FA90X (Dassault Falcon 900EX EASy, Falcon 900DX, Falcon 900LX EASy)
OPERATIONAL EVALUATION BOARD (OEB) REPORT
(Dassault Falcon 900EX EASy, Falcon 900DX, Falcon 900LX EASy)
Report Prepared and Submitted by:
Chairman, Dassault FA90X (Falcon 900EX EASy, Falcon 900DX, Falcon 900LX EASy)
Operational Evaluation Board
Transport Canada Civil Aviation
Commercial & Business Aviation
700 Leigh Capreol
Dorval (QC) H4Y 1G7
Telephone: (514) 633-2912
Fax: (514) 633-3697
Program Manager, Flight Technical
Transport Canada, Safety and Security
Certification and Operational Standards
Place de Ville, Tower C, 330 Sparks Street
Ottawa, ON K1A 0N8
Telephone: (613) 993-4692
Fax: (613) 954-1602
Chief, Certification & Operational Standards
Transport Canada, Civil Aviation
PART I OEB REPORT
1. EXECUTIVE SUMMARY
2. PURPOSE AND APPLICABILITY
5. PILOT "TYPE RATING" REQUIREMENTS
6. MASTER COMMON REQUIREMENTS (MCRS)
7. MASTER DIFFERENCE REQUIREMENTS (MDRS)
8. ACCEPTABLE "OPERATOR DIFFERENCE REQUIREMENTS" (ODR) TABLES
9. OEB SPECIFICATIONS FOR TRAINING
10. OEB SPECIFICATIONS FOR CHECKING
11. OEB SPECIFICATIONS FOR LINE INDOCTRINATION
12. OEB SPECIFICATIONS FOR CURRENCY
13. AIRCRAFT COMPLIANCE CHECKLIST
14. OEB SPECIFICATIONS FOR DEVICES AND SIMULATORS
15. APPLICATION OF OEB REPORT
16. ALTERNATE MEANS OF COMPLIANCE TO THIS REPORT
APPENDIX 1 HEAD UP DISPLAY (HUD) QUALIFICATION PROGRAM
APPENDIX 2 ENHANCED FLIGHT VISION SYSTEM
APPENDIX 3 OPERATOR DIFFERENCE REQUIREMENTS (ODR) TABLES
REGULATORY COMPLIANCE CHECKLISTS
|Revision No.||Section||Page #||Date|
|Original||All||All||April 30, 2010|
In March 2009 Transport Canada Civil Aviation (TCCA) conducted an Operational
Evaluation (OE) of the Dassault Model Falcon 900EX EASy and 900LX EASy variants and reviewed the related Falcon 900DX variant. This OE was conducted as a TCCA validation of the operational evaluations conducted by EASA and the FAA for the purpose of establishing TCCA pilot type rating requirements and operational suitability for Canadian operations . TCCA had not participated in the original OE conducted by the manufacturer when the FA90X was introduced.
The Transport Canada Operational Evaluation was conducted in accordance with the procedures described in the Common Procedures Document (CPD) for Conducting Operational Evaluation Boards dated 10 June 2004.
Throughout this report the expression “FA90X” is made to designate Falcon 900EX EASy, Falcon 900DX,and Falcon 900LX EASy.
The primary purpose of this report is to specify Transport Canada master training, checking and currency requirements applicable to crews operating the FA90X aeroplane. This report will help commercial air operators in the development of training programs and POIs in the approval of operator training programs pursuant to Canadian Aviation Regulations Part VII Subpart 4 (CAR 704). Provisions of this report are effective until amended, superseded, or withdrawn by subsequent operational evaluation determinations.
This report does not address the operation of this aircraft under CAR 604/CBAA POC.
Relevant acronyms are defined as follows:
|AARTF||Certification and Operational Standards division of the TCCA Standards Branch|
|ADI||Attitude Director Indicator|
|AFCS||Automatic Flight Control System|
|AFM||Aircraft Flight Manual|
|AGM||Advanced Graphic Modules|
|C&BA||Commercial and Business Aviation|
|CAR||Canadian Aviation Regulation|
|CASS||Commercial Air Service Standards|
|CAP||Canada Air Pilot|
|CASS||Commercial Air Service Standard|
|CBAA||Canadian Business Aircraft Association|
|CBAAC||Commercial and Business Aviation Advisory Circular|
|CCD||Cursor Control Device|
|CCW||Counter Clock Wise|
Crew Operational Documentation for Dassault Aviation EASy;
Airplane description DGT91832
Crew Operational Documentation for Dassault Aviation EASy;
Operation Manual DGT84973
Crew Operational Documentation for Dassault Aviation EASy;
QRH 1 DGT92995 and QRH 2 DGT92996
|CMC||Centralized Maintenance Computer|
|CPD||Common Procedures Document for Conducting OperationalEvaluation Boards, 10 June 2004.|
|CRT||Cathode ray tubes|
|EASA||European Aviation Safety Agency|
|EASy||Enhanced Avionics System|
|ECL||Electronic Check List|
|EDM||Emergency Descent Manoeuvre|
|EFIS||Electronic Flight Information system|
|EGPWS||Enhanced Ground Proximity Warning System|
|EICAS||Engine Indicating and Crew Alerting System|
|EFVS||Enhanced Flight Vision System|
|FA90X||Falcon 900EX EASy, Falcon 900DX,and Falcon 900LX EASy FAA|
|FAR||Federal Aviation Regulation|
|FCOM||Flight Crew Operating Manual|
|FFS||Full Flight Simulator|
|FGS||Flight Guidance System|
|FMS||Flight Management System|
|FPS||Flight Path Symbol|
|FSB||Flight Standardization Board (FAA)|
|FTD||Flight Training Device|
|GPWS||Ground Proximity Warning System|
|HGS||Head Up Guidance System|
|HUD||Head Up Display|
|I-NAV||Integrated Navigation Display|
|IOE||Initial Operating Experience|
|IRS||Inertial Reference System|
|JAA||Joint Aviation Authorities|
|JOEB||Joint Operational Evaluation Board|
|LCD||Liquid crystal displays|
|LOFT||Line-oriented flying training|
|MCR||Master Common Requirements|
|MAU||Modular Avionics Units|
|MCDU||Multi-Function Control Display Units|
|MDA||Minimum Descent Altitude|
|MDU||Multi-functions Display Units|
|MLW||Maximum Landing Weight|
|MMEL||Master Minimum Equipment List|
|NADP||Noise Abatement Departure Procedure|
|NSEP||National Simulator Evaluation Program|
|ODR||Operator Differences Requirements|
|OEB||Operational Evaluation Board|
|ORI||Operational Review Item|
|PAODB||Person Assigned Onboard Duties|
|PDU||Primary Display Unit|
|PFD||Primary Flight Display|
|POC||Private Operator Certificate|
|POI||Principal Operations Inspectors|
|PPC||Pilot Proficiency Check|
|RFMU||Radio Frequency Management Unit|
|QRH||Quick Reference Handbook|
|SFD||Secondary Flight Display|
|SID||Standard Instrument Departure|
|SLD||Super cooled liquid droplet|
|STAR||Standard Terminal Arrival|
|SVS||Synthetic Vision System|
|TCAS||Traffic Alert and Collision Avoidance System|
|TCCA||Transport Canada Civil Aviation|
|TCDS||Type Certificate Data Sheet|
|TNT||Terrain and Traffic|
|TRTO||Type Rating Training Organization|
|VGS||Visual Guidance System|
|WOW||Weight on Wheels|
Transport Canada (TCCA) Type Certificate Data Sheet (TCDS) A-136 includes the Dassault Falcon 900EX, 900EX EASy and 900DX models.
