Source: http://fsims.faa.gov/wdocs/fsb/eads%20casa%20235%20295%20r2.htm
Timestamp: 2018-10-19 00:50:57
Document Index: 210325616

Matched Legal Cases: ['arts 121', 'art 91', 'arts 121', '§ 91', 'arts 61', 'art 121', 'art 135', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 121', 'art 135', 'art 135', 'art 121', 'art 91']

EADS CASA 235/295
CN-235-100, -200, -300
(425) 917-6626
Addition of C-295
Update of FSB Report to AC 120-53A standards, and addition of CN-235-300 aircraft
PART I – C-235-100, -200, -300 AND C-295 TRAINING, CHECKING, AND CURRENCY REQUIREMENTS
1. PURPOSE AND APPLICABILITY 3
2. PILOT "TYPE RATING" REQUIREMENTS 5
3. "MASTER DIFFERENCE REQUIREMENTS" (MDRs) 5
4. ACCEPTABLE "OPERATOR DIFFERENCE REQUIREMENTS" TABLES 6
5. FSB SPECIFICATIONS FOR TRAINING 7
6. FSB SPECIFICATIONS FOR CHECKING 11
7. FSB SPECIFICATIONS FOR RECENCY OF EXPERIENCE 13
8. AIRCRAFT COMPLIANCE CHECKLIST 13
9. FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS 14
10. APPLICATION OF FSB REPORT 14
11. ALTERNATE MEANS OF COMPLIANCE 15
12. APPENDICES 15
APPENDIX 1 – MASTER DIFFERENCE REQUIREMENTS (MDR TABLE) 16
APPENDIX 2 – ACCEPTABLE ODR TABLES 18
APPENDIX 3 – OPERATOR DIFFERENCE REQUIREMENTS CN235-200 RETROFITTED TO CN-235-300G “GLASS COCKPIT”
AVIONICS IAW STC 02887CH 25
APPENDIX 4 - AIRCRAFT COMPLIANCE CHECKLIST 34
1.1 Flight Standardization Board (FSB) Report Specifications. The basic FSB report specifies FAA master training, checking, and currency requirements applicable to crews operating EADS CASA CN-235-100, CN-235-200, and CN-235-300, and C-295 aircraft operated under 14 CFR Parts 121 and 135.
NOTE: For the purposes of the FSB Report, the term “CN-235-variants” shall mean EADS CASA CN-235-100, CN-235-200, and CN-235-300 aircraft as designated in FAA Type Certification Data Sheet (TDCS) A21NM.
The amendment being added to the basic FSB Report with this Revision, specifies FAA training, checking, and currency requirements applicable to crews operating EADS CASA CN-235-200 aircraft, which have been retrofitted IAW STC 02887CH, to replace the previous avionics suite, with an avionics suite consisting of a Universal Avionics EFI 890R Electronic Flight Display System with Integrated Engine Display System ( IEDS). The FSB Report shall hereafter refer to Aircraft so retrofitted as “CN-235-300G, with “G” signifying “Glass Cockpit.”
Various sections within the report are qualified as to whether compliance is required (considering the provisions of AC 120-53A ), recommended, or advisory in nature. Provisions of the report:
Identify a Same Pilot Type Rating assigned to CN-235-variants, CN-235-300G and C-295 aircraft;
Describe “Master Difference Requirements” for crews requiring differences qualification for mixed-fleet-flying or transition,
Provide examples of acceptable “Operator Difference Requirements (ODR)” tables,
Describe acceptable training program and device characteristics when necessary to establish compliance with pertinent MDRs,
Identify checking and currency standards including specification of those checks that must be administered by FAA or operators,
List regulatory compliance status (compliance checklist) for the CN-235-variants and C-295 aircraft for CFRs Part 91 , 121 , and 125 , Advisory Circulars, or other operational criteria for information of FAA field offices.
1.2 This report addresses CN-235-variants (CN-235-100, -200 and -300), and the C-295 as specified in the FAA Type Certificate Data Sheet (TDCS) A21NM.
1.4 FSB Responsibility/Authority. Determinations made in this report are based on the evaluations of specific CN-235-variants, CN-235G, and C-295 aircraft models 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 other related aircraft, may require amendment of the findings in this report. The FSB reserves responsibility and authority to re-evaluate and modify sections of this report based on new or revised Advisory Circular material, pertinent CFRs, aircraft operating experience, or the testing of new or modified aircraft under the provisions of AC 120-53A .
1.5 AQP/FSB Report Relationship. Differences between this report and an operator’s proposed training, checking, and currency requirements under an Advanced Qualification Program (AQP) must be justified and documented as part of the applicant’s AQP approval process. Program approvals under AQP need to ensure the basic provisions and requirements of this report have been addressed, and where necessary, coordination with the appropriate Flight Standardization Board has been completed.
1.6 Terminology. The term "must" is used in this FSB report and certain MDR footnotes, even though it is recognized that this report (as well as AC 120-53A , on which it is based) provides one acceptable means, but not necessarily the only means of compliance with CFR requirements. This terminology acknowledges the need for operators to fully comply with this FSB report and MDR and ODR provisions if AC 120-53A is to be used by the operator as the means of complying with the pertinent CFRs. Operators who choose this method must comply with each applicable MDR provision, including any footnotes.
Minimum requirements for approval by FAA field offices, (e.g., MDRs, type rating designations, etc.),
Information which is advisory in general, but may be mandatory for particular operators if the designated configurations apply and if approved for that operator (e.g. MDR footnotes, acceptable ODR tables), and
Information which is used to facilitate FAA review of an aircraft type or related aircraft proposed for the use by an operator (e.g. compliance checklist for FAA Field Office use).
Various sections of this report are qualified as to whether compliance (considering the provisions of FAA Advisory Circular AC-120-53A) is required, or is advisory in nature.
2.1 Type Rating. The “Same Pilot Type Rating" is assigned to CN-235-variants, CN-235-300G, and C-295 aircraft and is designated "C-295."
