Dassault F2THE (Falcon 2000 EX EASy, Falcon 2000DX, Falcon 2000 LX EASy)


Report Prepared and Submitted by:

Jean-Denis Haran

Chairman, Dassault F2THE (Falcon 2000 EX EASy, Falcon 2000DX, Falcon 2000 LX EASy )
Operational Evaluation Board

Transport Canada Civil Aviation
Commercial & Business Aviation
700 Leigh Capreol
Dorval (QC) H4Y 1G7

Telephone:  (514) 633-3561
Fax: (514) 633-3697
E-Mail: jeandenis.haran@tc.gc.ca

Roman Marushko
Program Manager, Flight Technical
Transport Canada, Safety and Security
Certification and Operational Standards
Standards Branch (AARTF)
Place de Ville, Tower C, 330 Sparks Street
Ottawa, ON K1A 0N8

Telephone:  (613) 993-4692
Fax: (613) 954-1602
E-Mail: roman.marushko@tc.gc.ca

Arlo, Speer
Chief, Certification & Operational Standards
Standards Branch
Transport Canada, Civil Aviation


Revision Record

Revision Record

Revision No. Original
Section All
Page # All
Date April 30, 2010



In April 2009 Transport Canada Civil Aviation (TCCA) conducted an operational evaluation (OE) of the Dassault Model Falcon 2000EX EASy and reviewed the related Falcon 2000LX EASy and Falcon 2000DX variants.  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 F2THE 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 document the expression “F2THE” is made to designate Falcon 2000EX EASy, Falcon 2000DX and Falcon 2000LX EASy.


The primary purpose of this report is to specify Transport Canada master training, checking and currency requirements applicable to crews operating the Dassault F2THE 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.  Provisions of this report are effective until amended, superseded, or withdrawn by subsequent operational evaluation determinations.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
AC Advisory Circular
ADI Attitude Director Indicator
AFCS Automatic Flight Control System
AFM Aircraft Flight Manual
AGM Advanced Graphic Modules
AP Autopilot
AT Auto throttle
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
CODDE 1 Crew Operational Documentation for Dassault Aviation EASy; Airplane description DGT91832
CODDE 2 Crew Operational Documentation for Dassault Aviation EASy; Operation Manual DGT84973
CODDE 3 Crew Operational Documentation for Dassault Aviation EASy; QRH 1 DGT92995 and QRH 2 DGT92996
CMC Centralized Maintenance Computer
CPD Common Procedures Document for Conducting Operational Evaluation Boards 10 June 2004.
CRT Cathode ray tubes
DC Display Controller
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
EVS Enhanced Vision System
F2THE Falcon 2000EX EASy, Falcon 2000DX and Falcon 2000LX EASy
FAA Federal Aviation Administration
FAR Federal Aviation Regulation


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
IRS Inertial Reference System
JAA Joint Aviation Authorities
JOEB Joint Operational Evaluation Board
LCD Liquid crystal displays
LOF Line-oriented flying
LOFT Line-oriented flying training
MCR Master Common Requirements
MAU Modular Avionics Units
MDA Minimum Descent Altitude
MCDU Multi-Function Control Display Units
MDU Multi-functions Display Units
MKB Multi-functions Keyboard
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
NADP Noise Abatement Departure Procedure
ND Navigation Display
NSEP National Simulator Evaluation Program
ODR Operator Differences Requirements
OE Operational Evaluation
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
VNAV Vertical Navigation
VPATH Vertical Path
WOW Weight on Wheels


Transport Canada (TCCA) Type Certificate Data Sheet (TCDS) A-249 includes the Dassault Falcon 2000EXEASy and Falcon 2000LX models as versions of the Falcon 2000EX.  Both are referred to as commercial designations of the Falcon 2000EX with various modifications incorporated.

The Falcon 20000EX EASy is a Falcon 2000EX 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 2000EX EASy: Step 1, Step 2, and Step 3.  Each EASy Step has upgraded and improved the avionics. All Falcon 2000EX EASy have been retrofitted into Step 3.  There are no more Falcon 2000EX EASy aeroplanes with Step 1 or Step 2. 