The Falcon 900EX EASy is a Falcon 900EX with modifications to provide new concept avionics called the EASy Step configuration or simply EASy. The EASy concept has been certified in three Steps on the Falcon 900EX EASy: Step 1, Step 2, and Step 3. Each EASy Step has upgraded and improved the avionics. All Falcon 900EX EASy configurations have been retrofitted into Step 3. There are no more Falcon 900EX EASy aerplanes with Step 1 or Step 2.
The model Falcon 900DX is a commercial designation for Falcon 900EX aeroplanes on which the modification number M3083, M3876, M3755, M5046 and M2823 are installed at production to the EASy step configuration. The Falcon 900DX also incorporates modification M4000, which concerns the fuel system. The M4000 modification includes: Removal of rear fuel tank, and Fuel capacity of 18,830 lbs (range 4,100 Nm, with Maximum Ramp Weight of 46,900 lb) instead of 21,000 lbs for the Falcon 900EX EASy (range 4,500 Nm, with Maximum Ramp Weight of 49,200 lb). The Falcon 900DX has been certified directly with EASy Step 3. The Falcon 900DX and Falcon 900EX EASy have the same EASy avionics systems. The airframe and other features of the 900EX EASy and 900DX are the same as the Falcon 900EX.
The Model Falcon 900LX EASy is a Model Falcon 900EX EASy with winglets (range 4,800 Nm, with Maximum Ramp Weight of 49,200 lb). The Falcon 900LX EASy is not referenced on TCDS A-136.
The FA90X (Falcon 900EX EASy, Falcon 900DX and Falcon 900LX EASy) have a different type rating than previous Falcon 900 models, considering the entirely new avionics concept. Dassault Aviation has not yet considered any cross-qualification (or pilot training commonality) from other existing types of Falcons such as the Falcon 900EX towards the FA90X (Falcon 900EX EASy, Falcon 900DX and Falcon 900LX EASy). This operational evaluation is therefore based on a Falcon 900EX EASy with differences to models Falcon 900DX and Falcon 900LX EASy.
The operational evaluation including training, was conducted at the CAE SimuFlite North East Training Center, Morristown New Jersey. No Flight training was conducted but an Evaluation of the Pilot initial type rating training course with HUD was completed with a Falcon 900EX EASy Level D Full Flight Simulator (TC ID #165).
During the period March 19 through April 11, 2009 the OEB Chairman completed:
Pilot initial type rating training course with HUD for the Falcon 900EX EASy
Twelve days of instructor-led Falcon 900EX EASy ground school with
differences on Falcon 900DX and 900LX EASy and HUD Training;
- 25.0 H of Level D Full Flight Simulator of the Falcon 900EX EASy (TC ID #165) and HUD Training with a Pilot Proficiency Check (PPC) at the end.
The OEB did not conduct any Operational Suitability Flights, nor submit any Operational Review Items (ORI’s) to Dassault because the scope of the TCCA operational evaluation was the validation of the EASA and FAA operational evaluations of the FA90X aeroplane.
The OEB is responsible for conducting future evaluations of the FA90X aeroplanes and related models. Re-evaluation may be required if a new derivative is produced or significant hardware or software modifications are made to existing production Falcon FA90X aeroplanes and related models. OEB activity may also be required when new systems such as EFVS or SVS are introduced. The Board will then determine the associated impact on training, checking and currency and will amend this report accordingly.
The Operational Evaluation Board (OEB) has determined that Falcon 900 aircraft with the Honeywell Epic "EASy" cockpit have a different pilot type rating than previous models. In accordance with the provisions of Canadian Aviation Regulation CARs 401.06 the pilot type rating for the Dassault Model Falcon 900EX EASy, Falcon 900DX and Falcon 900LX EASy aeroplanes is designated FA90X.
The Canadian Type Certificate Data Sheet (A-136) for the FA90X specifies the needs for One Pilot and One Co-pilot. The issuance of a type rating would require a completion of a program of ground school instruction and flight training on the aeroplane type, and Pilot Proficiency Check for Commercial Operations in accordance with CARs Standards 421.40(3)(a).
The Master Common Requirements specify those items of crew qualification that apply to FA90X variants.
For all the limitations, refer to Airplane Flight Manual and/or CODDE 2 manual,
with special attention on the limitations of the Flight Director, Auto Throttle and Autopilot
in Take Off, Approaches, Circling Approaches and Landing.
The use of EPIC (from Honeywell) and the EASy system developed by Dassault Aviation requires a strict adherence of the code of colours (refer to CODDE 1). The code of colours are included in OEB report with a code number and associated colour as follows:
Red is associated with short term danger and an emergency, such as fire, loss of attitude, airspeed or altitude information, loss guidance cues or autopilot disengagement. Red is also relevant to flight conditions or systems status that are abnormal and immediate flight crew action is required
Amber is associated with abnormal conditions and aims at alerting the flightcrew. Flightcrew attention is required even if no immediate action is necessary. Amber may be the result of either a failure or a direct crew error. It is also used to indicate that a protection device is not working properly; such as stall protection ,automatic slat extension or automatic airbrakes retraction. Amber also serves as a pre-alerting mode when raw information may be not presented (i.e. Cabin Altitude to be checked).