2.2 Second-In-Command (SIC) Type Rating. In accordance with the provisions of the pertinent CFR, FAA Order 8900.1 and AC 120-53A , a SIC type rating is assigned to the C-295 and is designated “C-295” with Limitations for “C-295 SIC Privileges Only”.
3.1. Common Requirements (CN-235-variants, CN-235-300G, and C-295 aircraft).
3.1.1. Autopilot Engage/Disengage Altitude. The Minimum altitudes for use of autopilot on CN-235-variants, CN-235-300G, and C-295 aircraft are as specified in the regulations under which it is being operated (i.e., 14 CFR parts 121.579 , or 135.93 ).
a. CN-235-variants, CN-235-300G, and C-295 aircraft are considered Category B aircraft for the purposes of determining "straight-in landing weather minima."
b. For circling, the aircraft approach category to be used for determining the circling minima is as specified in the Operations specifications for each operator.
3.1.3 Normal "Final Landing Flap Setting." The normal "final landing flap setting" per 14 CFR FAR § 91.126(c) , is considered to be "Flaps LANDING” (23 degrees) for all CN-235-variants, CN-235-300G, and C-295 aircraft. However, "Flaps APPROACH"(15 degrees) may be used at crew's discretion considering winds, runway length, runway braking, or other relevant factors.
3.1.4 "No Flap Approach." Training and checking applicable to CN-235-variants, CN-235-300G, and C-295 aircraft requires demonstration of "no flap" approaches. Completion of a demonstration in any CN-235 variants, CN-235-300G, or the C-295 suffices for any other CN-235 variant, CN-235-300G, or C-295.
3.1.5 Flight Control Disconnection. Initial and Recurrent Training Programs for the CN-235-variants, CN-235-300G, and C-295 aircraft shall include demonstration of Approaches and Landings with roll control and pitch control chains disconnected (not simultaneously). Training in any CN-235-variant, CN-235-300G, or the C-295 suffices for any other CN-235-variant, CN-235-300G, or C-295.
3.1.5 No other special or unique requirements common to all CN-235-variants, CN-235-300G, and C-295s are identified beyond those provided by 14 CFR Parts 61 , 91 , and 121 , 135 , or 125 .
3.2.1 Requirements (MDRs) for CN-235-variants and C-295 aircraft. MDRs are shown in Appendix 1. These provisions apply when differences between CN-235-variants and C-295 aircraft exist which affect crew knowledge, skills, or abilities related to flight safety (e.g., Level A or greater differences).
4. ACCEPTABLE "OPERATOR DIFFERENCE REQUIREMENTS" TABLES
4.1 ODR tables - Used to Show an Operator's Compliance Method. Acceptable Operator Difference Requirements (ODR) tables for operators conducting mixed fleet operations, using particular combinations of CN-235-variants and C-295 aircraft are shown in Appendix 2. The ODR tables represent an acceptable means to comply with MDR provisions for this combination of aircraft, based on differences and compliance methods shown. The tables do not necessarily represent an acceptable means of compliance for operators with aircraft having other differences, where compliance methods (e.g., devices or simulators) are different, or for combinations of aircraft not evaluated. For operators flying CN-235-variants and C-295 aircraft, which are the same as the aircraft used for the ODR table development and using the same compliance methods, the ODR tables in Appendix 2 have been found acceptable by the FAA. Thus, equivalent tables may be approved by the POI for a particular operator.
4.2 Operator Preparation of ODR Tables. Operators flying “mixed-fleet” CN-235-variants, CN-235-300G and C-295 aircraft must have approved ODR tables. Operators flying CN-235-variants and C-295 aircrafts similar to those covered by the acceptable ODR tables shown in Appendix 2 may use those tables. Operators with differences not shown on, or addressed by the tables of Appendix 2, or operators seeking different means of compliance, must prepare and seek FAA approval of specific ODR tables pertinent to their fleet.
4.3 ODR Table Coordination. Unless identical or equivalent ODR tables have been previously approved by the FAA, new ODR tables proposed by operators should be coordinated with their POI and the FSB prior to FAA approval and implementation. By coordination, the FSB ensures consistent treatment of CN-235-variants, CN-235-300G, and C-295 aircraft between various operators, and compatibility of each ODR table with MDR provisions.
4.4 ODR Table Distribution. Original approved ODR tables are retained by the operator. Copies of approved ODR tables are retained by the Certificate Holding District Office (CHDO). Copies should also be forwarded to the EADS CASA CN-235 and/or C-295 FSB Chairman, Seattle AEG (SEA-AEG).
5.1.1 Assumptions Regarding Airmen Previous Experience. The provisions of this section apply to programs for airmen who have experience in both 14 CFR Part 121 or Part 135 air carrier operations, and multi-engine transport category turboprop aircraft. For airmen not having this experience, additional requirements may be appropriate as determined by the POI, FSB, and AFS-200.
5.1.2 Training for Seat Dependent Tasks. Accomplishment of certain tasks, procedures, or maneuvers requires training of a crewmember for a particular crew position (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.
5.1.3 Second-In-Command Training Tasks. Flight Crews qualify to serve as SIC must accomplish certain tasks, procedures or maneuvers for the SIC crew position. Training programs should address all training elements of the pertinent CFR in accordance with FAA Order 8900.1. SIC pilot type rating may be issued in accordance with the pertinent CFR provided training required by the pertinent CFR and FAA Order 8900.1, including tasks stipulated by this report, are completed.
5.2.1 Pilots: Initial, Transition and Upgrade Ground Training. Initial, transition, or upgrade ground training for CN-235-variants, CN-235-300G, and/or C-295 is accomplished as specified by the pertinent CFR. No unique provisions or requirements are specified. However, when more than one CN-235-variant, and/or the CN-235-300G is flown, or transition from one CN-235-variant aircraft to another CN-235 variant aircraft, and/or the CN-235-300G is accomplished, appropriate instruction in unique aircraft systems will be required for each subject aircraft, consistent with MDR provisions. When CN-235 variants and/or the CN-235-300G are flown in mixed-fleet operations with the C-295 aircraft, the appropriate Differences Course will be performed after the completion of training of the first aircraft model. Training program hours may be reduced as specified in the pertinent CFR, but not in a manner or in areas which invalidate compliance with provisions of the MDRs.