The model Falcon 2000DX is a commercial designation of the Falcon 2000EX airplanes on which the modification number M3000 (fuel tank reduction) and M3001 (fuel quantity management computer adaptation) have been applied. The Falcon Falcon 2000DX and 2000EX EASy have the same EASy avionics systems.  The Falcon 2000DX has been certified directly with EASy Step 3.  The Falcon 2000DX is not identified on TCDS A-249.

The Model Falcon 2000LX is a Falcon Model 2000EX EASy with winglets added to increase range capability (range 4,000 Nm, with a Maximum Ramp Weight of 42,400 lb).

The F2THE (Falcon 2000EX EASy, Falcon 2000DX and Falcon 2000LX) have a different type rating than previous Falcon 2000 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 2000EX towards the F2THE (Falcon 2000EX EASy, Falcon 2000DX and Falcon 2000LX).  This operational evaluation is therefore based on a Falcon 2000EX EASy with differences to models Falcon 2000DX and Falcon 2000LX.
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 on a Falcon 2000EX EASy Level D Full Flight Simulator (TC ID #88).

During the period April 16th 2009 through Mai 09th 2009 , the OEB Chairman completed:

  • Pilot initial type rating training course with HUD for the Falcon 2000EX EASy
  • Thirteen days of instructor-led Falcon 2000EX EASy ground school with
    differences on Falcon 2000DX  and Falcon 2000LX and HUD Training;
  • 25.0 H of Level D Full Flight Simulator of the Falcon 2000EX EASy (TC ID #88) and HUD Training with a Pilot proficiency evaluation equal to 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 F2THE aeroplane.

The OEB is responsible for conducting future evaluations of the F2THE 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 F2THE aeroplanes. OEB activity may also be required when new systems such as EVS 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 2000 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 2000EX EASY, Falcon 2000DX and Falcon 2000LXaeroplanes is designated F2THE.

The Canadian Type Certificate Data Sheet (A-249) for the F2THE 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 CASS 421.40(3)(a).


The Master Common Requirements specify those items of crew qualification that apply to F2THE variants.

6.2 Limitations

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, Approach, and  Landing.

6.2 Avionics

The use of EPIC (from Honeywell) and the EASy system developed by Dassault Aviation requires 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 Falcon 2000 EX EASy is certified for Steep Approaches up to 6.5° .
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 considered to be "SF3".

6.7 Landing Minima Category

This operational evaluation is limited to Category I operation’s. The aircraft is certified for Category II (CAT II) and Category III (CAT III) approaches.

6.8 “No Flap Approach”.
Training and checking applicable to F2THE 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 attention 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 F2THE

No other requirements are identified beyond those provided by CAR 704.


Level A differences are established between the Falcon 2000EX EASy, Falcon 2000DX and Falcon 2000LX variants for the purposes of training, checking, and currency, regardless of which variant is used as the base aircraft (See table below).

Falcon 2000EX EASy Falcon 2000DX Falcon 2000LX
Falcon 2000EX EASy --- A / A / A A / A / A
Falcon 2000DX A / A / A --- A / A / A
Falcon 2000LX A / A / A A / A / A ---




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.

9.1.1 Terminology.

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 F2THE          Program.

An acceptable ground training curriculum for a F2THE program is specified in 9.1.3. The Training program of the F2THE 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 F2THE.