Magenta indicates an active target (i.e. What the system is closing the loop on)
Green is a system-computed data. It depicts a system current or active data.
Cyan indicates what is about to happen. As such cyan means an armed mode, pending modification and also mean “about to become a problem” eg.TCAS proximate traffic.
White is a default colour; Everything which cannot justify another colour will be displayed in white. It is used for all labels on controllers or in windows, pilot selected or overridden data (to, differentiate them from system data).
Grey is a neutral background colour. It is used to delimit sectors, areas and when used as a background for a character string, it means that this parameter is neither selectable nor modifiable.In the case of a synoptic display, grey is used to depict an element, which does not participate in the process.
Blue is the control feedback for a crew normal selection in the overhead panel. It is also used in the flight plan way points list to highlight the row, where the CCD is pointing at.
Brown depicts the earth in the ADI (including stand-by instrument) in the altitude tape and in the INAV regular terrain. In this latter different levels of brown are used to render the terrain altitude.
Yellow is a legacy colour used for the aeroplane symbol in the ADI, terrain alerts in I-NAV and TNT window and Wx symbology.
Black is the default background colour or string colour for reverse video. In case of a parameter that is black boxed, it means that the parameter is selectable or modifiable.
6.3 Aural warnings
Fault aural warnings include:
- EGPWS messages
- TCAS messages
Refer to CODDE 2 and / or CODDE 3.
6.4 Aircraft approach and circling category
All air operators should comply with the Canada Air Pilot (CAP) and use an approach category appropriate to the speed of Vref. Air operators may be further restricted by their operations specifications for circling approaches.
6.5 Approach profiles
The FA90X is certified for Steep Approaches up to 6°. The FA90X is also certified for a 5.5° steep approach to London City airport. The associated procedure and pilot training for steep approach have not been assessed by this OEB.
6.6 Normal "Final Landing Flap Setting"
The normal "final landing flap setting" is "SF3".
6.7 Landing Minima Category
This operational evaluation is limited to Category I (CAT I) operations. The aircraft is certified for Category II (CAT II) and III (CAT III) approaches.
6.8 “No Flap Approach”.
Training and checking applicable to FA90X aircraft requires demonstration of “no flap”
approaches. Refer to sections 9.1.4, 9.4.1 and 10.1.2 of this report.
6.9 Abnormal and Emergency procedures
The Electronic Check-List (ECL) is the primary reference for the crew. The AFM, CODDE 3 and ECL should be updated simultaneously to ensure that there are no discrepancies between them. Any discrepancy that may exist due to the nature of the paper versus the electronic should be brought to the knowledge of the air operator.
6.10 Customization of Normal Checklists
The customization process for Normal Checklists within the ECL was evaluated by the OEB, and was found acceptable, provided air operators comply with the guidance provided by Dassault.
6.11 Special or unique requirements common to the FA90X
No other requirements are identified beyond those provided by CAR 704.
Level A differences are established between the Falcon 900EX EASy, Falcon 900DX and Falcon 900LX EASy variants for the purposes of training, checking, and currency, regardless of which variant is used as the base aircraft (See table below).
AIRPLANE TYPE RATING
|Falcon 900DX||Falcon 900LX EASy|
|Falcon 900EX EASy||---||A / A / A||A / A / A|
|Falcon 900DX||A / A / A||---||A / A / A|
|Falcon 900LX EASy||A / A / A||A / A / A||---|
The Difference Level Definitions (A/A/A etc.) are specified in accordance with the criteria contained in, Common Procedures Document for Operational Evaluation Board (OEB) FAA -JAA-TCCA where the first letter refers to training requirements, the second to checking requirements, and the third to currency requirements
9.1 Assumptions Regarding Previous Experience of Flight Crewmembers.
The provisions of Section 9 of this report apply to programs for flight crewmembers who are experienced in CAR 704 operations and multiengine transport category turbojet aircraft. For flight crewmembers not having this experience, additional requirements may be appropriate as determined by the POI and OEB.
The term "must" is used in this OEB report even though it is recognized that this report serves as a guidance document and provides only one acceptable means, but not necessarily the only means, of compliance with CAR 704 requirements. This terminology acknowledges the need for operators to fully comply with OEB report provisions, as a means of compliance with CAR 704. Partial or selective application of the provisions of this report does not constitute an acceptable means of compliance with CAR704 under TP 12993
9.1.2 Minimum Acceptable Training Requirements For Integrated FA90X
An acceptable ground training curriculum for a FA90X program is specified in 9.1.3. The Training program of the FA90X developed by Dassault already approved by EASA/JAA and FAA meets CASS 724.115(31). Reductions of the provisions of this report should not be made without coordination with the OEB. Less comprehensive programs will only be approved if equivalence can clearly be established or other special factors apply. Examples of special factors that may be considered by the OEB include such factors as allowing credit for previous applicable experience (i.e. air operators implementing fleets who have crews previously qualified) or increases in the quality or effectiveness of the training process (i.e. new types of training devices).
9.1.3 Academic Ground Training for the FA90X.
Ground training in the following subjects for the FA90X is required:
a) Aircraft General Description (Interior/Exterior)
b) Power plant
c) Aircraft Systems (e.g. Hydraulics, Electrical, Fuel, etc.)
d) Displays and Controls
e) Flight Path Symbol (FPS)
i) HUD (if installed)
j) EFVS (if installed)
k) Warnings and Cautions
l) Normal/Abnormal Procedures
l) Electronic Checklist
9.1.4 Flight Training for the FA90X
Flight Training should focus on the following events or manoeuvres:
a) Exterior Differences
b) Cockpit/Cabin Familiarization
c) Avionics Displays interpretation
d) Systems Tests and Checks
e) Flight Control Malfunctions
f) Displays and Controls
g) FMS/MKB and CCD use
h) Power Management Procedures
i) No Flap Landing Procedures
j) Normal Procedures
k) Circling approaches
k) HUD (if installed)
l) EFVS (if installed)
Minimum Acceptable Flight Training
The underlying objective in both flight and ground training is to train to proficiency and to meet the minimum training time requirements specified in CASS 724.115(31) Table 1. Air operators must ensure that their approved training programs requirements are meet when contracting their crew member training to another Training organization.
9.1.5 Take off Safety
Particular emphasis on certain take off safety related topics is appropriate during training.