5.2.2 Pilots: Initial, Transition, and Upgrade Flight Training. Initial, transition, or upgrade flight training for CN-235-variants, CN-235-300G or C-295 is accomplished as specified by the pertinent CFR. No unique provisions or requirements are specified. When CN-235-variants, and/or the CN-235-300G, are flown in mixed-fleet operations with the C-295 aircraft, the Differences Course will be performed after the completion of training of the first aircraft model. Training program hours may be reduced as specified in the pertinent CFR, but not in a manner or in areas which invalidate compliance with provisions of the MDR or ODR tables.
5.2.3 Crewmember Emergency Training. Appropriate emergency training must be given to each crewmember on the location, function, and operation of emergency equipment that is different in each CN-235-variant, CN-235-300G, and/or C-295 flown. Where equipment is common, instruction may be adjusted for those crewmembers qualified and current on other CN-
235-variant, CN-235-300G, and/or C-295 aircraft, provided records are available which demonstrate that crewmembers meet the pertinent CFR requirements . For example, where elements of interior configurations are common, training may be simultaneously credited for CN-235-variant, CN-235-300G, and/or C-295 aircraft. Conversely, for different emergency equipment, doors, slides, slide/rafts, or other interior configuration elements, even when within the same CN-235-variant, CN-235-300G, or C-295, training on emergency equipment for each CN-235-variant, CN-235-300G, and/or C-295 aircraft is required in accordance with MDRs. Training on the location, type, or operation of this equipment may be accomplished by pictures or electronic media, provided adequate knowledge of its use is demonstrated to an authorized representative of the operator.
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 aircraft flown.
IAW CFR Part 121.417 and FAA Order 8900.1, Flight Standards Information Management System, emergency training requirements refer to two types of training: “general” and “aircraft specific” emergency training. General emergency training is instruction on those emergency items that are common to the CN-235-variant, CN-235-300G, or C-295 aircraft and all aircraft in an operator’s fleet, e.g., instruction on fire extinguishers and fire fighting procedures, if common to all aircraft. Aircraft-specific emergency training is training on those items that are specific to specific CN-235-variant, CN-235-300G, and/or C-295 aircraft. An example of aircraft-specific emergency training is instruction on the location of emergency equipment.
As part of an approved training program, an operator may use many methods when conducting aircraft specific emergency training including classroom instruction, pictures or electronic media, ground training devices, Computer-Based Training (CBT), and/or static aircraft training.
There is no specified training program hours for Crewmember Emergency Training, however, a chart in FAA Order 8900.1 (Volume 3, Chapter 19, Section 4 ) provides “national norms” for the approval of general emergency training program hours related to new hires. The complexity of the different related aircraft flown and the complexity of the type of operations conducted should be considered when approving CN-235-variant, CN-235-300G, and/or C-295 aircraft-specific emergency training.
5.2.4 Electronic Checklists. If installed (i.e., CN-235-300G), the electronic checklist (ECL) display system should be utilized to reduce crew workload. Use of the paper backup should also be trained. Standard practices and crew coordination should be established for use of ECL. To reduce workload, line items, which are sensed and indicate “completed” by the ECL system would not normally be read aloud.
5.3.1 General. Unless an initial or transition program is completed for each CN-235-variant, CN-235-300G, and C-295 aircraft, differences training is necessary as provided in MDR and ODR tables. A training program addressing pertinent differences described by individual operator ODRs, including normal, non-normal, and alternate operations, is required for each CN-235-variant, CN-235-300G, and C-295 aircraft flown.
A Differences Training Program prerequisite is that a trainee has completed initial, upgrade, or transition training in one CN-235-variant, CN-235-300G, or C-295 aircraft, and will receive differences training for the other CN-235-variant, CN-235-300G, or C-295 aircraft.
b. When dealing with CN-235-variants, and/or the CN-235-300G, coverage of differences may be completed coincident with each phase of transition training, as well as following completion of transition training to the first variant. Differences training between the C-295 aircraft, and CN-235-variants or the CN-235-300G aircraft, must be performed after completion of training of the first aircraft type. The differences training must be consistent with the provisions of the approved applicable MDR/ODR Tables.
5.3.2 Ground Training. Differences ground training is required on the topics applicable to the pertinent CN-235-variant, CN-235-300G, or C-295 aircraft.
5.3.3 Training is shown by applicable ODR tables in the following subjects:
a. General description of the aircraft
Airplane Systems (e.g. hydraulics, electrical, and, as applicable, Electronic Flight Display System with Integrated Engine Display System)
Normal, Non-normal, and Alternate Procedures
Other instruction in features unique to the operator’s fleet of CN-235-variant, CN-235-300G, and/or C-295 airplanes
5.3.3 Flight Training. Difference flight training is required in the topics and maneuvers applicable to the pertinent CN-235-variant, CN-235-300G, and C-295 aircraft that is shown by applicable ODR tables. For an Advanced Qualification Program (Part 121 Subpart Y), "flight qualification events" must be consistent with items specified by the applicable ODR tables.
5.3.4 Fleets with different Engine and/or Propeller Types. CN-235- variants and the CN-235-300G are equipped with General Electric CT7-9C engines and Hamilton Standard 14RF Propellers. The C-295 is equipped with Pratt & Whitney PW 127G engines and Hamilton Standard HSD 568F5 Propellers. These aircraft have been evaluated by the FSB, which has determined that training, checking, and currency requirements, as
outlined by this FSB Report and other sources, will provide sufficient parameters for successful operation of this various engine and propeller combinations.
5.4.1 Recurrent Training. Recurrent training must include appropriate training in accordance with the pertinent CFR, or an approved AQP program, for each CN-235-variant, CN-235-300G, and C-295 aircraft flown. When recurrent training addresses more than one of these aircraft, the differences must be covered in accordance with the items and levels specified by MDR and ODR tables for initial differences training, unless otherwise approved by the FSB.