  • Ground training in the following subjects for the F2THE is required:
  1. Aircraft General Description (Interior/Exterior)
  2. Power plant
  3. Aircraft Systems (e.g. Hydraulics, Electrical, Fuel, etc.)
  4. Displays and Controls
  5. Flight Path Symbol (FPS) (Honeywell ‘’epic’’ avionic system)
  6. FMS/MKB
  7. Limitations
  8. Performance
  9. HUD (if installed)
  10. EFVS (if installed)
  11. Warnings and Cautions
  12. Normal/Abnormal Procedures
  13. Electronic Checklist
  • Flight Training should focus on the following events or manoeuvres:
  1. Exterior Differences
  2. Cockpit/Cabin Familiarization
  3. Avionics Displays interpretation
  4. Systems Tests and Checks
  5. Flight Control Malfunctions
  6. Displays and Controls
  7. FMS/MKB and CCD use
  8. Power Management Procedures
  9. No Flap Landing Procedures
  10. Normal Procedures
  11. Circling approaches
  12. HUD (if installed)
  13. 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 times requirements specified in CASS 724.115(31) Table 1. Air air operators must ensure that their approved training programs requirements are meet when contracting theirs 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:

  1. Meaning and proper use of V1
  2. Importance of prompt and correct execution of a rejected takeoff (RTO)
  3. Need to minimize exposure to high speed RTOs for minor difficulties unrelated to the    ability of the aircraft to continue a safe take off
  4. Proper line-up and use of available runway
  5. Correct accountability for reduced braking friction
  6. Engine out performance requirements (CASS 724.108 schedule I).
  7. 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

Specialized 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:

  • Windshear training

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

  • Stall Recovery

Training should be provided as recommended in CBAAC 0247

  • Low Energy Awareness Training

Training shall be provided per CBAAC 0141

  • The F2THE 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. .

  • Electronic checklists.

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 F2THE aircraft should be addressed.For example, topics such as cross wind take off, proper use of wing/tail de-ice, antiskid braking characteristics when stopping on slippery runways, use of procedures described in the windshear training , 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 conditionsAir 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 autopilot is available for Circling when the Circling Minimum Descent Altitude is below 1000 ft AGL.  Refer to the AFM and/or CODDE 2 manual for minimum altitudes for autopilot use.

  • Training for F2THE "Seat Dependent" Tasks.

For CARs 704 operations, proper accomplishment of certain F2THE 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 F2THE tasks, procedures, or manoeuvres are considered to have seat dependent elements, and may need to be considered and addressed under CARs 704 training programs:

  1. Use of nose wheel steering during taxi
  2. Rejected takeoffs
  3. Cat II/III operations including HUD and EFVS (if installed)
  4. Crosswind takeoffs and landings
  5. Engine inoperative takeoffs and landings
  6. Emergency communications
  7. Loss of all generators
  8. Emergency descent
  9. 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 F2THE 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 F2THE 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 F2THE 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

Flight Attendants are not required on this aircraft.  A PAOBD can be used as per CASS 704.33 (3). Initial and transition ground training will be required as per CASS 704.115 (2) d).  Due to the configuration of the cabin several unique training problems need to be addressed :

a) Normal operations
b) Control and stowage of passenger's personal items
c) Familiarity with emergency exits
d) Use of emergency equipment (e.g. fire extinguishers, first aid kit, oxygen bottle, crew PBE and oxygen masks).

The contents of Initial and Annual training must meet CASS 724.115 (30).


10.1 General.

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 F2THE aeroplane 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.

  • Speed management

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 F2THE aeroplane.  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 F2THE. Currency will be maintained, or re-
 established, in accordance with CASS 724.115 through the approved air operator training  program.


Any Canadian air operator wishing to operate the F2THE aeroplane 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 checklist for guidance to a POI in determining an air operator’s compliance with all applicable provisions of CAR 605/704 is provided 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 TC criteria and have been qualified by the National Simulator Evaluation Program (NSEP).


All relevant parts of this report are applicable to air operators 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, air operators will be required to submit a proposed alternate means for approval that provides an equivalent level of safety to the provisions of the CPD 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 testing and evaluation.