This includes emphasis on the following:
- Meaning and proper use of V1
- Importance of prompt and correct execution of a rejected takeoff (RTO)
- Need to minimize exposure to high speed RTOs for minor difficulties unrelated to the ability of the aircraft to continue a safe take off
- Proper line-up and use of available runway
- Correct accountability for reduced braking friction
- Engine out performance requirements (CASS 724.108 schedule I).
Proper use of FPS. The FPS provides aeroplane trajectory indication; it is
now a primary flight parameter. The basic FD mode is now a PATH mode, instead of pitch as on previous aeroplanes.
9.1.6 Specialized Training
Special training is intended to improve basic crew understanding and confidence regarding aircraft handling qualities, options and procedures as these relate to design characteristics and limitations. This training should include the following:
Familiarization and training should be provided on procedures for recognizing, avoiding and escaping from severe weather situations, including low-altitude windshear as recommended by CBAAC 0236.
Traffic Alert and Avoidance System (TCAS)
Training should be provided as recommended by CBAAC 0098
Training should be provided as recommended in the CBAAC 0247.
Low Energy Awareness Training
Training should be provided per CBAAC 0141.
The FA90X cockpit features new displays and a new cockpit management.
The EASy philosophy is a graphical interface through modular avionics architecture. Situational awareness, aeroplane automation awareness and aeroplane system awareness may initially require increased attention by crewmembers if unfamiliar with new cockpit format. If an aeroplane instead of flight training device is used for training, it must be emphasized that as much training as possible should be accomplished in a static ground, "powered-up" aircraft to minimize any "heads down" distraction while the aircraft is in flight.
Use of normal and non-normal checklists should be addressed. Use of Check List Controller (CLC) and Multifunction Keyboard (MKB) with electronic checklist should to be stressed.
Long range / overwater flights.
Due to criticality of fuel computations, crews should be familiar with all aspects of fuel management to include normal and abnormal procedures and the manner in which fuel computations are made.
Hazardous weather and winter operations.
Proper precautions and procedures regarding hazardous weather/winter operations, which may be unique to FA90X aircraft should be addressed. For example, topics such as proper use of wing/tail de-ice, antiskid braking characteristics when stopping on slippery runways, use of procedures described in the windshear training aid, hazards associated with rejecting takeoffs near V1 on slippery runways, and other such topics, are appropriate for emphasis in training programs. Air operators and flight crews should be familiar with the airplane flight manual (CODDE 3) to advise flight crews about limitations on operating in icing conditions. Air operators who elect to operate in icing conditions with HP bleeds off should follow the CODDE 2 "Operation in icing conditions with HP OFF" procedure.
Reduced Vertical Separation Minimum (RVSM).
TCCA provides the authorization for operations within RVSM airspace by an Operations Specification (Ops Spec) to their Private Operator Certificate (POC) or Air Operator Certificate (AOC). CBAAC 0226, “Southern Domestic Reduced Separation Minimum and Reduced Vertical Separation Minimum Approval Process”, dated 2004.03.09 provides the applicable guidance and regulatory references for RVSM approval. The referenced guidance includes the FAA Advisory Circular 91-RVSM, “Interim Guidance Material on the Approval of Operators/Aircraft for RVSM Operations" which was adopted by ICAO for the use of all Member States (including Canada) in their authorization programs. Paragraphs 722.08 (2)(d), 723.08 (2)(d), 724.08 (2)(d) and 725.08 (2)(d) of the CASS make specific reference to this document, as well as ICAO NAT DOC 001 for RVSM standards.
Practices and procedures for RVSM operations should be standardized using guidelines referenced in CBAAC 0226 including FAA AC 91-RVSM.
Selected event training.
Selected event training is voluntary flight training in hazardous in-flight situations, which are not specifically identified in TCCA regulations, standards or guidance material Although there are many examples of selective event training, the training and recovery from unusual attitudes has received special attention from the U.S. National Transportation Safety Board (NTSB), the FAA and industry. In addressing these concerns, a consensus has been reached that the most valuable training would not necessarily be limited to unusual attitude recovery, but would also address recognition and containment that might lead to unusual attitudes.
The goal of upset recovery training is to increase the pilot’s ability to recognize and avoid situations that can lead to aeroplane upsets and improve the pilot’s ability to recover control of an aeroplane that has exceeded the normal flight regime. This can be accomplished by increasing awareness of potential upset situations and knowledge of flight dynamics and by application of this knowledge during simulator training sessions.
Although not required, it is highly recommended that each operator or flight training center develop an effective academic and practical upset simulator-training program. For those organizations that do not have or are in the process of creating a complete training program, the Airplane Upset Recovery Training Aid, developed by industry and published by The Boeing Company, or FAA Order 8400.10 (Air Transportation Operations Inspector’s Handbook) will readily provide the foundation for a through and efficient program.
Circling approaches and landing
The emphases is to hand fly circling procedures when the circling Minimum Descent Altitude (MDA) is below 1000 ft AGL. Refer to the AFM and/or CODDE 2 manual for minimum altitudes for autopilot use.
Training for FA90X "Seat Dependent" Tasks.
For CARs 704 operations, proper accomplishment of certain FA90X tasks, procedures, or manoeuvres require training of a crewmember for a particular crew position (e.g. captain, first officer, check airman, etc...). Thus training programs including those programs leading to airman certification for a type rating should recognize and address the necessary seat/position related tasks for the applicable crewmember.
The following FA90X tasks, procedures, or manoeuvres are considered to have seat dependent elements, and may need to be considered and addressed under CARs 704 training programs:
a) Use of nose wheel steering during taxi
b) Rejected takeoffs
c) Cat II/III operations including HUD and EFVS (if installed)
d) Crosswind takeoffs and landings
e) Engine inoperative takeoffs and landings
f) Emergency communications
g) Loss of all generators
h) Emergency descent
i) Operation on emergency power
9.2 Initial, Upgrade, or Transition Training.
9.2.1 Pilots: Initial, Transition and Upgrade Ground Training
Initial, transition or upgrade ground training for the FA90X is accomplished in accordance with CASS 724.115(31)(a) Table 1 & 2. Training program hours may be reduced as specified in the air operator’s approved Training program, but not in a manner or in areas that invalidate compliance with provisions of the MDR.
9.2.2 Pilots: Initial, Transition and Upgrade Flight Training
Initial, transition or upgrade flight training for FA90X is accomplished in accordance with CASS 724.115(31)(a) Table 1 & 2. Training program hours may be reduced as specified in the air operator’s approved Training program, but not in a manner or in areas that invalidate compliance with provisions of the MDR.