5.4.2 Recurrent Ground Training Time Reductions. If recurrent ground training is reduced in accordance with 14 CFR Part 121.405 , to below programmed hours specified in CFR Part 121.427(c) , such reductions must be consistent with MDR and ODR table provisions.
5.4.3 Recurrent Flight Training. Recurrent flight training requires appropriate maneuvers and procedures identified in the pertinent CFR, or an approved AQP program, for the CN-235-variant, CN-235-300G, and/or C-295 aircraft flown. As permitted by the pertinent CFR, satisfactory completion of a proficiency check, in accordance with the pertinent CFR, may be substituted for training. When ODR table provisions identify differences in maneuvers or procedures between CN-235-variant, CN-235-300G, and C-295 aircraft, such differences must be addressed in the operator’s recurrent program.
5.4.4 Recurrent Training Level Adjustments. The FSB will consider proposals to establish recurrent differences training at levels other than for the initial differences training, on a case by case basis. Requests for changes should be made to the FSB through the POI. If the FSB accepts different levels for recurrent training, and AFS-200 approves those changes, such provisions will be identified in amended MDR footnotes.
5.4.5 For Flight Attendants, recurrent training consists of instruction as necessary in the CN-235-variant and CN-235-300G general operational subjects, as addressed in Paragraph 5.6.2, “Flight Attendants: Initial and Transition Ground Training” and in the CN-235-variant and CN-235-300G aircraft-specific emergency subjects, as addressed in Paragraph 5.2.3, “Crewmember Emergency Training.”
NOTE: In accordance with Type Certification Data Sheet A21NM, the C-295 is certified as a “freighter version,” has no approved maximum passenger seating capacity, and does not require Flight Attendants.
5.5.2 Separate Operating Experience for Single Fleet Operations. Operating experience a single CN-235-variant, the CN-235-300G, or the C-295 may be accomplished in any CN-235-variant, the CN-235-300G, or the C-295.
5.5.3 Operating experience for Mixed Fleet Flying Operations. Operating experience mixed fleets of CN-235-variants, the CN-235-300G, and/or the C-295 aircraft may be accomplished in any CN-235-variant, the CN-235-300G, or the C-295.
5.6.1 LOFT Programs. When operators have LOFT programs, POIs should review those programs to assure their suitability for the specific aircraft flown. If simulators used for LOFT have differences from the specific aircraft flown, LOFT credits may be reduced or eliminated if such differences are determined to have a significant adverse effect on the effectiveness of LOFT.
5.6.2 Flight Attendants, Initial and Transition Ground Training. Due to similarities in cabin configuration, flight attendants may be jointly qualified in a CN-235-variant and the CN-235-300G. Such qualification, however, must address any differences in exits, communications, or emergency equipment when common qualification applies.
5.6.3 Aircraft Dispatchers, Initial and Transition. If required by CFR, dispatchers may be simultaneously qualified for all CN-235-variant, CN-235-300G, and C-295 aircraft. Provisions of the pertinent CFR are applicable to each CN-235-variant, CN-235-300G, and C-295 aircraft. However, if CN-235-variant, CN-235-300G, and C-295 have different performance, procedures, or limitations, dispatchers must be trained to suitably address those differences. Records should reflect the variant(s) on which dispatchers are qualified.
6.1.1 Checking Items. Knowledge, procedures, and maneuvers specified by the applicable CFR, FAA Order 8900.1, or FAA Practical Test Standards (PTS ), pertinent to multi-engine turboprop transport aircraft apply to all CN-235-variant, CN-235-300G, and C-295 aircraft. CFR Part 121 or 135 checking items are accomplished as specified by the applicable MDR and ODR Tables to qualify in CN-235-variant, CN-235-300G, and C-295 aircraft.
a. Proficiency with manual and automatic flight must be demonstrated,
b. Proper outside visual scans without prolonged fixation on FMS operation should be demonstrated, and failure of component(s) of the FMS should be addressed,
Proper selection and use of map displays, raw data, flight director, and AFDS should be demonstrated, particularly during instrument approaches,
Demonstrations of FMS/GPS navigation (departures and approaches) proficiency if these type operations are approved for the operator,
Demonstration on the use of electronic checklists (ECL) during normal and non-normal procedures (if installed),
Understanding of speed and attitude stability characteristics of CN-235-variant, CN-235-300G, and C-295 flight controls in normal operations,
Proper use and knowledge of the Look ahead Terrain Function of the EGPWS (if installed),
Proper use and knowledge of the Predictive wind shear system (if installed),
Proper use of the Heads Up display (if installed), and
Proper use of the Electronic flight Bag/Flight Deck Video Security System (if installed).
6.1.3 "No Flap" Approach. "No Flap" Approaches during and the pertinent CFR check are required for CN-235-variant, CN-235-300G, and C-295 aircraft.
6.1.4. Steep turns, approach to stalls, and manually flown non-precision approaches. Steep turns, approach to stalls and manually flown non-precision approaches are required for CN-235-variant, CN-235-300G, and C-295 aircraft and will be demonstrated during and the pertinent CFR check.
6.1.5 MMEL/MEL Use
Dispatch relief under the provisions of the Operator’s MEL should receive appropriate emphasis as part of the normal checking process in order to address those issues related to crew workload and safety. Since an individual operator may elect to take advantage of the full range of relief provided under the MMEL, Certificate Holding District Offices should closely review specific MEL proposals to ensure that training and checking are sufficient to ensure satisfactory crew performance in both the normal and non-normal flight regimes. MEL relief should be granted only where it can be confirmed that safety will not be compromised as a function of crew experience, qualifications and training. Special attention should be given to checking to ensure that adequate training is provided to address dispatch with systems operated in alternate/degraded modes. Training and checking should also emphasize the crewmember’s ability to cope with the subsequent airborne failure of the next most critical system failure, e.g., failure of one or more features of the autoflight system.