  1. Common Procedures Document (CPD) for Conducting Operational Evaluation Boards dated 10 June 2004;
  2. FAA Flight Standardization Board Report, DA-2EASy dated 03-19/2008, Revision Two.
  3. 3.   European Aviation Safety Agency/Joint Aviation Authorities Operational Evaluation Board Report dated; Falcon 2000EX EASy, Falcon 2000DX; Revision 10, dated 15 July 2008.
    Other documents kept on file are as follows:

    Falcon F2THE Master Minimum Equipment List
    Falcon F2THE Operational Manuals
    Falcon F2THE Training syllabus of OEB members
    Falcon F2THE Aircraft Flight Manual


A HUD is an option on F2THE aeroplane. The F2THE 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 F2THE aeroplane.  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 F2THE simulators with both a visual and Heads Up Display 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.

2.3.3    Takeoff

  • 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 HUD 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 air operator wishing to operate the F2THE 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 the air operator to show compliance with those items listed in it.

CAR Amdt. Requirement Dassault Position Dassault
TCCA Finding
* CAR 605 – Aircraft Requirements *
1) a-b
2) a-d
2006/06/30 Application
  1. Applies to
    1. Canadian A/C
    2. Foreign A/C operated by Canadian citizens, residents or corporations.
  2. Apply to persons operating foreign A/C in Canada, other than (1)(b)
    1. Carry a flight authority
    2. Transponder and automatic pressure-altitude
    3. ELT
    4. Radio communication and radio navigation
2)  Not Applicable
Operator responsibility  
605.03   Flight Authority Not applicable    
  Availability of Aircraft Flight Manual
  1. If flight manual is required, the flight manual or operating manual must be available to the flight crew
  2. Flight manual or incorporated parts in A/C operating manual shall include all the amendments and supplementary material
All flight manuals & supplements are provided at delivery. Complies  
605.05   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
  1. Master minimum equipment list established by the Minister
  2. Supplement by Minister if issued by foreign state
  3. Approved by the Minister for each air operator
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  
1) a-b
  Aircraft Requirements General- Unserviceable and removed equipment –aircraft with a minimum equipment list
  1. No take-off unless
    1. Accordance with conditions in the min. equipment list
    2. Min. equipment list carried on board
  2. Airworthiness prevails on min. equipment list
An approved MMEL is available for each delivered aircraft Operator responsibility  
1) a-e
2) a-c

Aircraft Requirements General- Unserviceable and removed equipment –aircraft without a minimum equipment list

