB report. Analysis, demonstrations, proof
of concept testing, differences documentation, or other evidence may be required.
11.2 Equivalent Safety. Significant restrictions
may apply in the event alternate compliance is sought, and the reporting requirements
may be increased to ensure equivalent safety. FAA will generally not consider
relief through alternate compliance unless sufficient lead-time has been planned
by an operator to allow for any necessary testing and evaluation.
11.3 Interim Programs. In the event of clearly unforeseen
circumstances in which it is not possible for an operator to comply with provisions
of this report, the operator may seek interim program approval rather than a
permanent, alternate compliance method. Financial arrangements, scheduling adjustments,
and other such reasons are considered “unforeseen circumstances” for the purposes
of this provision. Interim program approvals must be approved by the FSB Chair.