6.2.1 Oral and Written Tests. Oral examinations for the CN-235-variant, CN-235-300G, and/or C-295 aircraft will be conducted prior to the Practical Test. If qualified in more than one CN-235-variant, CN-235-300G, or C-295 aircraft, the oral examination should cover differences between the aircraft.
6.2.2 Practical Test. Practical tests may follow standard provisions of the pertinent CFR, or approved Line Operational Evaluation (LOE) provisions of AQP. If AQP LOEs apply, suitable LOEs should be available that are pertinent to the intended operations expected.
6.2.3 Application For and Issuance of Type Ratings. Airmen completing pertinent CFR requirements in a CN-235-variant, CN-235-300G, and C-295 aircraft. with FSB requirements described in this report may apply to FAA for the appropriate “C-295” type rating endorsement. Upon completion of requirements and submission of an application (FAA Form 8710-1), authorized FAA inspectors or designees may issue the necessary pilot certificate with type rating.
6.3.1 General. Proficiency checks are administered as designated in the pertinent CFR, or IAW an approved AQP program, for CN-235-variant, CN-235-300G, and/or C-295 aircraft, except as specified or permitted by applicable MDR and ODR tables. A proficiency check in a specific CN-235-variant, CN-235-300G, or C-295 aircraft suffices to establish proficiency for other CN-235-variant, CN-235-300G, or -295 aircraft, if initial and recurrent qualification is conducted IAW MDRs and approved ODR tables for that operator. Such checks should assess knowledge and acceptable levels of skill, considering aircraft flown and crew position. When checks are conducted for mixed fleet flying between CN-235-variant, CN-235-300G, and/or C-295 aircraft, one aircraft is typically selected as the base aircraft, and a sufficient number of questions on the other aircraft are covered to ensure effectiveness of differences preparation. The preflight and equipment examination portion of initial and recurrent proficiency checks should address each aircraft operated by the flight crewmember in mixed fleet flying. Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in the pertinent CFR.
6.3.3 Alternating Proficiency Checks. For mixed fleet flying between CN-235-variant, CN-235-300G, and/or C-295 aircraft, Proficiency Checks should alternate for PICs and other flight crewmembers. Academic requirements for mixed fleet flying between CN-235-variant, CN-235-300G, and/or C-295 aircraft should include differences between the alternating aircraft.
6.4 Line Checks. Line checks completed for any CN-235-variant, CN-235-300G, and/or C-295 aircraft flown by an operator used, satisfy applicable Line Check requirements.
7.1 Recency of Experience. Except as provided by applicable ODR Table (i.e., Mixed-Fleet flying of CN-235-200 and CN-235-300G aircraft IAW Appendix 3), Recency of Experience required by the pertinent CFRs may be maintained by accomplishing the required takeoffs and landings in any CN-235-variant, CN-235-300G, and C-295 aircraft. Segment currency may be maintained by accomplishing the required segment currency in any CN-235-variant, CN-235-300G, or C-295 aircraft.
Compliance checklists are provided as an aid to FAA Certificate Holding District Offices (CHDOs) to identify those specific rules or policies for which compliance has already been demonstrated to FAA for an aircraft having a particular aircraft type certificate. The checklist also notes rules or policies which remain to be demonstrated to CHDOs by operators. Not all rules or policies are necessarily listed or addressed. When differences exist between the aircraft evaluated with the compliance checklist and aircraft used by an operator, the CHDO evaluates those differences and approves use of that aircraft if that aircraft provides equivalent compliance with CFR Parts or FAA policies. It remains the responsibility of a Certificate Holding District Office to review compliance with pertinent rules or policies not already satisfactorily addressed in the compliance checklist, prior to CFR Part 121 or 135 approval of an operator for use of particular CN-235-variant, CN-235-300G, or C-295 aircraft
8.2.1 CN-235-variant, CN-235-300G, and C-295 Forward Observer Seat. The forward observer seat on all CN-235-variants, the CN-235-300G and C-295 as evaluated, satisfies the requirement relative to FAR 121.581 .
8.2.2 Emergency Evacuation. In accordance with FAA Type Certification Data Sheet No. A21NM, seating capacity of all CN-235-variants, the CN-235-300G, and C-295 does not exceed 44 passengers. Accordingly, Demonstration of Emergency Evacuation Procedures is not required by CFR.
8.2.3 Proving Runs. Initial CFR Part 121 and 135 proving runs in accordance with provisions of the pertinent CFR for the CN-235-variants and C-295 have not been completed by the FSB. Demonstration under the pertinent CFR is required.
8.2.3.1 For CN-235-variants, CN-235-300G and C-295 aircraft new to an operator. Proving runs in accordance with the pertinent CFR are appropriate in accordance with FAA Order 8900.1, Vol. 3, Chapter 9 for the CN-235-variants, CN-235-300G and C-295. Credit in the form of proving run time reductions may be given for previous CN-235-variants, CN-235-300G and C-295 experience with that operator, when such previous experience is directly applicable. For example, when C-295s are introduced by an operator already having CN-235-variants in operations, significant credit for the C-295 may be permitted. Proving run requirements and reductions are as designated by FAA Order 8900.1 and the Certificate Holding District Office, or as otherwise specified by the FSB or AFS-200.
9.1 Standard Devices and Simulators. Device and Simulator characteristics pertinent to CN-235-variant, CN-235-300G, and C-295 aircraft are as designated in AC 120-40 and 120-45 (as amended).
10.1 Operators of CN-235-variants, CN-235-300G, and C-295 aircraft. Relevant parts of this report (e.g. type rating designation, checking maneuvers, etc.,) are effective when the report is approved by the FAA. Sections or paragraphs of this report related to differences (e.g. MDRs, ODRs, etc.) may be voluntarily applied to facilitate transition programs, when approved by the FAA.
10.2 Operators of Mixed Fleets. For Mixed-Fleet-Flying of CN-235-variants, CN-235-300G, and C-295 aircraft, unless otherwise approved, operations must be in accordance with relevant provisions of this report, including approved MDR and ODR tables. This includes items in 10.1 above. It is recognized that a time period may be required for operator specific ODR table preparation, device approvals, bulletin issuance, etc. to establish compliance. Accordingly, when ODR tables describing compliance methods for an operator are approved by FAA, interim programs or interim extension of present programs may be made until a mutually agreed compliance date.
