Source: http://fsims.faa.gov/wdocs/fsb/ce-500%20rev1.htm
Timestamp: 2018-10-21 06:17:20
Document Index: 5112919

Matched Legal Cases: ['art 91', 'art 61', '§61', '§61', '§135', '§135', '§135', '§97', '§ 91', '§61', 'art 135', '§61', '§135', 'art 61', '§91', '§135', '§91', '§135', '§61', '§135', '§61', '§91', '§135', '§61', '§61', '§91', '§135', '§91', '§135', '§135', '§135', '§135', '§135', '§61', '§135', '§135', '§135', '§ 61', 'art 135', 'art 135', 'art 61', 'art 91', 'art 135', 'art 91', 'art 61', '§61', 'art 61', '§135', '§61', '§61', '§61', '§61', 'art 91', 'art 91', 'art 135', '§135', '§25', '§25', '§25', 'art 91', '§135', '§135', '§135', '§135', '§135', '§91', '§91', '§14', 'art 60']

Cessna Aircraft Company CE-500
Eric H Sanford, Chair
901 Locust, Rm. 332
0 (S550/552)
0 (560 CDS/R)
0 (560 Encore +)
0 (500,550,S550, 560 IS&S)
Create a Composite report for CE-500 Pilot Type Rating that incorporates all previous reports and memos.
2. PILOT TYPE RATING REQUIREMENTS.................................................................... 5
3. MASTER REQUIREMENTS......................................................................................... 14
4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR) ................. 15
5. SPECIFICATIONS FOR TRAINING........................................................................... 16
6. SPECIFICATIONS FOR CHECKING......................................................................... 21
7. SPECIFICATIONS FOR CURRENCY........................................................................ 23
8. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST..................................... 24
9. SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS................... 26
10. APPLICATION OF FSB REPORT................................................................................ 26
11. ALTERNATE MEANS OF COMPLIANCE................................................................. 27
APPENDIX 2. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS
APPENDIX 3. ACCEPTABLE TRAINING PROGRAM CONTENT- (RESERVED)
APPENDIX 4. AIRCRAFT COMPLIANCE CHECKLIST- (RESERVED)
APPENDIX 5. ELECTRONIC FLIGHT BAG (EFB) EVALUATION FOR CESSNA MODEL 501 AIRCRAFT MODIFIED BY SIERRA INDUSTRIES, INC. STC# SA11050SC-D
APPENDIX 6. EFB EVALUATION FOR CESSNA MODELS 500, 550, S550 and 560 AIRCRAFT MODIFIED BY IS&S STC# ST02739NY.
1.1 Purpose. This Flight Standardization Board (FSB) report specifies training, checking, and currency requirements applicable to flight crewmembers operating Cessna models 500, 501, 550, 551, S550, 552, 560 (CE-500) pilot type rated aircraft. This report is the basis for FAA approved training programs. The guidelines in this report determine minimum requirements for FAA approved training programs applicable to Aviation Safety Inspectors, Principal Operations Inspectors (POIs), 14 CFR Part 91K and 135 Check Airmen and Instructors, Airline Transport Pilots instructing in air transportation service, Certificated Flight Instructors (CFI), Aircrew Program Designees (APD), and Training Center Evaluators (TCE) and 14 CFR Part 61, 135, 141 and 142 training providers.
The objectives of this FSB were to:
· Determine Pilot Type Rating
· Identify training, checking and currency requirements
· Establish Master Common Requirements
· Establish Master Difference Requirements
· Provide acceptable Operator Differences Requirements
· Review AFM and Checklist procedures for operational suitability
· Describe acceptable training program and training device characteristics
1.2 Applicability. The provisions of this report apply to all operations of Cessna model 500, 501, 550, 551, S550, 552, and 560 aircraft as specified in the FAA Type Certificate Data Sheet (TCDS) number A22CE and A27CE. This report is also applicable to all training and checking conducted in the aircraft, as well as the currency and experience provisions.
1.3 The provisions of this FSB report are effective until amended, superseded, or withdrawn by subsequent revisions to this report. This report becomes effective with final approval by the FAA. Training, checking and currency for the CE-500 aircraft must be conducted in accordance with all provisions of this report. All FAA approved training programs must incorporate the latest FAA approved AFM procedures, AFM compliant checklist, manufacturer’s recommendations for training maneuvers and all provisions of this report.
1.4 Determinations made in this report are based on the evaluations of specific CE-500 aircraft equipped in a given configuration and in accordance with current regulations and guidance. Modifications and upgrades made to the models described herein, or introduction of new related aircraft, may require amendment of the findings in this report. The FSB reserves responsibility/authority to re-evaluate and modify sections of this report based on new or revised advisory circulars, regulations, aircraft operating experience, or the testing of new or modified aircraft under the provisions of AC 120-53 (as amended) and/or the Common Procedures Document for conducting Operational Evaluation Boards, 10 June, 2004.
2.1.1 Model 500 (Citation and Citation1): The model 500 was type certificated on September 9, 1971 in transport category. The aircraft was the first model which originated the CE-500 pilot type rating and was type certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-1, JT15D-1A, or JT15D-1B turbofans used in any combination with a static thrust at standard day, seal level of 2,200 LBS. The maximum operating altitude for the model 500 is determined by serial number (S/N) or service bulletin: 35,000´ for S/N 500-0001-through 0213, 41,000´ for S/N 500-0001 through 500-0213 modified in accordance with Cessna Service Bulletin SB21-9 and 41,000´ for S/N 500-0214 through 500-0689. The maximum takeoff weight for the model 500 aircraft is determined by serial number or service bulletin and are as follows: 10,850 LBS for S/N 500-0001 through 500-0070, 11,500 LBS for S/N 500-0071 through 500-0302 (specific model 500 aircraft within the range 500-0001 through 500-0302 are eligible for increased maximum weights when modified in accordance with applicable Cessna service bulletins) and 11,850 LBS for S/N 500-0303 through 500-0689. The model 500 aircraft were originally installed with ARC analog radios or dual Collins VHF Communication radios VIR 30 Navigation receivers, ADF 60s, Sperry APZ 500 Autopilot and Bendix 1100 Radar.
2.1.2 Model 501: The model 501 was type certificated on January 7, 1977 in normal category. The aircraft has the common type rating as the model 500 and is type certificated for one pilot plus equipment specified in the airplane flight manual, or two pilots. This model is a straight wing aircraft powered by two JT15D-1A or JT15D-1B turbofans used in any combination with a static thrust at standard day, seal level of 2,200 LBS. The maximum operating altitude for the model 501 is 41,000´. The maximum takeoff weight for the model 501 is 11,850 LBS. The model 501 has the same avionics installed as the model 500 aircraft.
2.1.2.1 Model 501 modified with STC# SA11050SC-D for Garmin G950 Avionics: A flight standardization board conducted an evaluation on October 7, 2011, to determine pilot training, checking, and currency difference requirements for this installation.
This STC replaces the Sperry SPZ-500 mechanical instruments and radios with dual GDU 1040 PFD, a GDU 1040 MFD, dual GMA 1347D audio panels, GIA 63W Integrated Avionics Unit, GDC 74B Air Data Computer, GRS 77 AHRS, Dual GTX 33 Mode S Transponders, GWX 68 Weather Radar, and GDL 69 Data link with optional XM Satellite Radio. Radio tuning is accomplished through PFDs, MFD or FMS controller instead of separate mechanical control units. Pilot and co-pilot Garmin audio panels replaced the OEM audio panels. This installation also provides for new instrument panels, glare shield and pedestal. Flight director mode select panel has been relocated to the pedestal and relocated master warning lights panel from center panel to the glare shield. Electronic standby instrument replaces mechanical gyro, airspeed and altimeter indicators. This STC includes, “FliteChart” display functions for electronic display of airport diagrams, approach plates, arrival and departure procedures which requires a second suitable source. Optional ChartView was not evaluated and a suitability determination was not made. A specific description for the system configuration appropriate to the installation is available in the approved airplane flight manual and Garmin G950 Integrated Flight Deck Pilots Guide for the Cessna Model 501. Electronic engine instruments were not evaluated by the flight standardization board on the Cessna model 501 for this installation.