9.2.3 Crewmember Emergency Training
Crewmember emergency training in the FA90X should be conducted according to the CASS 724.115(12) and The AFM CODDE 3.
9.3 Differences Training
9.4 Recurrent Training
9.4.1 Recurrent Flight Training.
Annual recurrent training is accomplished in accordance with the air operators approved training program that meets the standards of CASS 724.115. Minimum Ground and Flight (Simulator) specified in CASS 724.115(31) Table 2 apply. Recurrent flight training also requires the appropriate manoeuvres and procedures as identified in the Air operator’s approved Training program and satisfactory completion of a Pilot Proficiency Check (PPC). The satisfactory completion of a PPC may be substituted for training in the first 12 mouths of the PPC.
Recurrent training requires the demonstration of “no flap” approaches.
9.5 Other Training.
9.5.1 Person Assigned On board Duty (PAOBD): Initial and transition ground training
When a PAOBD is assigned onboard the FA90X, training is required as per CARs 704.115 (2)(d). Initial and annual recurrent training must meet CASS 724.115 (30).
10.1.1 Checking Items.
Checking conducted shall be in accordance with CASS 724.108 schedule 1, as required.
10.1.2 Areas of emphasis.
The following areas of emphasis should be addressed during checks as necessary:
Proficiency with manual and automatic flight
Proficiency with manual and automatic flight in normal and non-normal situations must be demonstrated. For crews not experienced with AFCS, FMS and EFIS, emphasis is related to proper mode selection and use, crew coordination when performing mode or data changes, and interpretation of annunciations. For crews familiar with AFCS, FMS and EFIS, but not having recent experience with newer generation flight instruments; navigation, manual capture of altitudes, raw data approaches, tracking of VOR radials/NDB bearings using an RMI and other such systems or procedures may require additional practice or review in one or more of the above areas.
Controls and displays
Proper setup, selection, and use of those displays should be demonstrated, particularly during instrument approaches.
Communication Radio Management
Clear understanding and use of the communication radio display should be demonstrated. This will be particularly important when flight training device (FTD) and simulator training sessions may not fully simulate ATC.
"No Flap" Approaches
"No Flap" Approaches and landings for FA90X aircraft checking is required for the successful completion of an initial PPC for CARs Subparts 401and 704. Checking should be conducted in accordance with the provisions of paragraph 6.8. "No Flap" and "Hydraulic System Abnormal" approaches may be combined and should be addressed during training.
Outside visual scan
Proper outside visual scan without prolonged fixation on cockpit displays or controls should be consistently demonstrated.
Proper speed management and control application during rotation and flare.
Noise abatement procedures
When noise abatement procedures are used, proper performance of the alternate procedures should be addressed (Special Normal Procedure in CODDE3).
10.2 Proficiency checks administration
Proficiency checks are administered as designated in CASS 724.108 Schedule 1 for the FA90X. An Approved check Pilot or operationally qualified TC Safety Inspector must administer these checks.
Line indoctrination as specified by the CAR 704 applies.
Currency is considered to be common for the FA90X aeroplane. Currency will be maintained, or re- established, in accordance with CASS 724.115 through the approved air operator training program.
Any air operator wishing to operate the FA90X aircraft will have to demonstrate to Transport Canada that the aircraft fully complies with all applicable CAR 605/704 parts before that aircraft enters service. A sample compliance checklist is included in Appendix 4 of this report.
Device and simulator characteristics are designated in Aeroplane and Rotorcraft Simulator Manual (TP 9685). The acceptability of differences between devices, simulators, and aircraft must be addressed by the POI. Requests for device approval should be made to the POI. The POI may approve those devices for that air operator if their characteristics clearly meet the established TCCA criteria and have been qualified by the National Simulator Evaluation Program (NSEP).
All relevant parts of this report (i.e., Type Rating Designation, training and checking, etc) are applicable to air operators of the FA90X on the effective date of this report.
The OEB team leader or the Transport Canada Standards Branch (AARTF) should be consulted by the POI when alternate means of compliance, other than those specified in this report, are proposed. If an alternate means of compliance is sought, operators will be required to submit a proposed alternate means for approval that provides an equivalent level of safety to the provisions CARs and this OEB report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other evidence may be required.
In the event that alternate compliance is sought, training program hour reductions, simulator approvals, and device approvals may be significantly limited and reporting requirements may be increased to ensure an equivalent level of training, checking, and currency. TCCA will generally not consider relief through alternate compliance means unless sufficient lead-time has been planned by an air operator to allow for any necessary evaluation.
- Common Procedures Document (CPD) for Conducting Operational Evaluation Boards dated 10 June 2004;
- Transport Canada Commercial and Business Aviation Advisory Circular (CBAAC) No. 0098; 0141; 0226; 0236 & 0247.
- European Safety Agency, Falcon 900EX EASy and Falcon 900DX Report dated January 05, 2009, Revision 7.
- FAA Flight Standardization Board Report, DA-EASy, dated October 21, 2009, Revision 2.
Pilot Guide Dassault Falcon 2000DX/EX EASy and 900DX/EX EASy Aircraft HGS
Other documents kept on file are as follows:
Falcon FA90X Master Minimum Equipment List
Falcon FA90X Operational Manuals
Falcon FA90X Training syllabus of OEB members
Falcon FA90X Aircraft Flight Manual
A HUD is s an option on FA90X. The FA90X is equipped with a Rockwell Collins HGS Model 4860. This HUD is certified for manual Cat I, and Cat II operations.
Note: For the purposes of this OE report, the term HUD and HGS may be used interchangeably.
The HUD pilot training requirements consist of those related to initial and recurrent ground and flight training. Unless covered concurrently during an initial or transition type rating course, a prerequisite to beginning this course of training is prior training, qualification and currency in the FA90X airplane. It should be noted that the program focuses principally upon training events flown in the left seat by the pilot-in-command (PIC). Nevertheless, first officer indoctrination and training is also essential.
The OEB has determined that each pilot in command of an aircraft equipped with a HUD system shall receive a minimum of 4 hours of ground school training followed by a minimum of 4 hours of simulator training in the left seat of a level 'C', with a daylight visual display, or level 'D' simulator
1. Initial Ground Training:
For all operators, the initial ground-training program should include the following elements:
1.1 Classroom instruction covering HUD operational
HUD operational concepts, crew duties and responsibilities and operational procedures including preflight, normal and non-normal pilot activities. For air operators wishing credit for low visibility operations predicated on use of the HUD, information should be provided on the operational characteristics, capabilities, and limitations of the ground facilities (surface movement guidance control system) and airborne CAT II system. Air operator policies and procedures concerning low visibility operations should include a reporting process, MEL issues, operation following a missed approach, IOE and currency requirements.