11.1 Approval Level and Approval Criteria. Alternate means of compliance to differences requirements of pertinent CFRs for the CN-235-variants, CN-235-300G, and C-295 aircraft, other than as specified in provisions of this report or as approved under an AQP, must be approved by the Flight Standards, Air Transportation Division (AFS-200). Any differences petitioned under AQP must be coordinated with AFS-230, the POI, and the FSB. If alternate means of compliance is sought, operators will be required to establish that the proposed alternate means of compliance provides an equivalent level of safety to the provisions of AC 120-53A , and this FSB report. Analysis, demonstrations, proof of concept testing, differences documentation, or other evidence may be required.
RATING: CN-235
(1) Installation of TCAS requires a level C training device.
(2) Installation of FMS requires a level C training device.
CN-235-100 to CN-235-300 DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE
DESIGN OPERATOR DIFFERENCES REQUIREMENTS TABLE
DIFFERENCE AIRCRAFT: CN-235-300
BASE AIRCRAFT: CN-235 100
APPROVED BY (POI):_________________________________________
CN-235 SYSTEM OPERATOR DIFFERENCES REQUIREMENTS TABLE
SYSTEMS OPERATOR DIFFERENCES REQUIREMENTS TABLE
BASE AIRCRAFT: CN-235-100
25 EMERGENCY EQUIPMENT
73, 74, 77, 80 POWERPLANT
WINDSHEAR EQUIPMENT
Not Required for Turboprop Aircraft.
IEDS INSTALLATION
POWER PLANT AND VARIOUS INDICATION
MANEUVER OPERATOR DIFFERENCES REQUIREMENTS TABLE
NORMAL TAKEOFF, CLIMB, CRUISE, DESCENT, INSTRUMENT, APPROACHES, LANDING
CN235-200 RETROFITTED TO CN-235-300G “GLASS COCKPIT” AVIONICS
IAW STC 02887CH
The subject aircraft for this Appendix is the EADS CASA CN-235-200 (hereafter referred to as “CN-235-200”), which is retrofitted IAW STC 02887CH to replace the exiting EFIS-85/Non-IEDS avionics suite with a Universal Avionics EFI-890R, Electronic Flight Instrument System. The airplane, as so modified, is re-designated the “CN 235-300G,” with G signifying “Glass Cockpit.”
The retrofit includes the following installations:
a. 4 EFI-890R LCD Flight Displays (2 PFDs & 2 MFDs);
b. 2 Universal UNS-1EW Flight Management Systems (FMS);
c. 2 Universal Avionics Vision-1 Synthetic Vision Systems (SVS);
d. 1 WSI AV-301 Satellite Weather System;
e. 2 Universal Avionics Application Server Units (ASU) - supporting display of Terminal Charts, Satellite Weather, Electronic Checklists;
f. Universal Avionics Class A Terrain Awareness and Warning System (TAWS);
g. 1 LS GH-3100 Electronic Standby Instrument System (ESIS);
h. Additional (#2) Collins APC-65 Flight Director/Autopilot System;
i. Integrated Engine Display System (IEDS);
j. 2 RTU 4220 Remote Tuning Units (RTUs);
k. 2 Digital Attitude & Heading Reference Systems (AHRS);
l. Digital Air Data Computer System;
m. Fuel Quantity Indicating (integrated into the Integrated Engine Display System (IEDS);
n. Power Plant (Engine) Indications.
NOTE: The Universal Avionics Vision-1 Synthetic Vision Systems (SVS) installed on the CN-235-300G have been evaluated by the FSB as enhancements to information displayed to pilots, only. These systems have not been evaluated for credit in departure, enroute, or approach and landing operations.
1.2 FSB COMPOSITION
Due to scarcity CASA-qualified FAA pilots, and other commitments by the FSB Chairman and Assistant FSB Chairman, on-site FSB participation in CN-235-200 to CN-235-300G Differences Training consisted one Board Member participant. This individual was qualified in the CN-235-200, and also served as POI for the applicant operator. FSB Differences Training took place on September 14, 2011 at the applicant’s facilities in Myrtle Beach, South Carolina. The FSB Board Member participant was in communication with the FSB Chairman, and Assistant FSB Chairman before, during, and after Differences Training.
1.3 APPLICANT’S PROPOSAL
The applicant’s application was prepared IAW the provisions of AC 120-53A . In it, the applicant suggested that STC 02887CH avionics retrofit from a CN-235-200 to a CN-235-300G primarily affected Flight Instruments presentations, Navigation Equipment, and Flight Director /Autopilot functions, and that Flight Characteristics, Normal/Abnormal or Emergency Procedures, and Aircraft Maneuvers remained identical between the two airplanes. The FSB concurs with these assessments.
The applicant’s application included MCR and ODR Tables which proposed a combination of Level A (Hand-Out) Training for some systems, Level B Training in a CBT for other systems, and Level C Training in a Cockpit Systems Simulator (CSS) for the remaining systems.
The actual FSB Differences Course presented for evaluation by the designated FSB Board Member participant, consisted of the following:
Four hours of classroom study of systems differences material, with company instructor(s) present to provide aiding/assisting in explaining or interpreting the material for pilot trainees. Because the FSB Board Member participant was not afforded an opportunity to absorb material proposed for Level A Training by unaided “self-study,” the FSB determined that the ground school session was more-correctly Level B, Aided Instruction. The applicant concurred, and revised their ODR Table to denote Level B Training for all systems previously proposed for Level A Training. FSB concurrence with this change is reflected in the ODR Table contained in this Appendix.