2.1.3 Model 550
2.1.3.1 Model 550 (Citation II, Transport Category): The model 550 (S/N 550-0001 through S/N 550-0505 and S/N 550-0550 through S/N 550-0800) was type certificated on March 24, 1978 in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-4 or two JT15D-4 turbofans with a static thrust at standard day, seal level of 2,500 LBS. The maximum operating altitude for the model 550 is 43,000´. The maximum takeoff weight for the model 550 is determined by serial number and is 13,300 LBS for S/N 550-0001 through 550-0626 and 14,100 LBS for S/N 550-0627 through 550-0800. The model 550 is equipped with individual mechanical flight instruments and has the option for the Bendix EFS-10, Sperry EDZ-600, Sperry EDZ 601 and Sperry EDZ-603 electronic flight instruments.
2.1.3.2 Model 550 with Universal EFI-890R STC# ST03947AT: (S/N 550-0001 through 550-0505 and S/N 550-0550 through S/N 550-0800). A flight standardization board conducted an evaluation on December 16, 2011, to determine pilot training, checking, and currency requirements for the differences of Cessna model 550 (Citation II) when modified with Universal EFI-890R by STC# ST03947AT. During the evaluation, the following additional modifications were evaluated: Master Caution Panel with LED Lighting by STC# ST03948AT and Advanced Digital Audio Management System by STC# ST03946AT.
The following differences were identified:
This installation replaces EADI, EHSI and/or mechanical flight instruments and engine instruments with three flat panel electronic Universal Avionics Systems Corporation EFI-890R displays (2 PFD’s and 1 MFD-engine instruments incorporated into MFD) and dual solid state Rockwell Collins AHS-3000 Attitude Heading Reference Units (AHRS). The optional electronic chart server unit is configured for electronic charts or satellite weather data but was not evaluated by the flight standardization board. The three existing standby instruments are replaced by one electronic standby instrument system GH-3100. Dual Rockwell Collins TDR-94D Mode S transponder system replaces existing transponder system. The new transponders will be interfaced with the existing Bendix CAS 66A TCAS 1 system and be displayed on the EFI-890R displays. The Orbitz Avionics and Communications System Ltd. is installed which replaces the existing audio control system. Master caution panel is upgraded by removing incandescent annunciators and installing Aerospace Optics LED annunciator assemblies.
2.1.3.3 Model 550 (Citation Bravo): The model 550 (S/N 550-0801 and on) was type certificated on January 8, 1997 in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two PW530A turbofans with a static thrust at standard day, seal level of 2,887 LBS. The maximum operating altitude for the model 550 (Citation Bravo) is determined by serial number or service bulletin as follows: 43,000´ S/N 550-0801 through S/N 550-0820 and S/N 550-0822 through S/N 550-0823 (or 45,000´ when S/N 550-0801 through S/N 550-0808, S/N 550-0809 through S/N 550-0820 and S/N 550-0822 through S/N 550-0823 are modified in accordance with applicable Cessna Service Bulletins) and 45,000´ for S/N 550-0821, S/N 550-0824 and on. The maximum takeoff weight for the model 550 (Citation Bravo) is 14,800 LBS. The Citation Bravo is equipped with a Dual Primus 1000 electronic flight instrument display and flight guidance system with multi-function display.
2.1.4 Model 551 (Citation II, Normal Category): The Model 551 was type certificated on June 30, 1978 in normal category. The aircraft has the common pilot type rating as the model 500 and is type certificated for one pilot plus equipment specified in the airplane flight manual, or two pilots. This model is a straight wing aircraft powered by two JT15D-4 turbofans with a static thrust at standard day, sea level of 2,500 LBS. The maximum operating altitude for the model 551 is 43,000´. The maximum takeoff weight for the model 551 is 12,500 LBS. The model 551 is equipped with individual mechanical flight instruments and has the option for the Bendix EFS-10, Sperry EDZ-600, Sperry EDZ 601 and Sperry EDZ-603 electronic flight instruments.
2.1.5 Model S550 (Citation S/II): The model S550 was type certificated on August 15, 1984 in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-4B turbofans with a static thrust at standard day, sea level of 2,500 LBS. The maximum operating altitude for the Model S550 is 43,000´. The maximum takeoff weight for the model S550 is determined by serial number as follows: 14,700 LBS for S/N S550-0001 through S/N S550-0085 and 15,100 LBS for S/N S550-0086 through S/N S550-0160. The model S550 (Citation S/II) is equipped with individual mechanical flight instruments and has the option for the Bendix EFS-10, Sperry EDZ-600, Sperry EDZ- 601 and Sperry EDZ-603 electronic flight instruments.
A flight standardization board conducted an evaluation and released a memorandum on December 28, 1984, to determine pilot training, checking, and currency requirements for the differences from the CE-550 (Citation II, Transport Category) to the CE-S550. The following differences and components were identified:
The wing airfoil was changed to increase the critical mach number (Mcr). Wing cuffs and fuselage fairings were added to increase fuel storage and Mcr.
There are elevator trim tabs on both of the elevator sections instead of only the left section. Because the trim tab area was doubled, the rate of trim movement was slowed to provide about the same feel while trimming.
The maximum takeoff weight has been increased to 14,300 pounds, the maximum landing weight to 13,600 pounds and the maximum zero fuel weight to 11,000 pounds.
The flaps were changed by adding two inboard flap sections and changing the actuating system from electric to hydraulic motors. The increased flap area results in approach speeds about the same as they were at the lower maximum landing weight.
The wing and tail de-ice pneumatic boots and inboard electrically heated wing were replaced with an anti-icing fluid system.
A stall warning stick shaker has been added.
The CE-S550 is powered by two JT-15D-4B.
2.1.6 Model 552 (Navy T-47A): The model 552 was type certificated on November 21, 1984, in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-5 turbofans with a static thrust at standard day, seal level of 2,900 LBS. The maximum operating altitude for the model 552 is 43,000´. The maximum takeoff weight for the model 552 is 15,500 LBS. The model 552 flight instruments and avionics were specific to military training requirements.
A flight standardization board conducted an evaluation and released a Memorandum on December 28, 1984, to determine pilot training, checking, and currency requirements for the differences from the CE-550 (Citation II, Transport Category) to the CE-552. The following differences and components were identified:
The wing airfoil, elevator trim tabs, flaps, ice protection system and stick shaker are the same as for the CE-S550.
To further increase the critical mach number the wingspan was shortened by 5.24 feet to 46.46 feet.
The horizontal stabilizer was moved up 5 inches on the vertical stabilizer and the elevator hinge point moved aft 4 inches on the same elevator. As a result of the increased elevator area forward of the hinge point most of the horn balance has been replaced with mass balancing in the leading edge of the elevator. These changes have made the 552 slightly longer than other 550s.
The pitch feel system was changed by removing the bobweight and inserting a downspring into the artificial feel system. The change makes the 552 more sensitive in pitch than previous model 550s.
In order to reduce roll control pressures in high speed flight a hydraulic power control system has been installed in the aileron control system. This hydraulic system is not part of the aircraft hydraulic system.
The gross weight was further increased to 15,500 pounds, the landing weight to 14,300 and the zero fuel weight decreased to 10,500 pounds.
The CE-552 is powered by two JT-15D-5 engines. These engines have an electronic fuel control system and provide 400 pounds more thrust than the JT-15D-4B engine.
2.1.7 Model 560
2.1.7.1 Model 560 (Citation V): The model 560 (S/N 560-0001 through S/N 560-0259) was type certificated on December 9, 1988 in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-5A turbofans with a static thrust at standard day, sea level of 2,900 LBS. The maximum operating altitude for the model 560 (S/N 560-0001through S/N 560-0259) is 45,000´. The maximum takeoff weight for the model 560 (S/N 560-0001through 560-0259) is: 15,900 LBS. The model 560 (S/N 560-0001 through S/N 560-0259) is equipped with individual mechanical flight instruments and has the option for the Honeywell (Sperry) EDZ-603 and EDZ-605 Electronic Flight Instrument System (EFIS).
2.1.7.1.1 Model 560 with CDS/R STC# ST01165LA: A flight standardization board conducted an evaluation and released a report on October 31, 2001, to determine pilot training, checking, and currency requirements for the differences of the base aircraft CE-560 (S/N 560-0001 through S/N 560-0259) to CE-560 (S/N 560-0001 through S/N 560-0259) when modified by STC# ST01165LA.