1.2 Classroom instruction (or Computer Based Training - (CBT)) on the HUD symbology
Instruction on HUD symbology set and it’s inter-relationship with airplane aerodynamics, inertial factors and environmental conditions.
1.3 HUD pilot training manual or equivalent material
Training in a HUD pilot manual or equivalent material in the Operations Manual which explains all modes of operation, the use of various HUD controls, clear descriptions of HUD symbology including limit conditions and failures, and incorporating a crew procedures guide clearly delineating pilot-flying (PF) and pilot-not-flying (PNF) duties, responsibilities and procedural call-outs and responses during all phases of flight during which HUD operations are anticipated. Emphasis on the availability and limitations of visual cures encountered on approach both before and after DH. This would include:
- Procedures for unexpected deterioration of conditions to less than minimum RVR encountered during approach, flare and rollout
- Demonstration of expected visual references with weather at minimum conditions
- Expected sequence of visual cues during an approach in which visibility is at or above landing minima.
1.4 Graphical display
A graphical display demonstrating all modes of operation complete with sound. For operators wishing credit for low visibility operations predicated on use of the HUD, this should include narrative descriptions and several low weather approach demonstrations with procedural call-outs and responses. All critical procedural call-out possibilities should be covered.
1.5 HUD use as a CAT II landing system
If the HUD is used as a Cat II landing system, emphasis on the need for rigorous crew discipline, coordination and adherence to procedural guidelines as is required for other CAT II landing systems.
2. Initial Flight Training:
Unless integrated with initial or transition type rating training, flight training dedicated to HUD familiarization and proficiency is in addition to other required elements. Initial flight training should be conducted in accordance with the applicable provisions of CASS 724.115. Flight training dedicated to HUD familiarization and proficiency is in addition to other required elements. When a simulator is used, only TCCA approved FA90X simulators with both a visual and Heads Up Guidance System installed may be used. For flight simulator training, all required approaches should be flown from no closer than the final approach fix (FAF) for instrument approaches and from no closer than approximately 1000 feet AGL (3 - 4 NM) to the runway threshold for visual approaches.
The following flight-training program is generic in nature and should not be construed to dictate what the flight course of instruction must consist of. Each operator has his own unique requirements, route structure, fleet composition and operations policies to consider in developing their training program. Therefore, what follows might be considered as a guide to an operator who is tailoring a HUD training program to fit his own needs.
2.1 Air work
Air work should include:
- Straight and level flight, accelerations and decelerations
- Normal and steep turns, climbs and descents
- Approach to stall and recovery and unusual attitudes
- Vectors to intercept and track selected VOR courses
Note: Emphasis should be placed on HUD unique symbology, i.e., flight path, flight path acceleration, airspeed error tape, AOA limit bracket, and excessive pitch attitude inidications (chevrons). When this training is complete, the trainee should have a thorough understanding of the relationship between aircraft flight path parameters and the HUD symbology.
2.2 Visual Approaches (VMC mode)
- Perform one approach showing deviations above and below glide slope for symbology/runway relationship
- Straight-in landings, with no wind, and repeat with 10 kts cross wind and at night
- Circling approaches and landing with 10 kts crosswind
Note: It is desirable to fly half of these approaches at different airports that have dissimilar approach and runway lighting systems. Special emphasis should be placed on optimizing circling approach techniques and procedures. Approaches with the aircraft in a non-normal flap configuration should be included.
2.3 Instrument Approaches:
2.3.1 For all operators.
- Perform a CAT I approach to 200 foot DH, 2400 RVR, wind calm
- Demonstrate failures and incorrect settings on approach, i.e., miss set runway elevation, airspeed, selected course, etc.
- Illustrate unique characteristics of symbology in wind shear conditions, i.e., erratic wind speed and direction, flight path, flight path acceleration and speed error, etc.
- Non-precision approach, VOR approach, 600-2, 15 knot crosswind
2.3.2 For operators wishing credit for low visibility operations predicated on use of the HUD.
- Perform a CAT II approach to 100 foot DH, 1200 RVR, 5 - 10 kts crosswind
Note: Several of the instrument approaches should include a variety of ground and airborne system failures requiring pilot recognition and appropriate procedural actions. Demonstrated system/component failures could include flap asymmetry problems, engine out operations, HGS sensor failures, etc. Demonstration how HUD failure modes can reduce precision and increase pilot workload unless PF/PNF duties and responsibilities are clearly delineated and understood.
- Normal takeoff, clear and calm, repeated with gusty winds
- Takeoff, 600 foot RVR, 5 knot crosswind
- Takeoff, 600 foot RVR, 5 knot crosswind, engine failure prior to V1
- Takeoff, 600 foot RVR, 5 knot crosswind, engine failure after V1
- Takeoff with HGS failure, 600 foot RVR
3. Checking Requirements
Checking requires a pilot proficiency check conducted in a level 'C' simulator, with a daylight visual display, in a level 'D' simulator, or on a HUD equipped aircraft. The pilot proficiency check will include at least one takeoff and departure procedure and one instrument approach and landing utilizing the HUD. The pilot proficiency check will also include a minimum of one takeoff or missed approach and one instrument approach without utilizing the HUD. This is to ensure proficiency without the use of the HUD. This check can be accomplished concurrently with a pilot proficiency check under CASS 724.108 Schedule 1.
4. Currency Requirements
Air operators using the HUD for low visibility operations must have annual recurrent training and proficiency checks. The following low visibility operations should be performed in addition to regular requirements:
- Approach and landing, 600 foot RVR, 10 knot crosswind
- Approach, 600 foot RVR, 10 knot crosswind, light turbulence with missed approach
- Takeoff, 600 foot RVR, engine failure either before or after V1 (for HUD systems certified for lower than standard takeoff)
Selected ground training subjects should be reviewed annually.
Any Canadian operator wishing to operate the FA90X aeroplane will have to demonstrate to Transport Canada that the aircraft fully complies with all applicable CAR 605/704 parts prior to that aircraft entering service. This checklist may be used by operators to show compliance with those items listed in it.
|* CAR 605 – Aircraft Requirements *|
|605.03||Flight Authority||Not applicable|
Availability of Aircraft Flight Manual
||All flight manuals & supplements are provided at delivery.||Complies|
Markings and Placards
No take-off without proper markings or placards installed
Aircraft will be delivered with the appropriate markings and placards as required by the certification basis.