Four hours of CSS training, which included 2 hours of familiarization and practice in the systems identified in the proposed ODR Table as requiring Level B (CBT) and Level C (CSS) Training. It should be noted that unavailability of a CBT-type device precluded the FSB Board Member participant from evaluating the applicant’s proposal that some systems training could be accomplished at Level B using CBT. Instead, the applicant utilized the Level C CSS to accomplish what it had initially proposed as Level B Training in a CBT. Accordingly, the FSB specified that the applicant’s ODR Table be revised to denote that all training previously proposed as Level B CBT, be changed to Level C CSS. Systems training originally proposed for Level C-CSS remained unchanged. The applicant agreed, and the ODR Table in this Appendix reflects this change.
Per applicant proposal, a T-1 Test was waived. The applicant also proposed that the T-2 Test be waived due to their assessment that the avionics retrofit of from the CN-235-200 to the CN-235-300G did not change flight handling qualities between the two airplanes. The FSB concurred with the applicant’s assessment, and agreed with their request to waive the T-2 Test.
Based on concurrence with the applicant’s proposed Differences Training could be accomplished at no higher than Training Level C using a C Level Training Device, the FSB agreed to proceed with a T-3 Test following completion of Differences Training. Accordingly, the FSB Board Member participant, who was proficient in the CN-235-200, accomplished pertinent partial proficiency portion of the T-3 Test within two hours in the CSS. He then flew the CN-235-300G airplane for two hours, thus completing the Line Oriented Flying (LOF) portion of the T-3 Test.
With the aforementioned minor changes the Levels of Training and Training Devices noted in the ODR Table, the outcome of the T-3 Test was considered successful Accordingly, the FSB found that the applicant’s proposal that Level C Differences Training between the CN-235-200 and CN-235-300G was valid.
4. PURPOSE AND APPLICABILITY
The purpose of this report is to specify FAA differences training, checking, and currency requirements applicable to pilots qualified in the CN-235-200 aircraft, who engage in mixed-fleet flying with CN-235-300G aircraft. This report is intended to assist Principal Operations Inspectors (POI) in the administration of 14 CFR Part 121 , or 135 training programs and to FAA inspectors, Designated Check Airmen, and Pilot Proficiency Examiners in the conduct of practical tests in the CN-235-300G. Advisory Circular 120-53A should be used as a reference for terms such as “T-3 Test” and “Level B and C Training, Checking and Currency Differences” which are used in this report.
5. PILOT TYPE RATING REQUIREMENTS
FSB evaluation of applicant proposed Differences Training from a CN-235-200 “Base Aircraft,” to the CN-235-300G, verified that AC 12-53A “Level C Training” is appropriate for CN-235-200-qualified pilots to be trained to proficiently operate the CN-235-300G in 14 CFR Part 135 or 121 operations. Accordingly, the FSB has determined that CN-235-300G falls under the “Same Pilot Type Rating” of C-295, which also applies to the CN-235-100, CN-235-200, CN-235-300, and C-295 aircraft.
6. MASTER DIFFERNCES REQUIREMENTS (MDR’s)
Master Differences Requirements (MDRs) are as depicted in the MDR Table in this Appendix. The “From Airplane” (aka: “Base Aircraft”) depicted in the MDR Table is the CN-235-200. The “To Airplane” represented in the MDR Table is the CN-235-300G. (see below)
In summary, the FSB concurred with the applicant’s proposed MDR Table which set Level C Training, Checking, and Currency for CN-235-200 pilots transitioning to the CN-235-300G. The Note in the MDR Table indicates that the Cockpit Systems Simulator (CSS) utilized by the applicant during FSB Differences Training met the definition of a C Level Training Device, and was found adequate for use in accomplishing C Level Training for CN-235-200 pilots transitioning to the CN-235-300G. If a Cockpit Systems Simulator is unavailable for Differences Training, an electrically-powered, static CN-235-300G airplane can would be acceptable in lieu of a dedicated Level C Training Device.
7. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR’s)
ODR Tables for Differences Training for pilots transitioning from the CN-235-200 to the CN-235-300G are included in this Appendix. They consist of Design, Maneuver, and System Difference Tables. (see below)
8. FSB SPECIFICATIONS FOR TRAINING
Operators Differences Training programs should emphasize the differences in ATA Chapter 22, 23, 28 and 34 and the methods prescribed in the System Difference Table. Where Level C Training is indicated in the ODR Table, a C Level Training Device, such as a Cockpit Systems Simulator (CSS), or if unavailable, an electrically-powered, static CN-235-300G airplane, is the minimum medium for training. System Training for all systems identified in the ODR Table should include, at a minimum, pilot review of the CN-235-200 and CN-235-300G Differences Section of the Pilot’s Operating Manual, aided by Instructor input as necessary.
9. FSB SPECIFICATIONS FOR CHECKING
The FSB concurs with the applicant’s proposal that Level C “partial proficiency” Checking, utilizing a Level C, or higher, Training Device, is appropriate for CN-235-200 pilots who have completed CN-235-200 to CN-235-300G transition or recurrent Differences Training.
10. FSB SPECIFICATIONS FOR CURRENCY
The FSB finds that pilots cross-qualified in both the CN-235-200 and CN 235-300G, should operate the CN-325-300G in line operations at least once each 180 days. Failing that, CN-235-300G currency should be re-established by completing the minimum requirements outlined in the FSB Specifications for Training referenced in this report.
11. FSB SPECIFICATIONS FOR DEVICES OR SIMULATORS
System training designated as Level C in the ODR Table, and Level C partial proficiency checking, should be accomplished in a Cockpit Systems Simulator (CSS) meeting at least C Level Training Device standards. If a CSS the unavailable, an electrically-powered, static CN-235-300G airplane would suffice.
13. ALTERNATE MEANS OF COMPLIANCE
Approval Level and Criteria - Alternate means of compliance to differences requirements of 14 CFR Part 135 , or Part 121 , other than as specified in this report, must be approved by AFS-200. If alternate compliance is sought, operators will be required to establish that any proposed alternate means provides an equivalent level of safety to the provisions of AC 120-53A and this FSB report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other evidence may be required.
12. COMPLIANCE CHECKLIST
Review of the Compliance Checklist found in Appendix 4 was not considered necessary in conjunction with FSB review of the retrofit of the CN-235-200 to the CN-235-300G. It can be considered that the existing Appendix 4 Compliance Checklist applies equally to the CN-235-300G aircraft.