This installation incorporates 8˝x10˝ flat panel primary and multi-function EFIS displays which replace mechanical flight instruments and aircraft equipped with 5˝X5˝ EFIS displays. PFD and MFD menu control is through a joystick and a new reversionary controller is added. Flight director mode selection is controlled from a new panel (MS-560) and flight director mode controllers are moved to the glare shield along with caution/warning panel. The FMS CDU has been updated to CD-820. Terminal Collision Avoidance System (TCAS) and added Enhanced Ground Proximity Warning System (EGPWS) are integrated with EFIS display and display control panels. A new altitude pre-selector is installed and altitude Baro-Set is provided on the EFIS Display Controller (DC-550). Separate mechanical standby attitude, airspeed, and altitude instruments are installed and the No. 1 RMU provides backup HSI with heading and course/glide slope data.
2.1.7.2 Model 560 (Citation Ultra): The model 560 (S/N 560-0260 through S/N 560-0538) was type certificated on December 9, 1988 in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-5D turbofans with a static thrust at standard day, sea level of 3,045 LBS. The maximum operating altitude for the model 560 Citation Ultra (S/N 560-0260 through 560-0538) is 45,000´. The maximum takeoff weight for the model 560 Citation Ultra (S/N 560-0260 through 560-0538) is 16,300 LBS. The following Citation Ultra 560 models when modified per EC 46497 are eligible to operate at an increased takeoff weight of 16,650 LBS: S/N 560-0387, -0392,- 0404, -0410,-0415, -0420, -0426, -0452, -0456, -0462, -0468, -0472, -0495, -0501, -0505, -0508, -0513, -0524, -0529, 0532, -0534 and -0538. The model 560 Citation Ultra is equipped with Honeywell Primus 1000 electronic flight instrument systems.
2.1.7.3 Model 560 (Citation Encore): The model 560 (S/N 560-0539 through S/N 560-0750) was type certificated on April 26, 2000 in transport category. The aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two PW535A turbofans with a static thrust at standard day, sea level of 3,400 LBS. The maximum operating altitude for the model 560 Encore is 45,000´. The maximum takeoff weight for the model 560 Encore is 16,630 LBS. The model 560 Encore is equipped with Honeywell Primus 1000 electronic flight instrument system.
2.1.7.4 CE-560 Encore +: The model 560 (S/N 560-0751 through S/N 560-0815) was type certificated on December 14, 2006 in transport category. This aircraft has the same pilot type rating as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft powered by two PW535B turbofans with a static thrust at standard day, sea level of 3,400 LBS. The maximum operating altitude for the model 560 Encore + is 45,000´. The maximum takeoff weight for the model 560 Encore + is 16,830 LBS. The Model 560 Encore + is equipped with Rockwell Collins Pro-line 21 electronic flight instruments.
A flight standardization board conducted an evaluation and released a report on April 9, 2007, to determine pilot training, checking, and currency requirements for the differences of the base aircraft CE-560 (Encore S/N 560-0539 through S/N 560-0715) and CE-560 (Encore + S/N 560-0751 through S/N 560-0815). Collins Proline 21 avionics replaces Honeywell P1000 Avionics. Honeywell EFIS displays are replaced by Collins PFD’s both displaying attitude indicator, horizontal situation indicator, airspeed/mach, altimeter, vertical speed and RMI. PFD options are controlled through the Display Control Panel (DCP-3000) and bezel buttons. MFD options are selected using the FMS-3000 Integrated Flight Information System Panel and bezel buttons. Collins FMS 3000 is installed as standard equipment. A Rockwell Collins Proline 21 Flight Control System (FCS) provides a three axis autopilot with yaw damper having modes similar to the Honeywell System. Flight Director Mode Selections are controlled from either of the pilots or copilots Mode Select Panels (MSP-85). Communications are controlled through Radio Tuning Units (RTU’s). Altitude Pre-Selector Controller is moved from the MFD to Course Heading Panel (CHP-3000) and Altitude Baro-Set is provided on the Display Control Panel (DCP-3000). TCAS and EGPWS are integrated with PFD and MFD Display Options. Standby Instruments are provided by separate electronic standby attitude, airspeed and altitude instruments and the No. 1 RTU provides HSI with heading and course/glide slope data. The PW535A engine is replaced by the PW535B engine which is a FADEC controlled engine. Airstart envelope minimum speed is increased from 150 KIAS/FL300 to 170 KIAS/FL300. Maximum ramp and takeoff weight have been increased by 200 LBS and takeoff, landing and enroute temperature is reduced.
2.1.8 IS&S STC# ST02739NY: A flight standardization board conducted an evaluation and released a report on December 1, 2011, to determine pilot training, checking, and currency requirements for the differences with the installation of Innovative Support and Solution (IS&S) Flat Panel Display System, Honeywell Weather Radar and optional XM Weather Receiver on models S/N 500-0275 through S/N 500-0689, S/N 550-0001 through S/N 550-0733, S/N S550-0001 through S/N S550-0160 and S/N 560-0001 through S/N 560-0259.
This installation consists of a two or three display EFIS System whereby the PFD replaces the pilots and optionally the co-pilots instrumentation. An MFD replaces standard mechanical engine instrumentation and will display TCAS, TAWS and optional single source electronic charts. The PFD replaces the following pilots and co-pilots instrumentation (if applicable): EADI, EHSI and/or mechanical flight instruments. The MFD replaces standard mechanical engine instrumentation which can also supply backup information on the PFD. The annunciator panel has been moved to accommodate the installation of the MFD. Standby attitude, airspeed and altimeter have been relocated to the center instrument panel. Weather Radar display has been incorporated into the displays (PFD/MFD). Separate indicators for DME information have been removed and incorporated into the flight displays.
2.1.9 G600 STC# ST01395WI: A flight standardization board conducted an evaluation on August 18, 2011, to determine pilot training, checking, and currency requirements for the differences with installation of a single Garmin 600 Integrated Flight Display System (IFDS) which includes a PFD and MFD in the left pilots instrument panel of Cessna models 500/501/550/551 and S550.
This Garmin G600 System replaces individual attitude, heading, airspeed, altitude and vertical speed instruments with an integrated electronic display using a flat panel LCD. The G600 System integrates with the existing SPZ-500 flight director/autopilot and displays information from the existing navigation equipment (VOR, ILS, GPS, LPV) as well as limited electronic flight bag (EFB) functions (electronic charts and data link weather information) in the multi-function portion of the display. The system further includes the following components: GDC-620 PFD/MFD, GRS 77 AHRS with GMU 44 magnetometer, GDC 74B Air Data Computer with GTP 59 Temperature Probe, GAD 43 Autopilot Adapter, GDU 620 Roll Steering Output interfaced with existing SPZ-500 AFCS and existing single or dual GNS430W/530W or GTN 650/750 series VHF communication/VOR-ILS receiver/GNSS (SBAS) navigation system. The following components have been removed from the left pilot’s panel: ADI and HSI, vertical gyro and compass system, airspeed, altitude, and vertical speed indicators.
2.2 Pilot Type Rating Determination. The “CE-500” pilot type rating is designated for Cessna models 500, 550, S550, 552 and 560 from TCDS A22CE and Cessna models 501 and 551 from TCDS AC27CE. The Board utilized the process outlined in Advisory Circular AC 120-53 and the Common Procedures Document for Conducting Operational Evaluation Boards (JAA, TCCA, FAA) dated 10 June 2004. For the purpose of design and operating characteristics the CE-500 aircraft are Multiengine, Turbo-Jet, Land aircraft Transport Category certificated (500, 550, S550, 552 and 560) and Normal Category (501 and 551).
2.2.1 Pilot Type Rating. Practical tests conducted in Cessna model 500, 550, S550, 552 and 560 are required to be conducted with two pilots and satisfactory completion will result in a CE-500 pilot type rating on the pilots temporary airmen certificate, with the limitation “CE-500 Second in Command Required.” The satisfactory accomplishment of the CE-500 practical test utilizing a second in command will be recorded in the applicant’s logbook in accordance with FAA Order 8900.1 Volume 5, Chapter 2.
2.2.2 Pilot Type Rating-Practical Test as Single Pilot Model 501/551. An applicant who satisfactorily completes a practical test as a single pilot in Model 501or 551 will be issued a CE-500 pilot type rating on the pilot’s temporary airman certificate. The satisfactory accomplishment of the CE-500 practical test as a single pilot in specific Model 501 or 551 will be recorded in the applicant’s logbook in accordance with FAA Order 8900.1 Volume 5, Chapter 2.