  1. No take-off where the equipment is required by
    1. Day or night VFR or IFR flight standards
    2. Equipment list published by the manufacturer
    3. Air operator certificate, private operator certificate, special flight operations cert., flight training unit cert.
    4. Airworthiness directive
    5. Regulations
  2. No take-off unless
    1. Unserviceable equipment isolated or secured
    2. Placards installed
    3. Journey log entry
An approved MMEL is available for each delivered aircraft Operator responsibility  
to 605.13
  Reserved   Noted  
  Power driven aircraft – Day VFR
No take-off unless
  1. Altimeter in uncontrolled airspace
  2. Sensitive altimeter adjustable for barometric pressure in controlled airspace
  3. Airspeed indicator
  4. Magnetic compass or magnetic direction indicator
  5. Tachometer
  6. Oil pressure indicator
  7. Coolant temperature indicator
  8. Oil temperature indicator
  9. Manifold pressure gauge
    1. Variable-pitch propeller
    2. N/A (helicopter)
    3. Supercharged engine
    4. Turbocharged engine
  10. Means for
    1. Fuel quantity
    2. Position of landing gear
  11. Radiocommunication system if A/C
    1. Class B, C, D airspace
    2. MF area
    3. ADIZ
  12. Radiocommunication system
  13. Radio navigation equipment for Class B airspace
  14. Radio navigation adequate to receive radio signals for Subpart 4 of this Part or Subpart 5 of Part VII
Aircraft included the required equipment for Day VFR
g.  Not applicable
i . ( i – iv)  Not applicable
Aircraft Complies except where noted  
1) a-i
  Power driven aircraft – VFR OTT
  1. No take-off unless
    1. Equipment in 605.14(c) to (j)
    2. Sensitive altimeter adjustable for barometric pressure
    3. Means of icing for airspeed indicator
    4. Gyroscopic direction indicator or stabilized magnetic direction indicator
    5. Attitude indicator
    6. Turn and slip indicator or turn coordinator
    7. Means of establishing direction not dependant on a magnetic source for Northern Domestic Airspace
    8. Radiocommunication
    9. Radio navigation
  2. With a 3rd attitude indicator 360o, turn and slip indicator can be replace with a slip-skid indicator
Aircraft includes the required equipment for VFR OTT Aircraft Complies  
1) a-k
4) a-d
  Power driven aircraft – Night VFR
  1. No take-off unless
    1. Equipment in 605.14 (c) to (n)
    2. Sensitive altimeter adjustable for barometric pressure
    3. Turn and slip indicator or turn coordinator
    4. Energy for all electrical and radio
    5. Spare fuses (>50%)
    6. Stabilized magnetic direction indicator or gyroscopic direction indicator if aerodrome is not visible
    7. Means of establishing direction not dependant on a magnetic source for Northern Domestic Airspace
    8. Radar reflectors if operated in controlled airspace
    9. Illumination for instruments
    10. Landing light if passengers
    11. Position and anti-collision lights if passenger
  2. With a 3rd attitude indicator 360o, turn and slip indicator can be replace with a slip-skid indicator
  3. No lights other than navigation light
  4. For Subpart 4 of this Part or Subpart 2 to 5 of Part VII, no operation unless
    1. Attitude indicator
    2. Vertical speed indicator
    3. Means of icing airspeed indicator
    4. Outside air temperature gauge
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
  1. No operation without position light and anti-collision light turned on
  2. Anti-collision can be turned off for safety interests