(See TCDS T00008WI)
|605.06||Aircraft Equipment Standards and Serviceability||Not applicable||Operator responsibility|
Aircraft Requirements General – Minimum equipment List
||An approved MMEL is available for each delivered aircraft.||Operator responsibility|
|605.08||Aircraft Requirements General- Unserviceable and removed equipment –general||Not applicable||Operator responsibility|
Aircraft Requirements General- Unserviceable and removed equipment –aircraft with a minimum equipment list
||An approved MMEL is available for each delivered aircraft||Operator responsibility|
Aircraft Requirements General- Unserviceable and removed equipment –aircraft without a minimum equipment list
||An approved MMEL is available for each delivered aircraft||Operator responsibility|
Power driven aircraft – Day VFR
No take-off unless
Aircraft included the required equipment for Day VFR
g. Not applicable
i. (i-iv) Not applicable
|Aircraft Complies except where noted|
Power driven aircraft – VFR OTT
||Aircraft includes the required equipment for VFR OTT||Aircraft Complies|
Power driven aircraft – Night VFR
Aircraft includes the required equipment for Night VFR
e. Not applicable
h. Not applicable
|Aircraft complies except where noted|
Use of Position and Anti-collision Lights
||Position and Anti-collision lights are included in the aircraft||Operator responsibility|
Power driven aircraft – IFR
No take-off unless
|Aircraft complies to requirements of Power driven aircraft-IFR||Aircraft Complies|
|605.19||Balloons – Day VFR||Not applicable|
|605.20||Balloons – Night VFR||Not applicable|
|605.21||Gliders – Day VFR||Not applicable|
Aircraft equipment requirements – seat and safety belt requirements
||Operator responsibility to ensure that an approved seat/safety belt is provided for each passenger. Standard A/C configuration baseline is furnished with two approved flight crew belts (TSO C-22g) and approved shoulder harnesses (TSO C-114)||Operator responsibility|
|605.23||Restraint system requirements||Not Applicable|
Shoulder harness requirements
|605.25||General use of safety belts and restraint systems||Not applicable||Operator responsibility|
|605.26||Use of passenger safety belts and restraint systems.||Not applicable||Operator responsibility|
|605.27||Use of crew member safety belts||Not applicable||Operator responsibility|
|605.28||Child restraint system||Not applicable||Operator responsibility|
Flight control locks
No usage unless
|The primary flight control systems on the standard aircraft complies. The on-ground gust locking of the control surfaces is accomplished by installing an adjustable nylon strap connecting the pilot's right-hand rudder pedal to the control wheel. This strap is not an integral part of the flight control systems. The presence and, in turn, engagement of the gust lock is unmistakable by the flight crew as it resides in their direct line of interface with the control column and rudder pedals. It is not possible to taxi or to move any of the primary flight controls without first removing the gust lock. Engagement of the gust lock thus requires intentional effort by the flight crew.||Aircraft Complies|
De-icing or icing conditions
No take-off where icing conditions unless
|A/C approved to operate in icing conditions. (Ref AFM)||Operator responsibility|
Oxygen equipment and supply
1. Not applicable
2. A/C complies
|Operator responsibility to demonstrate compliance to this requirement.|
Use of oxygen
||A/C complies||Operator responsibility to address passenger requirements.|
Flight Data recorder and cockpit voice recorder
Not Applicable – Aircraft configured to a maximum of 8 passengers.
1) FDR is available as an option per Modsum 060T000109.
2) An approved Cockpit Voice Recorder is included in the 60XR baseline configuration.
A 2 hour Cockpit Voice Recorder is available as an option per Modsum 060T000315.
Use of flight data recorders and cockpit voice recorders
1a) FDR is available as an option per Modsum 060T000109.
1b) The CVR is powered from Right DC Bus 1.
2.-5. Operator responsibility
Transponder and Automatic Pressure-altitude reporting equipment
1) Transponders certified to TSO C112 are included in the standard aircraft.
2.-3. Operator responsibility
Altitude Alerting system or Device
1. Altitude Alerting function is performed by the ADC’s and aural and visual warnings (EFIS) are provided.
2. Operator responsibility
Ground Proximity warning system
A/C Complies. An approved GPWS is available.
1. Not applicable
A/C Complies. An ELT is provided.
3. a,b Not applicable
|605.39||Use of ELT’s||Not applicable||Operator responsibility|
|605.40||ELT Activation||Not applicable||Operator responsibility|
Third Attitude Indicator
||A standby attitude indicator is provided as part of A/C configuration.||Aircraft Complies|
|605.42 – 605.83||[ reserved ]||Noted|
Aircraft Maintenance – General
||Manuals provided with A/C||Complies|
|605.85||Maintenance Release and Elementary Work||Not applicable||Operator responsibility|
||Manuals provided with A/C||Complies|
|605.87||Transfer of aeronautical products between maintenance schedules||Not applicable||Operator responsibility|
Inspection after Abnormal Occurrences
||Unscheduled maintenance tasks are provided in the Aircraft Maintenance manual||Operator responsibility|
|605.89 – 605.91||[ reserved ]||Noted|
|605.92||Requirement to keep technical records||Not applicable||Operator responsibility|
|605.93||Technical records||Not applicable||Operator responsibility|
|605.94||Journey Log requirements||Not applicable||Operator responsibility|
|605.95||Journey Log – Carrying on Board||Not applicable||Operator responsibility|
|605.96||Requirements for Technical records other than a journey log||Not applicable||Operator responsibility|
|605.97||Transfer of records||Not applicable||Operator responsibility|
|605.98 – 605.110||[ reserved ]||Noted|
|* CAR 704 – Aircraft Requirements *|
General – Application
(a) a multi-engined aeroplane that has a MCTOW of 8 618 kg (19,000 pounds) or less and a seating configuration, excluding pilot seats, of 10 to 19 inclusive;
(b) a turbo-jet-powered aeroplane that has a maximum zero fuel weight of 22 680 kg (50,000 pounds) or less and for which a Canadian type certificate has been issued authorizing the transport of not more than 19 passengers;
(b.1) a multi-engined helicopter with a seating configuration, excluding pilot seats, of 10 to 19 inclusive, unless it is certified for operation with one pilot and operated under VFR; and
(c) any aircraft that is authorized by the Minister to be operated under this Subpart.