2.2.3 Pilot Type Rating-Practical Test with Two Pilots Model 501/551. In accordance with the provisions of 14 CFR §61.43(b)(3) and FAA Order 8900.1 Volume 5, Chapter 2, when the airplane’s TCDS or AFM states the minimum crew composition to be a single pilot, the applicant may elect to perform the practical test as a single pilot or with an SIC.
An applicant who satisfactorily completes a practical test utilizing an SIC in Model 501/551 will be issued a CE-500 pilot type rating on the pilots temporary airmen certificate with a Limitation, “CE-500 Second in Command Required.” The satisfactory accomplishment of the CE-500 practical test utilizing a second in command in specific Model 501 or 551 will be recorded in the applicant’s logbook in accordance with FAA Order 8900.1 Volume 5, Chapter 2. This “SIC Required” limitation is necessary for the CE-500 pilot type rating because the CE-500 pilot type rating includes both single pilot and two pilot type certificated aircraft and single pilot versus two pilot qualification is documented on the pilot certificate.
2.2.4 Removing SIC Limitation. Removing a “CE-500 Second In Command Required” limitation must be accomplished with a practical test as a single pilot in Cessna model 501 or 551 in accordance with FAA Order 8900.1 Volume 5 Chapter 2.
Preflight preparation tasks: none;
Preflight procedures tasks: all;
Takeoff and departure phase tasks: all;
In flight maneuvers tasks: c, e, f;
Instrument procedures tasks: all;
Landings and approaches to landing tasks: all;
Postflight procedures tasks: all.
2.2.5 Second-In-Command Pilot Type Rating. The second-in-command pilot type rating may be issued in accordance with 14 CFR §61.55, and FAA Order 8900.1 Volume 5, Chapter 2, and must include flight crew emergency training as specified in 5.2.3. The SIC pilot type rating is designated "CE-500" with Limitation for “CE-500 SIC Privileges Only”.
3.1 Common Requirements (All CE-500 aircraft).
3.1.1 Autopilot Engage Altitudes . CE-500 aircraft have autopilot suitability for engagement at or above various minimum altitudes after takeoff as specified in each applicable AFM. There are various autopilots approved for the CE-500 aircraft with various autopilot engagement altitudes. For 14 CFR §135.93 operators, authorization for autopilot engagement after takeoff is as designated in accordance with the AFM limitations, 14 CFR §135.93 or operations specifications, whichever is higher.
3.1.2 Minimum Altitude for Autopilot Use/Instrument Approaches . For instrument approaches, the minimum altitude for autopilot use is designated in accordance with the AFM limitations, 14 CFR §135.93 and/or Operations Specifications.
3.1.3 Landing Minima Categories (14 CFR §97.3). The CE-500 aircraft are considered Category B aircraft for the purposes of determining “straight-in landing weather minima” (Flaps Land/Full as applicable). For circling, the minima are Category C (Flaps T.O & Appr., 20, 15, or as applicable to respective CE-500 aircraft until landing assured) unless otherwise required by 14 CFR or operations specifications. For actual approach speeds used for operators with operations specifications paragraph C53, circling minimums are as specified for the actual approach speed (KIAS) to be used for a circling maneuver.
3.1.4 Normal Final Landing Flap Setting . The normal "final landing flap setting" per 14 CFR§ 91.126(c) is considered to be "Flaps Land/Full" for all CE-500 aircraft. Abnormal procedures as applicable to respective CE-500 aircraft are used for one engine inoperative approach and landing and in those situations where "Flaps Land/Full" is not used.
3.1.4.1 Circling Approach Flap Settings. Normal circling approaches are flown, “Flaps, 15, 20 and T.O &Appr.” (as applicable to the respective CE-500 aircraft) from the FAF until landing assured.
3.1.5 Normal Takeoff Flap Setting. The takeoff requires a flap setting of either Up, 0, 7, 15, 20 or T.O &Appr. as applicable to the respective CE-500 aircraft with performance data.
3.1.6 “No Flap” Approach and Landing. No flap approach and landing training and checking is required. When conducted in an airplane a touchdown from a no-flap or partial-flap approach is not required and shall not be attempted in accordance with FAA Order 8900.1 Volume 5, Chapter 3.
3.1.7 Specific Flight Characteristics . No other special or unique requirements/flight characteristics common to all CE-500 aircraft are identified.
3.2 Master Difference Requirements (MDR).
3.2.1 Requirements for particular CE-500 pilot type rated aircraft combinations. Master Difference Requirements (MDRs) for related CE-500 aircraft are shown in Appendix 1. These provisions apply when differences between related aircraft exist which affect crew knowledge, skills, or abilities related to flight safety.
4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR)
4.1 ODR Tables. ODR tables identify difference which affect crew qualification and are used to show an operator's compliance method. Acceptable ODR tables for operators conducting mixed fleet operations, operating the model 500/550/S550/560/501/551 are shown in Appendix 2. The ODR tables represent an acceptable means to comply with MDR provisions based on those differences and compliance methods shown. The tables do not necessarily represent the only acceptable means of compliance for operators with airplanes having other differences, where compliance methods (e.g., devices, simulators, etc.) are different. For operators flying models 500/550/S550/560/501/551 the ODR tables in Appendix 2 have been found acceptable, and therefore, may be approved by a POI for a particular operator. The three types of ODR Tables are Design, System, and Maneuver Differences Tables. Design differences account for equipment model changes. System differences account for specific system level changes. Maneuver differences account for changes in operating procedures of changed equipment.
4.2 Operator Preparation of ODR Tables. Operators flying a “mixed fleet” of CE-500 aircraft must have approved ODR tables pertinent to their fleet or complete initial training, checking, and currency in each separate model in their fleet.
4.3 ODR Table Coordination. ODR tables proposed by operators that are not identical or equivalent to acceptable ODR Tables published in this report must be coordinated with the FSB Chair prior to FAA approval and implementation. FSB coordination ensures consistent treatment of related CE-500 aircraft between various operators, and compatibility of each ODR table with MDR provisions.
The provisions of this section apply to programs for airmen who have experience in multi-engine transport turbojet aircraft including glass cockpit and FMS experience. For airmen not having this experience, additional requirements may be appropriate as determined by the POI, FSB, and/or AFS-200.
5.1 Areas of Emphasis
5.1.2.1 Special Emphasis Model 560 . The following areas of emphasis should be addressed during ground and flight training:
a) 560 (Ultra, Encore, Encore +). Pilots need to become proficient at interpreting and understanding the multitude of information presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale instruments in both digital and analog formats. Due to this change, pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. Use of composite mode should be trained to conduct precision and non-precision approaches, with and without the flight director.
b) 560 (Encore +). Full Authority Digital Electronic Control (FADEC) and JT15D vs. PW535B engines. An operational understanding of the FADEC and the engine thrust mode selection is required.
c) 560 (Citation V) CDS/R. Pilots need to become proficient at interpreting and understanding the multitude of information presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale instruments in both digital and analog formats. Due to this change, pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. Use of composite mode should be trained to conduct precision and non-precision approaches, with and without the flight director.
5.1.2.2 Special Emphasis Garmin G600. Pilots need to become proficient at interpreting and understanding the multitude of information presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale instruments in both digital and analog formats. Due to this change, pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. Use of composite mode should be trained to conduct precision and non-precision approaches, with and without the flight director.
5.1.2.3 Special Emphasis IS&S. Pilots need to become proficient at interpreting and understanding the multitude of information presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale instruments in both digital and analog formats. Due to this change, pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. Use of composite mode should be trained to conduct precision and non-precision approaches, with and without the flight director.
5.1.2.4 Special Emphasis Garmin G950. Pilots need to become proficient at interpreting and understanding the multitude of information presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale instruments in both digital and analog formats. Due to this change, pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. Use of composite mode should be trained to conduct precision and non-precision approaches, with and without the flight director.
5.1.2.5 Special Emphasis Universal EFI-890R. Pilots need to become proficient at interpreting and understanding the multitude of information presented on the PFDs and MFD. Altitude and airspeed are now presented on vertical scale instruments in both digital and analog formats. Due to this change, pilots transitioning from traditional round dial basic "T" instruments may require additional training and instrument scan practice to gain proficiency in manually flying by reference to the PFD. Recognition of reversionary modes and display failures and appropriate corrective action to be taken should be addressed. Use of composite mode should be trained to conduct precision and non-precision approaches, with and without the flight director.