Position and Anti-collision lights are included in the aircraft Operator responsibility  
  Power driven aircraft – IFR
No take-off unless
  1. By day, equipment required in 605.16(a) to (h)
  2. By night, equipment required in 605.16(1)(a) to (k)
  3. Attitude indicator
  4. Vertical speed indicator
  5. Outside air temperature gauge
  6. Means of icing airspeed indicator
  7. Warning device or vacuum indicator showing the power available to gyroscopic instruments
  8. Alternative source of static pressure for altimeter, airspeed indicator and vertical speed indicator
  9. Radio communication
  10. Radio navigation and instrument display
    1. For destination aerodrome or other suitable landing
    2. For instrument approach or missed approach procedure, in IMC
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
  1. Safety belt for each person except infant
  2. (1) Not applicable for two persons safety belt A/C
  3. Latching device of the metal-to-metal type
Operator responsibility to ensure that an approved seat/safety belt is provided for each passenger.  ) Operator responsibility  
605.23   Restraint system requirements Not Applicable    
5) a-c
  Shoulder harness requirements
  1. All front seat or flight deck seat
  2. Flight attendant seat for transport category
  3. Forward or aft-facing seat
  4. N/A (helicopter)
  5. For each person when A/C is performing the following operations
    1. Aerobatic maneuvers
    2. N/A (helicopter)
    3. Aerial application, aerial inspection other than calibrating
  • Aircraft Complies
2.  Not applicable
4/ not applicable
5/ not applicable
Operator responsibility  
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
  1. Incapable of becoming engaged when A/C operated
  2. Unmistakable warning
  Aircraft Complies  
605.30 a-b   De-icing or icing conditions
No take-off where icing conditions unless
  1. A/C is equipped adequately
  2. Weather or pilot reports indicate that icing conditions no longer exist
Aicraft approved to operate in icing conditions.  (Ref AFM) Operator responsibility  
  Oxygen equipment and supply
  1. N/A (unpressurized aircraft)
  2. Sufficient oxygen units and supply for pressurized A/C, see requirements Table
1. Not applicable
2. aircraft complies
Operator responsibility to demonstrate compliance to this requirement.  
3) a-b
  Use of oxygen
  1. Cabin-pressure between 10,000 feet and 13,000 feet oxygen mask for crew members
  2. Cabin-pressure above13,000 feet oxygen mask for each person
  3. Oxygen mask for pilot
    1. Above flight level 250 without quick-donning mask
    2. Above flight level 410 with quick-donning mask
aircraft complies Operator responsibility to address passenger requirements.  
1) a-d
  Flight Data recorder and cockpit voice recorder
  1. Flight Data recorder needed for following multi-engined turbine-powered A/C witch
    1. TC authorizing 30 or fewer passenger, configured for 10 or more passengers seats
    2. TC authorizing 30 or fewer passenger, configured for 20 to 30 passengers seats
    3. TC authorizing more than 30 passenger
    4. TC authorizing cargo transport
  2. Cockpit voice recorder needed for multi-engined turbine-powered of six or more passengers seats and two pilots.
Aircraft complies
1) An approved FDR is included in the Falcon 2000 baseline configuration.
2) An approved Cockpit Voice Recorder is included in the Falcon 2000 baseline configuration.
Operator responsibility  
1) a-b
4) a-b
5) a-b