|704.02||Aircraft Operation||Not applicable||Operator responsibility|
|704.03 – 704.06||[reserved]||Noted|
|Issuance of amendment of approved air operator certificate||Not applicable||Operator responsibility|
|704.08||Content of air operator certificate||Not applicable||Operator responsibility|
|704.09||General conditions of air operator certificate||Not applicable||Operator responsibility|
|704.10 – 704.11||[reserved]||Noted||Operator responsibility|
|704.12||Flight operations – Operating instructions||Not applicable||Operator responsibility|
|704.13||General operational information||Not applicable||Operator responsibility|
|704.14||Scheduled Air Service Requirements||Not applicable||Operator responsibility|
|704.15||Operational Control System||Not applicable||Operator responsibility|
|704.16||Flight authorization||Not applicable||Operator responsibility|
|704.17||Operational flight plan||Not applicable||Operator responsibility|
Maintenance of aircraft
A/C has to be maintained in accordance to air operator’s maintenance control system
|Not applicable||Operator responsibility|
|704.19||Checklist||Not applicable||Operator responsibility|
|704.20||Fuel requirements||Not applicable||Operator responsibility|
|704.21||Admission to flight deck||Not applicable||Not applicable|
Simulation of emergency situations
No emergency simulation that could affect the A/C when passengers on board
|Not applicable||Operator responsibility|
|704.23||VFR Flight Obstacle Clearance||Not applicable||Operator responsibility|
|704.24||VFR Flight Minimum Flight Visibility - Uncontrolled Airspace||Not applicable||Operator responsibility|
|704.25||VFR flight weather conditions||Not applicable||Operator responsibility|
|704.26||Take off minima||Not applicable||Operator responsibility|
|704.27||No Alternate Aerodrome - IFR Flight||Not applicable||Operator responsibility|
|704.28||VFR OTT flight||Not applicable||Operator responsibility|
|704.29||Routes in uncontrolled airspace||Not applicable||Operator responsibility|
|704.31||Minimum altitudes and distances||Not applicable||Operator responsibility|
Weight and balance control
||Actual weight and balance information is provided at delivery for each aircraft. Weight and balance instructions are provided in the Aircraft manual.||Operator responsibility.|
|704.33||Apron and Cabin Safety Procedures||Not applicable||Operator responsibility|
|704.34||Briefing of passengers||Not applicable||Operator responsibility|
Safety features card
Air operator provide safety features card to each passenger
|Safety Cards provided||Operator responsibility|
Instrument Approach Procedures
||Operator responsibility||Operator responsibility|
Approach Bans-Non-precision, APV and CAT I Precision
||Operator responsibility||Operator responsibility|
|704.38 – 704.43||[ reserved ]||Noted|
Aircraft performance operating limitations – Exceptions
Person may operate A/C without complying with reqs of this Division if
704.46 to 704.50 shall be based on data set from flight manual
|704.46||Take-off weight limitations||Not applicable||Operator responsibility|
|704.47||Net Take-off Flight Path||Not applicable||Operator responsibility|
|704.48||Enroute limitations with one engine inoperative||Not applicable||Operator responsibility|
|704.49||Dispatch limitations landing at destination and alternate||Not applicable||Operator responsibility|
|704.50||Dispatch Limitations: Wet Runway Turbo Jet powered airplanes||Not applicable||Operator responsibility|
|704.51 – 704.61||[ reserved ]||Noted|
Division V – Aircraft equipment requirements: General requirements
2. Not applicable
Operation of Aircraft in Icing
||A/C is approved to operate in icing condition, reference AFM. In addition, an optional Ice Detection System is available per Modsum 060T000111.||Aircraft Complies|
Airborne Thunderstorm Detection and Weather Radar Equipment
No operation with passengers on board in IMC when thunderstorms unless the A/C equipped with thunderstorms detection or weather radar
Stormscope is available as an option per Modsum 060T000115 and meets TSO C110a.
Weather Radar is available as an option per Modsum 060T000114 and meets TSO C63c Class7.
|704.65||Additional Equipment for Single-Pilot operations||Not applicable|
Protective Breathing Equipment
|704.67||First aid oxygen||A/C complies|
Shoulder harness for the pilot seat and any seat beside
|A/C complies||Operator responsibility|
Pitot Heat Indication System
After June 30, 2008, no take-off when equipped w/flight instrument Pitot heating system unless also equipped w/Pitot heat indication system meeting requirements of section 525.1326 of Chapter 525-Transport Category Aeroplanes of the Airworthiness Manual
|Aircraft complies. The DA90X is equipped with pitot heat indication that complies with CAR 525.1326||Complies|
||A/C Complies||Operator responsibility|
|[ reserved ]||Noted|
Hand-held Fire Extinguisher
At least one hand-held fire extinguisher in passenger compartment
|A/C complies with 2 hand-held extinguisher||Operator responsibility|
Emergency equipment carried on board and inspected in accordance to the schedule
|A/C complies||Operator responsibility|
|704.85 – 704.105||[ reserved ]||Noted|
|704.106||Personnel requirements – Minimum crew||Not applicable||Operator responsibility|
|704.107||Designation of Pilot-in-command and second in command||Not applicable||Operator responsibility|
|704.108||Flight crew member responsibilities||Not applicable||Operator responsibility|
|704.109||Qualifications of Operational Control personnel||Not applicable||Operator responsibility|
|704.110||Check Authority||Not applicable||Operator responsibility|
|704.111||Validity period||Not applicable||Operator responsibility|
|704.112 – 704.114||[ reserved ]||Noted|
||Pilot training offered||Operator responsibility|
|704.116||Training – conditional approval of training||Not applicable||Operator responsibility|
|704.117||Training and Qualification Records||Not applicable||Operator responsibility|
|704.118||[ reserved ]||Noted|
|704.119||[ reserved ]||Noted|
|704.120||Requirements Relating to Company Operations Manual||Not applicable||Operator responsibility|
|704.121||Contents of Company Operations||Not applicable||Operator responsibility|
|704.122||Distribution of Company Operations||Not applicable||Operator responsibility|
Manual – Aircraft operating Manual
||Manuals are provided||Operator responsibility|
Standard Operating Procedures
||Manuals are provided||Operator responsibility|
|704.125 – 704.127||[ reserved ]||Noted|
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