5.1.2.6 Special Emphasis Model 501/551. For single pilot normal category type certification, training must emphasize pilot workload, single pilot resource management and planning, and complete a practical test as a single pilot.
5.2 Pilots Initial, Transition and Upgrade Training.
5.2.1 Pilots Initial, Transition and Upgrade Ground Training. Initial, transition, or upgrade ground training for the CE-500 aircraft is accomplished as specified by 14 CFR §§61.155, 91.1101 and 135.345 and FAA Order 8900.1 Volume 3, Chapter 19. No unique provisions or requirements are specified. Training program hours may be reduced as specified in 14 CFR Part 135 and FAA Order 8900.1 Volume 3, Chapter 19.
5.2.2 Pilots Initial, Transition and Upgrade Flight Training. Initial, transition, or upgrade flight training for the CE-500 aircraft must be accomplished as specified by 14 CFR §§61.157, 91.1103 and 135.347 and FAA Order 8900.1 Volume 3, Chapter 19. No unique provisions or requirements are specified. Training program hours may be reduced as specified in 14 CFR §135.325 and FAA Order 8900.1 Volume 3, Chapter 19.
5.2.3 Crewmember Emergency Training. Crewmember emergency training should be conducted for the CE-500 aircraft in accordance with 14 CFR Part 61, 91K and 135 and FAA Order 8900.1, Volume 3, Chapter 19. The objective of emergency training for the CE-500 aircraft is to provide crewmembers with the necessary knowledge concerning emergency equipment, situations, and procedures, to ensure implementation of the correct actions in the event of an emergency.
Emergency training consists of instruction on the location, function, and operation of emergency equipment that is different in each related aircraft of the CE-500 aircraft and from other aircraft in the operator's fleet. Where emergency equipment is common, instruction may be adjusted for crewmembers qualified and current on this equipment, provided records are available which demonstrate that crewmembers meet 14 CFR §91.1083 or 14 CFR §135.331 and FAA Order 8900.1 requirements. For example, if the fire extinguishers are common to fire extinguishers on other aircraft in the operator's fleet, training may be credited for all applicable aircraft. Conversely, for equipment that is unique to the CE-500 aircraft, training on the emergency equipment for each related aircraft is required.
Emergency training also consists of instruction in crewmember emergency assignments and procedures including crew coordination and communication, the handling of emergency or other unusual situations, and emergency performance and observation drills that are specific to each related CE-500 aircraft.
In accordance with 14 CFR §91.1083, 14 CFR §135.331 and FAA Order 8900.1 Volume 3, Chapter 19 emergency training requirements refer to two types of training, "general" emergency training and "aircraft specific" emergency training. General emergency training is instruction on those emergency items that are common to the CE-500 airplanes and all aircraft in the operator's fleet, e.g., instruction on fire extinguishers and firefighting procedures, if common to all aircraft. Aircraft specific emergency training is required for items that are specific to the model of the CE-500 aircraft. An example of aircraft specific emergency training is instruction on the location of emergency equipment for each related CE-500 aircraft.
There are no additional training program hours specified for CE-500 aircraft crewmember emergency training. FAA Order 8900.1 Volume 3, Chapter 19 provides "national norms" for the approval of the general emergency training program hours. The complexity of the different related aircraft of the CE-500 aircraft and the complexity of the type of operation to be conducted should be considered when approving the CE-500 aircraft-specific emergency training.
5.2.4 Training for Seat Dependent Tasks. Accomplishment of certain tasks, procedures, or maneuvers requires training of a crewmember for a particular crew position in a transport category aircraft type certificated for more than one pilot (e.g. captain, first officer, check airman, etc.). Training programs should recognize and address the necessary seat/position related tasks for the applicable crewmember. Accordingly, training programs should address seat dependent tasks or maneuvers to the extent necessary to satisfy crew qualification objectives and should be in accordance with ODR tables when applicable.
There are no seat dependent tasks identified for CE-500 aircraft.
5.2.5 Second-In-Command Training Tasks. A pilot qualifying to serve as SIC must accomplish certain tasks, procedures or maneuvers. Training programs should address all training elements of 14 CFR §61.55 and or 14 CFR §135.345 in accordance with FAA Order 8900.1 Volume 3, Chapter 19. SIC Pilot Type Rating may be issued in accordance with the 14 CFR §61.55(d) or (e) provided training required by 14 CFR and FAA Order 8900.1 Volume 3, Chapter 19, including tasks stipulated by this report, are completed. Training programs should address tasks stipulated in FSB specifications for training, areas of emphasis, and SIC crew training.
5.3.1 General. Unless an initial, transition, or recurrent program is completed for each related aircraft, differences training is necessary for each related aircraft or model, as provided in MDR and ODR tables per 14 CFR §91.1103 or 14 CFR §135.347. Differences training credit is not available for any training resulting in the issuance of a CE-500 Type Rating in accordance with 14 CFR §61.157(b). ODR tables are only provided for aircraft the FSB has validated, therefore Appendix 2 does not include ODR tables for all possible configurations.
a) Differences training program prerequisites necessitate that a trainee has completed initial, upgrade, or transition training in one related aircraft and will receive differences training for the other related aircraft.
b) For 14 CFR §61.157(c)&(f) differences training programs involving related aircraft having the same pilot type rating, coverage of differences may be completed either coincident with each phase of an initial, upgrade, transition or recurrent training course, or following completion of that training course. The differences training must be consistent with the provisions of the approved applicable MDR/ODR Tables.
5.4.1 Recurrent Ground Training. Courses must include appropriate training in accordance with 14 CFR §91.1107 or 14 CFR §135.351 for each related CE-500 aircraft as specified by MDR and ODR tables for differences training.
5.4.2 Recurrent Flight Training. Courses require appropriate maneuvers and procedures in accordance with 14 CFR §91.1107 or 14 CFR §135.351, FAA Order 8900.1 Volume 3, Chapter 19 or as otherwise described in this report. Maneuvers and procedures must account for differences between each related CE-500 aircraft operated. The ODR table(s) must identify the differences.
5.4.3 Recurrent training consideration for Mixed Fleet Flying Operations. Recurrent training and/or checking requirements to comply with 14 CFR §135.351 and 14 CFR §135.293, 12 month currency may be alternated for a 24 month currency cycle for mixed fleet operation. This common currency is granted based on same model designation and similarity for normal and transport category. Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in 14 CFR §135.351.
5.4.4 Recurrent Training Program Hours. Hours may be reduced as specified in 14 CFR §135.325 or FAA Order 8900.1 Volume 3, Chapter 19.
5.5.1 Operating Experience is in accordance with 14 CFR applicable to the kind of operation and flight crew position in a CE-500 type rated aircraft. Operating experience must be obtained while serving in a primary crew position. For the purpose of obtaining operating experience or receiving a line check, the pilot in command of a CE-500 aircraft must occupy the left pilot seat due to orientation of equipment controls.
5.5.2 Operating experience for Mixed Fleet Flying Operations. Operating experience for the CE-500 aircraft may be accomplished in any related CE-500 aircraft.
5.5.3 Supervised Operating Experience (SOE). Flight time for removal of SOE limitation must be accomplished from the left pilot seat and in accordance with the 14 CFR §61.64 and FAA Order 8900.1 Volume 5, Chapter 2.
5.6.1 Line Oriented Flight Training Programs. When operators have LOFT programs for CE-500 aircraft, POIs should review LOFT credits to assure suitability for each CE-500 aircraft to be operated.
Note: Operators should assure that flight crews are familiar with appropriate use of the mode selections and FMS, including modes to be used for the types of instrument approaches that will be conducted.
5.6.3 Aircraft Dispatchers. Initial and transition training should be conducted in accordance with 14 CFR and FAA Order 8900.1 Volume 3, Chapter 22.
6.1 Checking (14 CFR §135.293).
Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in 14 CFR §135.351. Checking applies to the CE-500 Pilot Type Rating for compliance with 14 CFR §135.293 as authorized by this report for mixed fleet operation.
A pilot being checked for the addition of a type rating or PIC proficiency check must occupy the left seat due to an inability to access all equipment controls from the right seat.
6.1.1 Checking Items. Pertinent knowledge, procedures, and maneuvers specified by 14 CFR §§ 61.57, 61.58, 61.157; 135.293 and 135.297, shall be administered in accordance with FAA Airline Transport Pilot and Aircraft Type Rating Practical Test Standards (PTS), document number FAA-S-8081-5F, as amended.