  Use of flight data recorders and cockpit voice recorders
  1. For A/C that required flight data recorder or cockpit voice recorder
    1. Flight data recorder operated from take-off to landing
    2. Cockpit voice recorder operated while electrical power is provided
  2. No person shall erase any communication
  3. In accordance with the minimum equipment list, A/C can be operate without serviceable flight data recorder and voice recorder
  4. If no min. equipment list, A/C can operate for 90 days without flight data recorder if
    1. Cockpit voice recorder is serviceable
    2. Technical records show the date of failure
  5. If no min. equipment list, A/C can operate for 90 days without cockpit voice recorder if
    1. Flight data recorder is serviceable
    2. Technical records shows the date of failure
1a) aircraft complies
1b) aircraft complies
2.-5. Operator responsibility
Operator responsibility  
2) a-b
3) a-c
  Transponder and Automatic Pressure-altitude reporting equipment
  1. In transponder airspace, transponder and automatic pressure-altitude reporting equipment is required
  2. A/C can be operated without if
    1. Accordance with min. equipment list
    2. If no min. equipment list, A/C can be operated
      1. To next aerodrome
      2. Accordance to air traffic, etc.
  3. Air traffic control unit may authorize operation without if
    1. ATCU provides air traffic control service
    2. ATCU received a request to operate
    3. Safety not affected
1) aircraft complies
2.-3. Operator responsibility
Operator responsibility  
2) a-b
  Altitude Alerting system or Device
  1. Required for take-off of turbo-jet-powered aeroplane
  2. May be operated without if
    1. Accordance with the min. equipment list
    2. If no min. equipment list
      1. To next place where the A/C can be equipped
      2. Flight test, pilot proficiency check, flight crew member training
      3. To next aerodrome where it can be repaired or replaced
1. Aircraft complies
2.  Operator responsibility
Operator responsibility  
  Ground Proximity warning system
  1. Required for turbo-jet-powered aeroplane with MCTOW >15 000kg and 10 or more passengers
  2. May be operated without if accordance to min. equipment list
  3. May be operated without for safety interests
1-aircraft complies
2- Operator responsibility
Operator responsibility  
3) a-h
4) a-b
  1. One or more ELTs required to operate A/C
  2. Quantity and type of ELTs defined in ELT Requirements table
  3. May be operated without if
    1. N/A (glider, balloon, etc.)
    2. Repealed
    3. Special agreement and serviceable radio transmitter that
      1. Approved by state
      2. Distinctive audio signal and designated frequencies
    4. Flight training
    5. Flight test
    6. Flight operations to manufacture, preparation or delivery
    7. Parachute
    8. Accordance with 605.39
  4. ELTs on 406 MHz must be registered with
    1. Canadian beacon Registry of the National Search and Rescue Secreteriat
    2. Authority of the country
1-Aircarft Complies. An ELT is provided.
3.a.b not applicable
Operator responsibility
Operator responsibility
605.40   ELT Activation Not applicable Operator responsibility  
1) a-b
2) a-c
3) a-c
  Third Attitude Indicator
  1. Required for turbo-jet-powered aeroplane under Part VII unless
    1. MCTOW < 5 700kg
    2. Was operated in Canada in a commercial air service Oct. 10, 1996
    3. May take-off without if
      1. N/A (helicopter)
      2. Powered by reciprocating engine
  2. Not operated pursuant to Part VII
  3. Required for turbo-propeller under Part VII unless
  4. Passenger seating config <= 30
    1. Payload capacity <= 3 207kg
    2. Manufactured prior March 20, 1997
  5. After December 20, 2010, required for turbo-propeller with Passenger seating config <= 10 under Part VII
ESIS installed. Aircraft Complies  
605.42 – 605.83   [ reserved ] Noted    
1) a-c
3) a-b
  Aircraft Maintenance – General
  1. Special certificate of airworthiness in owner-maintenance required to take-off unless
    1. Accordance with any airworthiness limitations
    2. Meets reqs of airworthiness directives 593.02
    3. Meets reqs of notices equivalent to airworthiness directives
      1. Authority of foreign state responsible for type certification
      2. Authority of foreign state manufactured product
  2. Airworthiness prevails on a foreign notice
  3. Canadian aircraft owner can be exempt to comply of airworthiness directive if
    1. Compliance is impractical or unnecessary
    2. Level of safety equivalent
  4. Alternative means of compliance can be approved if level of safety is provided, etc.
Manuals provided with A/C Complies  
605.85   Maintenance Release and Elementary Work Not applicable Operator responsibility  
1) a-b
3) a-b
  Maintenance Schedule
  1. No take-off unless the A/C is maintained in accordance with
    1. Maintenance schedule conforms to Aircraft Equipment and Maintenance Standards
    2. Maintenance approved by the Minister
  2. Minister approve schedule conforms to Aircraft Equipment and Maintenance Standards
  3. Minister authorize deviation of schedule if
    1. Submit a request
    2. Not affect safety
Manuals provided with A/C Complies  
605.87   Transfer of aeronautical products between maintenance schedules Not applicable Operator responsibility  