6.1.2 Areas of Special Emphasis Checking. All checking must include evaluation of the subjects and maneuvers listed in the master requirements of this report and the following areas of emphasis should be addressed during checks:
a) Proficiency with aircraft performance calculation and aircraft handling to achieve performance.
b) Proficiency with manual and automatic flight to include use of autopilot and flight automation must be demonstrated.
c) Proper selection and use of EFIS displays, PFD/MFD displays, raw data, flight director, and flight guidance system modes, reversion/composite modes, including DU failures when applicable should be demonstrated, particularly during instrument approaches.
d) Demonstration of FMS navigation (departures, arrivals and approaches) proficiency as applicable.
e) Proper outside visual scan without prolonged fixation on FMS operation should be demonstrated, and failure of component(s) of the FMS should be addressed.
f) High altitude conditions and aerodynamics.
6.1.3 No Flap Landings. Demonstration of a no flap approach and landing during pilot certification or a 14 CFR part 135 proficiency check is required. In accordance with FAA Order 8900.1 Volume 5, Chapter 3, when the practical test is conducted in an airplane versus a simulator, touchdown from a no flap approach is not required and shall not be attempted. The approach should be flown to the point where the FAA inspector or designee can determine whether a touchdown at an acceptable point on the runway and a safe landing to a full stop could be made.
6.2.1 Oral Examinations. Oral examinations for the CE-500 aircraft may be completed at the end of the academic phase of training for 14 CFR Part 135 approved training programs only. When an airman is qualifying a CE-500 aircraft, oral test items need only address the model for which the test is being conducted.
6.2.2 Practical Tests. Practical tests must follow standard provisions of 14 CFR Part 61. The satisfactory completion of a practical test type rating in any Cessna 500 series aircraft will meet the requirement for the CE-500 type rating. In order to operate another related CE-500 aircraft, crewmembers operating under 14 CFR Part 91K and 14 CFR Part 135 are required to satisfactorily comply with the requirements of the MDR and ODR tables in Appendices 1 and 2.
The same requirement should be followed by flight crewmembers operating under the pertinent 14 CFR Part 91.
6.2.3 Application for and Issuance of Type Ratings. Airmen completing the pertinent 14 CFR Part 61, 135 and 142 requirements in a CE-500 aircraft in accordance with this FSB report, may apply to the FAA for the CE-500 type rating. Upon completion of required tests, and submission of an application (FAA Form 8710-1), authorized FAA inspectors or designees may issue a temporary pilot certificate with type rating.
6.3.1 General. Proficiency Checks are administered as designated in 14 CFR §§61.58 and 135.297 for the CE-500 aircraft. A proficiency check in any CE-500 aircraft suffices for the type, if initial and recurrent qualification is conducted in accordance with MDR and approved ODR tables for that operator. These checks must be administered by an authorized check airman, appropriately qualified FAA Designee, or FAA Aviation Safety Inspector. Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted by 14 CFR Part 61 or 135.
7.1 Recency of Experience. Recent experience is common for all CE-500 aircraft.
7.1.1 Takeoff and Landing Experience. Takeoff and landing currency requirements (per 14 CFR §135.247 and 14 CFR §61.57) may be met interchangeably in any CE-500 aircraft.
7.1.2 Instrument Experience 14 CFR §§61.57/135.297. Instrument experience must include operation/programming of the FMS (as applicable) for both arrival and departure and may be met interchangeably in any CE-500 aircraft.
7.2 Currency for Mixed Fleet Flying Operations. The requirements are located in the MDR/ODR tables section of this report.
7.2.1 Maintain Currency
Level B Currency – When MDR/ODR specifies Level B Currency, currency is maintained by operating the variant aircraft within the previous 180 days.
Level C Currency – When MDR/ODR specifies Level C Currency, currency is maintained by operating the variant aircraft through a complete flight cycle to include an instrument approach procedure within the previous 90 days.
Level D Currency – When MDR/ODR specifies Level D Currency, currency is maintained by operating the variant aircraft through three complete flight cycles (takeoff, departure, arrival, approach and landing) within the previous 90 days.
7.2.2 Re-establish Currency
Level B Currency - may be re-established by a review of the placards, limitations and operating procedures prior to operating the variant aircraft.
Level C Currency - may be re-established by operating the variant aircraft with a qualified PIC for at least one flight segment, completing a line check with a line check airman, completing a proficiency check in the variant aircraft or compliance with 14 CFR §61.57(c) or (d) recent flight experience requirements in the variant airplane.
Level D Currency - may be re-established by completing a line check with a line check airman, completion of a proficiency check in the variant aircraft or compliance with 14 CFR §61.57 (c) or (d) recent flight experience in the variant airplane.
8.1 Compliance Checklist (see Appendix 4, Reserved).
Compliance checklists are provided as an aid to FAA Certificate Holding District Offices (CHDO) in identifying those specific rules or policies for which compliance has already been demonstrated to the FAA for aircraft having a particular aircraft type certificate. The checklist also notes rules or policies not demonstrated to the FSB, which must be demonstrated to CHDOs by operators. Due to prior 14 CFR Part 91 and 135 operating experience of the CE-500 fleet of aircraft, a compliance checklist has not been included in this report. FAA Inspectors who may need to establish compliance with operating rules for a new operator of CE-500 aircraft are encouraged to coordinate with the POI of another 14 CFR Part 91 and 135 operator currently operating CE-500 aircraft.
8.2.1 Emergency Evacuation Demonstration 14 CFR Part 135 Operators must meet the requirements of 14 CFR §135.123.
8.2.2 CE-500 Aircraft Emergency Exits. An Equivalent Level of Safety was approved in lieu of the aircraft meeting requirements of 14 CFR §25.807 emergency exits for passengers. Flight crews must follow applicable aircraft flight manual and emergency procedures.
8.2.3 Ditching Demonstration and compliance with 14 CFR §25.801. 14 CFR §25.801 compliance has not been demonstrated. While no specific requirement for a ditching demonstration exists under 14 CFR Part 91/91K/135, operators must comply with 14 CFR §135.331(3)(iii) and must be familiar with the general handling characteristics and procedures outlined in the aircraft flight manual.
8.2.4 Forward Observer Seat. CE-500 aircraft are not equipped with a dedicated forward observer seat. Some available forward passenger seats with the standard passenger seat/seatbelt, passenger oxygen and splitter cord for audio have been found suitable for conducting enroute inspections per 14 CFR 135.75(b). Audio jacks may be installed at the forward seat to provide for enroute inspections. Due to the availability of various passenger configurations, the determination of suitability for use of a forward passenger seat in conducting enroute inspections will need to be determined by the CHDO or Inspector conducting enroute inspections. For Models 501/551 certificated for one pilot, the right pilot seat is suitable for compliance with 14 CFR §135.75.
8.2.5 Passenger Briefing Cards. The CHDO will need to verify passenger briefing cards meet requirements of 14 CFR §135.117 and match the interior configuration and emergency equipment installed. If the aircraft was delivered by Cessna with rafts and/or life preservers installed, passenger briefing cards normally include information on raft and/or life preserver location and use.
8.2.6 Proving Tests. To satisfy 14 CFR §135.145, proving tests should be conducted in accordance with FAA Order 8900.1 Volume 3, Chapter 29. Proving test requirements and reductions are as designated by FAA Order 8900.1 and the CHDO, or as otherwise specified by AFS-200.
8.2.7 Validation Tests. Validation Tests must be conducted in accordance with 14 CFR §135.145 and FAA Order 8900.1 Volume 3, Chapter 29.
8.2.8 Cockpit Checklist. Models 501/551 require specific part number checklist approved by type certification for single pilot operations. These approved checklists are available only in paper format and are required for all flight operations. These approved checklists also comply with 14 CFR §91.503.
8.2.9 Electronic Flight Bag
8.2.9.1 560 Encore + (S/N 560-0751 through 560-0815). Electronic Approach Charts (departures and arrival procedures, approach charts & airport diagrams) are available through the IFIS-5000 File Server Unit. Since EFB information cannot be displayed while on emergency power, or certain avionics failures, a second suitable source is required. The enhanced map overlays do not meet requirements for enroute charts, therefore another suitable source of enroute chart information must be available at the pilot station. Printed Pilot Checklist remains required for compliance with 14 CFR §§91.503, 135.83. The Electronic pilot checklist does not contain all required procedures due to inability to function in all non-normal flight operation situations. Memory button selection on the cursor control panel is required to allow single pilot action to change between navigation display, electronic checklist display and electronic charts display to mitigate workload using these functions.
8.2.9.1 G950 Electronic Charts. Electronic charts have been evaluated for operational suitability. Refer to EFB evaluation report in Appendix 5.
8.2.9.2 IS&S Electronic Charts. Electronic charts have been evaluated for operational suitability. Refer to EFB evaluation report in Appendix 6.
8.2.9.3 G600 Electronic Charts. The EFB evaluation determined functions were not suitable as a source for electronic display of airport diagrams, approach plates, arrival procedures, and departure procedures. This was due to display size which requires excessive pilot actions to select viewable charts, and competing MFD display functions. Using G600 electronic charts increases pilot workload negatively and affects pilot performance. While it is possible to view electronic approach charts on G600, they are not operationally suitable to meet regulatory requirements of §14 CFR 91.503.
9.FSB SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS
9.1 Device and Simulator Characteristics. Requests for device qualification for training should be made in accordance with FAA procedures. Flight training device and flight simulator characteristics must comply with applicable 14 CFR Part 60. Credit for training, checking and currency in an approved Flight Training Device (FTD) or simulator is allowed in accordance with the simulator task credit given in accordance with Airline Transport Pilot and Aircraft Type Rating Practical Test Standards, except where this report is more restrictive. The acceptability of differences between devices, simulators, and aircraft must be addressed by the POI. Requests for device approval to be used for approved training should be made to the POI/TCPM. The POI/TCPM may approve these devices for that operator if their characteristics clearly meet the established FAA criteria and have been qualified by the National Simulator Program (NSP).
This report becomes effective when given final approval by the FAA. Training, checking, and currency for CE-500 aircraft must be conducted in accordance with all provisions of this report. All FAA approved training programs must incorporate the latest FAA Approved AFM procedures, AFM compliant checklist, manufacturer’s recommendations for training maneuvers, and all provisions of this report.
11.1 Approval Level and Approval Criteria. Alternate means of compliance to the requirements of this report must be approved by the FSB. If alternate means of compliance is sought, operators must show that the proposed alternate means provides an equivalent level of safety to the provisions of AC 120-53 (as amended), and this FSB report. Analysis, demonstrations, proof of concept testing, differences documentation, or other evidence may be required.
11.3 Interim Programs. In the event of clearly unforeseen circumstances in which it is not possible for an operator to comply with provisions of this report, the operator may seek interim program approval rather than a permanent, alternate compliance method. Financial arrangements, scheduling adjustments, and other such reasons are considered “unforeseen circumstances” for the purposes of this provision. Interim program approvals must be approved by the FSB Chair.
(1)(6)(7)(9)
(1)(2)(3)(6)(8)(9)
(1)(2)(6)(9)
(1)(2)(3)(6)(7)(8)(9)(10)
(1)(2)(7)(9)
(1)(2)(6)(7) (9)(10)
(1)(2)(3)(6)(7)(8)(9)
(1)(2)(3)(4)(5)(6)(8)
(1)(2)(6)(7)(9)
For TCAS II or TAWS B, C/B/B may apply.
For Bendix EFS-10, Sperry EDZ-600/601/603 EFIS C/C/C applies.
For PW530A and Honeywell SPZ-8000/P1000, D/D/C applies to Citation Bravo from Citation II.
For Honeywell P-1000 from Honeywell EDZ-60x, D/D/C apply; For PW535B with FADEC and Proline 21 from PW535A and P-1000, C/B/A apply.
For CDS/R (STC# ST01165LA) on Honeywell EDZ-60x, D/C/C applies.
For IS&S display retrofits by STC# ST02739NY, D/D/D applies.
For G950 Cessna Model 501 , modified with display retrofit by STC# SA11050SC-D, D/D/D applies.
For EFI-890R Model 550, modified with display retrofit (STC# ST03947AT)-D/D/D applies, For Master Caution Panel with LED Lighting on Model 550 (STC# ST03948AT), C/C/C applies and for Advanced Digital Audio Management System on Model 550 (STC# ST03946AT), C/C/C applies.
For 500/501/550/551/S550 with SPZ-500 AFCS retrofitted with Garmin G600 IFDS (STC# ST01395WI) is D/D/D. For pilots currently 61.58 qualified in 500/501/550/551/S550 with Garmin G950/G1000/ G600 to aircraft retrofitted with Garmin G600 IFDS STC# ST01395WI C/C/C applies.
For operation from an aircraft type certificated for two pilots to single pilot operation, E/E/E applies.
BASE AIRCRAFT: CE-560 ENCORE (560-0539-560-0750)
DIFFERENCE AIRCRAFT: CE-560 ENCORE+ (560-0751-560-0815)
Maximum Ramp Weight and Maximum takeoff weight 200 LBS increase.
Per AFM and Collins Operators Manual. Air start envelope increased from 150 KIAS/FL300 to 170 KIAS/FL300.
PW535B FADEC controlled Engine replaces PW535A Engine.
Collins Pro-Line 21 Avionics Suite replaces Honeywell P-1000 Avionics.
ICBT/
-Collins PFDs/MFD replaces Honeywell PFD’s and MFD.
-PFD controlled through DCP-3000
-MFD controlled via FMS 3000 Integrated Flight Information System panel/bezel buttons.
-Collins Pro-line 21 Flight control system
-Radios controlled through RTU.
Per AFM.
Changed to Rockwell Collins Pro Line 21 Flight Control System (FCS) providing three axis autopilot with yaw damper. Modes and operation are similar to Honeywell system.
Controlled through Radio Tuning Units (RTU).
Honeywell P-1000 EFIS displays replaced by Collins Pro line 21 PFDs, both displaying, attitude Indicator horizontal situation indicator. Airspeed / Mach Altimeter, Vertical Speed.
PFD options controlled through the Display Control Panel (DCP-3000) and bezel buttons.
MFD options selected using the FMS-3000, Integrated Flight Information System panel and bezel buttons.
Collins FMS-3000 installed as standard equipment.
Flight Director Mode Selection is controlled from either of pilot’s or copilot’s Mode Select Panels (MSP-85).
Altitude Pre-selector Controller moved from the MFD to Course Heading Panel (CHP-3000).
Altitude Baro Set is provided on the Display Control Panel (DCP-3000).
TCAS and EGPWS Integrated with PFD and MFD display options.
Separate electronic standby attitude, airspeed, and altitude instruments.
The No. 1 RTU provides backup HSI, with heading and course/glideslope data.
BASE AIRCRAFT: Cessna CE-560 Encore (560-0539-560-0750)
DIFFERENCE AIRCRAFT: Cessna CE-560 Encore + (560-0751-560-0815)
Pro-Line 21 System setup and use.
Electronic Engine Displays changed from tape format to round dial/digital.
Setting V-speeds and PFD Reference for Airspeed and Attitude and FADEC controlled Engines.
RTO/ V1 Fail
Power setting/FADEC controlled Engines
Nav Selection and FMS approach section.
V-Speeds set up on FMS and PFD.
AFM Procedures for Pro-Line 21.
BASE AIRCRAFT: Cessna CE-560 -0001 through 560-0259
DIFFERENCE AIRCRAFT: Cessna CE-560 -0001 through 560-0259 with STC# ST01165LA (CDS/R)
Per AFMS.
CD-820 Installed.
Replace Primary Flight Displays with Flat Panel Primary and Multi-function Displays. Caution/Warning Panel and Flight Director mode controllers moved to glareshield.
BASE AIRCRAFT: Cessna CE-560 -0001 through 560-0259)
DIFFERENCE AIRCRAFT: Cessna CE-560-0001 through 560-0259 with STC# ST01165LA (CDS/R)
New Mode Control Panel and Location
(MS-560).
CAS message is added to the MFD for CDS/R monitoring only.
EDZ CRT EADI/EHSI displays replaced by CDS/R Flat panel PFD/MFD displays that incorporate PFD format for:
§ Attitude Indicator, Horizontal Situation Indicator Airspeed / Mach, Altimeter, Vertical Speed, Bearing pointers.
§ Added new EFIS format selections
§ Added PFD/MFD menu control through joystick
§ Added new reversion controller.