  Inspection after Abnormal Occurrences
  1. Inspection accordance to Aircraft Equipment and Maintenance Schedule is needed when A/C been subjected to abnormal occurrence
  2. Pilot-in-command may performed inspection if not involving disassembly
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  
704.18   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  
704.22   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  
704.30   [reserved] Noted    
704.31   Minimum altitudes and distances Not applicable Operator responsibility  
  Weight and balance control
  1. Load restrictions, weight and center of gravity conform to flight manual during flight
  2. Weight and balance system that meets the Commercial Air Service Standards
  3. Operation manual include weight and balance system and Instructions to employees regarding weight and balance forms
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  
704.35   Safety features card
Air operator provide safety features card to each passenger
Safety Cards provided Operator responsibility  
1) a-b
2) a-b

  Instrument Approach Procedures
  1. No person shall conduct a CAT II or CAT III precision approach unless
    1. air operator is authorized to do so
    2. approach is conducted in accordance w/Manual of All Weather Operations (Categories II and III)
  2. No person shall terminate an instrument approach w/a landing unless, immediately prior to landing, pilot-in-command ascertains, by means of radio communication or visual inspection,
    1. condition of runway or surface of intended landing; and
    2. wind direction and speed
Operator responsibility Operator responsibility  
1) a-d
2) a-d
3) a-e
4) a-d
  Approach Bans-Non-precision, APV and CAT I Precision
  1. For the purposes of subsection (2) to (4), the visibility w/respect to aeroplane is less than the min. visibility required for non-precision approach, an APV or a CAT I precision approach if, in respect of the advisory visibility specified in the Canada Air Pilot and set out in column I of an item in the table to this section. section a-d
  2. No person shall continue a non-precision approach or an APV unless; sections a-d
  3. No person shall continue an SCDA non-precision approach unless; sections a-e
  4. No person shall continue a CAT I precision approach to a runway with centerline lighting or a CAT I precision approach in an aeroplane equipped w/ a HUD unless; sections a-d
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
  1. Authorized in air operator certificate
  2. Complies with Commercial Air Service Standards
Noted Operator responsibility  
704.45   General requirements
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    
1) a-b
  Division V – Aircraft equipment requirements: General requirements
  1. No operation in IMC unless
    1. At least two generators, driven by separate engine and half of which sufficient for emergency operation
    2. Two independent sources of energy and means of selecting either source, etc.
  2. N/A (helicopter)
  3. No operation at night unless one landing light
Aircraft Complies
2.  Not applicable
  Operation of Aircraft in Icing
  1. No take-off when icing condition unless the A/C is equipped and certified to operate in such condition
  2. No operation at night when icing condition unless a means to illuminate or detect ice formation
A/C is approved to operate in icing condition, reference AFM.  . Aircraft Complies  
704.64   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
Weather Radar is intalled Operator responsibility  
704.65   Additional Equipment for Single-Pilot operations Not applicable    
  Protective Breathing Equipment
  1. No operation of pressurized A/C unless adequate protective breathing equipment for flight crew
  2. (1) May be used to meet the crew members oxygen reqs of 605.31
A/C complies    
704.67   First aid oxygen A/C complies    
704.68   Shoulder harness
Shoulder harness for the pilot seat and any seat beside
A/C complies Operator responsibility  
704.69   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.  Complies  
1) a-b
2) a-b
3) a-b
4) a-b


  1. No operation outside RVSM airspace for a turbine-powered or non turbine-powered aeroplane having an MCTOW greater than 5 700 kg, unless equipped w/an operative ACAS that; sections a-b
  2. No operation outside RVSM airspace for a turbine-powered aeroplane having an MCTOW greater than 15000 kg, unless equipped w/an operative ACAS that; sections a-b
  3. No air operator shall operate an aeroplane referred to in subsection (1) or (2) in RVSM airspace unless equipped w/an operative ACAS that; sections a-b
  4. May operate the aeroplane without being equipped w/ ACAS if; sections a-b
  5. 5.  This section does not apply in respect of aeroplanes manufactured on or before the day on which this section comes into force until 2 years after that day.
A/C Complies Operator responsibility  
– 704.82
  [ reserved ] Noted    
704.83   Hand-held Fire Extinguisher
At least one hand-held fire extinguisher in passenger compartment
A/C complies with 2 hand-held extinguisher Operator Responsibility  
704.84   Emergency equipment
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    
1) a-b
2) a-e
3) a-c


  Training program
  1. Establish and maintain a ground and flight training program
    1. Competences to perform the person’s assigned duties
    2. Approved by the Minister
  2. Ground and flight training program include
    1. For flight crew
      1. Company indoctrination
      2. Line indoctrination
      3. High-altitude
      4. Upgrading
      5. Initial and annual (A/C type, servicing and ground handling, emergency procedures, A/C surface contamination
    2. Training for operational control personnel
    3. Contamination training for operations personnel
    4. Training for personnel performing duties on board
    5. Other training to ensure safety
  3. Air operator shall
    1. Detailed syllabus of training program in operational manual
    2. Adequate facilities and qualified personnel provided
    3. Safety awareness program concerning surface contamination
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  
2) a-b
  Manual – Aircraft operating Manual
  1. Establish and maintain A/C operating manual for crew members
  2. Operating manual shall contains
    1. A/C operating procedures
    2. Performance data and limitations, only If A/C flight manual not carried on-board
  3. Operating manual shall be carried on board each A/C
Manuals are provided Operator responsibility  
  Standard Operating Procedures
  1. Establish and maintain standard operating procedures for A/C which required two or more pilots
  2. Standard operating procedures shall be carried on board each A/C
  3. If operating manual as been established, standard operating procedures shall be part of it
Manuals are provided Operator responsibility  
704.125 – 704.127   [ reserved ] Noted    
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