Updated FMS CDU to CD-820.
Flight Director Mode Selection is controlled from a new panel (MS-560).
Altitude Pre-selector Controller is new. Altitude Baro Set is provided on the Display Controller (DC-550).
TCAS and EGPWS Integrated with PFD/MFD display and display control panels.
Separate analog standby attitude, airspeed, and altitude instruments. The No. 1 RMU provides backup HSI, with heading and course/glideslope data.
DIFFERENCE AIRCRAFT: Cessna CE-560 (0001-0259) with STC# ST01165LA (CDS/R)
CDS/R System setup and use.
PFD Reference for Airspeed and Attitude.
PFD Flight Instruments.
Maneuvers affected by PFD, Steep Turns and Stalls, Low speed awareness, Flight Director, Navigation.
PFD Flight Instrument and navigation selection.
PFD Flight Instruments, Set V-speed.
AFM Procedures for CDS/R.
BASE AIRCRAFT : 500, 550, S550, 560
DIFFERENCE AIRCRAFT: 500, 550, S550, 560 STC# ST02739NY (IS&S Flat Panel Display System)
Avionics system replaces EADI, EHSI and/or mechanical flight instruments, and engine instruments.
Optional Electronic Chart Server Unit configured for electronic charts or satellite weather data.
DIFFERENCE AIRCRAFT: Same Model with STC# ST02739NY (IS&S Flat Panel Display System)
Avionics system replaces EADI, EHSI and/or mechanical flight instruments FMS remains the same as baseline aircraft.
Engine instruments incorporated into primary displays (MFD and PFD).
Engine Instruments Replaced.
Avionics system replaces EADI, EHSI and/or mechanical flight instruments.
Normal Procedures were revised.
Abnormal Procedures were revised.
Emergency Procedures were revised.
BASE AIRCRAFT: Cessna 501
DIFFERENCE AIRCRAFT: Cessna 501 with STC# SA11050SC-D (G950)
Limitations related to the avionics/flight instruments as per AFMS.
New placards per AFMS.
Garmin G950 avionics suite installed replacing Sperry SPZ-500, mechanical flight instruments, and radios.
-New instrument panels, new Glareshield, and a new pedestal.
Instrument Panel/Layout
G950 PFD/MFD format replaces all Primary Flight Instruments.
-Change from mechanical primary flight instruments to dual PFD (GDU 1040)
-Audio panels replaced by dual GMA 1347D audio panels.
-installed GDU 1040 MFD Controller
-install GIA 63W Integrated Avionics unit
-install GRS 77 AHRS
Install GWX 68 Weather Radar
Install GDL Datatlink with optional XM Satellite Radio.
BASE AIRCRAFT : Cessna 501
Mode Control Selections.
G950 Dual VHF (GIA-63W) replaces Proline 2 radios, tuned with DCP on GDU-1040s, added GMA-1347D audio panels and Abnormal Tuning Procedures.
Standby power for G950.
Cockpit instrument panel lighting.
G950 PFD replaces mechanical flight instruments with air data computer and AHRS.
Navigation Display & Flight Plan
Dual GPS WAAS with GIA-63W
LNAV/VNAV & LPV Approaches.
G950 integrated ADC with Pitot/Static interface changes.
Baro-set & Alt. Alerter
LSA on speed tape
Tape Altimeter & VS
G950 integrated ADHRS (GRS-77).
GTX-33 Transponder controlled by PFD DCP or GDU-477.
GWX-68 Weather Radar.
Electronic Standby Instruments.
G950 EFB Functions
IAP only, no Enroute Charts
Emergency Power Chart availability
XM WX Data (GDL-69).
G950 Cockpit preflight procedures.
After Start and Taxi.
G950 System checks.
G950 PFD/MFD set up, V-speeds, PFD/MFD instrument reference for Takeoff.
RTO Or V1 Fail
PFD airspeed and attitude reference and MFD engine indications.
Flight Director use, Low speed awareness, altitude alerter use, Navigation, Nav source and Flight Director..
Maneuvers affected by PFD/Flight Instruments. Steep turns, Stalls, LSA, Flight Director and Navigation.
Flight plan selection procedures. Approach selection, activation, Flight Director use, LNAV/VNAV and LPV approach procedures.
PFD instrument reference and setting V-speeds.
AFMS Procedures for G950 Display System, TCAS, EGPWS.
Emergency Procedures were revised. AFMS Procedures for G950 Display System, TCAS, EGPWS.
BASE AIRCRAFT: Cessna CE-550 (550-0001 through 550-0505 and 550-0550 through 550-0800)
DIFFERENCE AIRCRAFT: Cessna CE-550 w(550-0001 through 550-0505 and 550-0550 through 550-0800) with EFI-890R (STC# ST03947AT), Cessna CE-550 with Master Caution Panel with LED Lighting (STC# ST03948AT) and Cessna Model 550 with Advanced Digital Audio Management System (STC# ST03946AT).
EFI-890R Avionics System replaces EADI, EHSI, and or mechanical flight and engine instruments.
Three flat panel display EFIS system whereby two PFDs replace mechanical flight instruments.
-MFD replaces mechanical engine instrumentation.
-Dual Rockwell Collins AHRS AHS-3000 units installed.
-Audio System replaces existing electromechanical audio system.
-Electromechanical standby instruments replaced by GH-3100 electronic standby instrument system. Existing audio control system removed.
-Orbitz Avionics Communications System replaces existing audio system.
-Master caution panel upgraded using LED annunciator assemblies and relocated.
Avionics System replaces EADI, EHSI and or mechanical flight instruments. FMS is upgraded but remains nearly the same as baseline aircraft.
Engine Instruments incorporated into electronic displays.
EFI-890R cockpit preflight procedures.
Electronic engine instrument displays.
After Start and Taxi
EFI 890R checklist procedures.
EFI 890R display setup, V-speeds, PFD/MFD reference for takeoff.
RTO or V1 Failure
Avionics system replaces EADI, EHSI, and or mechanical flight instruments and engine instruments.
Climb, Cruise Descent
Interpretation of PFD/MFD/Flight Director, Low speed awareness, Navigation and Nav sources.
Approach selection activation, Flight Director use, LNAV/VNAV and LPV approach procedures.
AFMS Procedures for EFI-890R display system. TCAS and TAWS.
Maneuvers affected by PFD Flight instruments. (Steep turns, stalls, low speed awareness, flight director, navigation).
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with SPZ-500 AFCS
DIFFERENCE AIRCRAFT: Cessna 500/501/550/551/S550 with G600 STC# ST01395WI
Garmin G600 System replaces individual attitude, heading, airspeed, altitude and vertical speed instruments. The G600 System integrates with the existing SPZ-500 flight director/autopilot.
G600 replaces individual attitude, heading, airspeed, altitude and vertical speed instruments using a flat panel LCD. G600 integrates with the existing SPZ-500 flight director/autopilot.
G600 PFD/MFD replaces primary flight instruments.
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with SPZ- 500 AFCS
DIFFERENCE AIRCRAFT: 500/501/550/551/S550 with G600 STC# ST01395WI
Garmin G620 PFD/MFD replaces pilot original ADI, HSI, Mach/Airspeed, Altimeter, RMI, Vertical Speed Indicators, Pilot Radio Altimeter, indicator and Radar Display.
Garmin Synthetic Vision Technology.
Single Garmin GRS 77 Attitude Heading Reference System (AHRS).
Pilot PFD/MFD Integrated Controls (bezel buttons).
Pilot PFD/MFD Navigation Source Integrated Controls (bezel buttons) added.
G600 Cockpit preflight procedures.
AFMS Procedures for G600.
Reference for Airspeed and Attitude
G600 PFD/MFD for takeoff.
Flight director use, Low speed awareness, altitude alerter, use of navigation sources.
Maneuvers affected by PFD Flight instruments, Steep Turns and Stalls. Low speed awareness flight director and navigation.
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with G950/G1000/G600 installed
Garmin G600 System is PFD/MFD installation. The G600 System integrates with the existing flight director/autopilot.
G600 may incorporate previously individual functions and controls.
Auto Flight Mode Controls may change.
Nav/Comm/GPS may be GIA-63, GTNs or GNSs.
Garmin G620 PFD/ MFD replaces previous primary flight displays.
Engine instruments may change.
Maneuvers affected by flight director and navigation mode control.
PFD, Set V-speeds.