12. ACCEPTABLE MDR AND ODR TABLES FOR MIXED FLEET OPERATIONS OF CN-235-200 AND CN-235-300G AIRCRAFT:
MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE FOR DIFFERENCES TRAINING BETWEEN CN-235-200 AND CN-235-300G AIRCRAFT
AIRPLANE TYPE RATING: CN-235
CN-235-300G
(1) A Cockpit System Simulator (CSS) using actual avionics and associated controls may be used in lieu of the aircraft (if unavailable).
DIFFERENCE AIRCRAFT: CN-235-300G
BASE AIRCRAFT: CN-235-200
APPROVED BY (POI):________________________
CHECK/CURR
Flight Director #2 added:
- Coupled to autopilot
- Status displayed on EFI-890 (PFD)
Collins control panels replaced with Collins Remote Tuning Unit (RTU 4220):
- VHF Nav
Fuel Quantity Indicating integrated in Integrated Engine Display System (IEDS)
Analog engine indicators integrated in the IEDS
Analog instruments replaced with EFI-890:
- Horizontal Situation Ind
YES (css)
Standby instruments replaced with Emergency Standby Instrument System (ESIS)
Flight Management System (FMS) upgraded to SBAS
- LPV approach capable
- FMS synchronized
Flight Director #2 added as additional input to Autopilot
Altitude Select control replaced and indication displayed on EFI-890 (PFD).
Altitude Baro setting control integrated in Primary Display Control Panel (PDCP)
Airspeed select added and indication displayed on EFI -890 (PFD)
Attitude/Heading
Analog Directional/Vertical Gyros replaced with Digital Attitude Heading & Reference System (AHRS)
Integrated with EFI-890 (PFD/ND)
- Control via RTU
Honeywell EGPWS replaced with Universal TAWS:
- Control Panels replaced
Universal SVS added for display on EFI-890
Universal ASU added for display on EFI-890:
- Terminal Charts
- Electronic Docs
This checklist applies to the CN-235-variant and C-295 aircraft. Compliance with the following Federal Aviation Regulations and FAA policies has been established where possible as indicated, based on an examination of a CN-235-variant and C-295 aircraft. Items that are identified as "CHDO" need to be evaluated by Principal Inspectors at the Certificate Holding District Office prior to the CN-235 or C-295 aircraft being used in CFR 121 or 135 revenue service. Items marked "complies" have either been found to directly comply with the applicable rule, or the necessary data or procedures are available to permit assessment of compliance of a CN-235 or C-295 aircraft for a particular operation (e.g. as for takeoff obstacle clearance assessment pertinent to CFR 121.189 ). Items marked NA are not applicable to the CN-235 and C-295 aircraft.
91.191 Category II Manual. Under FAR Part 91.
CHDO if operated.
91.203 Civil aircraft: Certifications Required. Except (a)(2) and (b)
Type design complies, CHDO
91.205 Powered civil aircraft with standard category U.S. except (b)(11) airworthiness certificates; instruments and equipment requirements.
Type design complies, MMEL available.
91.217 Data correspondence between automatically reported pressure altitude data and the pilot’s altitude reference.
91.219 Altitude alerting system or device, turbojet powered civil airplanes.
91.221 TCAS
91.503 Flying equipment and operating information and procedures comply
Type design checklists
91.511 Radio equipment for overwater operations.
91.517 Smoking and safety belt signs.
91.603 Aural speed warning device
Weight, balance, and performance information is available for compliance CHDO
91.607 Emergency exits for airplane carrying passengers for hire.
91.609 Flight recorders and cockpit voice recorders.
91.805 Final compliance: Subsonic airplanes. (Stage 3)
121.141 Airplane or rotorcraft flight manual.
121.153 Aircraft requirements: general
121.157 Aircraft certification and equipment requirements.
121.173 General
121.189 Transport category airplanes: turbine engine powered; takeoff limitations.
Type design complies, CHDO.
121.191 Transport category airplanes: turbine engine powered: enroute limitations: one engine inoperative.
121.195 Transport category airplanes: turbine engine powered: landing limitations: destination airports.
121.197 Transport category airplanes: turbine engine powered: landing limitations: alternate airports.
121.221 Fire precautions.
121.223 Proof of compliance with 121.221
121.233 Fuel lines and fittings in designated fire zones.
121.237 Oil lines and fittings in designated fore zones.
121.247 Fire wall construction.
121.263 Fire-extinguishing agents.
121.269 Extinguishing agent container compartment temperature.
121.275 Fire detectors.
121.277 Protection of other airplane components against fire.
121.283 Induction system ice prevention.
121.285 Carriage of cargo in passenger compartments.
121.287 carriage of cargo in cargo compartments.
121.289 Landing gear: aural warning device.
121.291 Demonstration of emergency evacuation procedures.
Complies, except (b) through (e). CHDO
121.305 Flight and navigational equipment.
121.307 Engine instruments.
121.309 Emergency equipment.
Type design complies, except (b)(1), CHDO
121.310 Additional emergency equipment.
Type design complies, CHDO responsible for (b), (c), (d), (f), (g), (h) and (l). NA for (j) and (k).
Type design complies with (a) through (f), CHDO responsible for (g) through (i).
121.317 Passenger information.
Type design complies, (f), (g), and (h). CHDO.
121.318 Public address systems.
121.319 Crewmember interphone system
121.323 Instruments and equipment for operations at night.
121.325 Instruments and equipment for operations under IFR or over-the-top.
121.329 Supplemental oxygen for sustenance: turbine engine powered airplanes.
Type design complies, except (b)(3), (c)(2), and (3). CHDO
121.333 Supplemental oxygen for emergency descent and for first aid: turbine engine powered airplanes with pressurized cabins.
Type design complies, except (c)(2), (3), (4), (d), and (f). CHDO.
121.335 Equipment standards.
121.337 Protective breathing equipment.
Equipment is in compliance; procedures for use in (b) and (c) to be reviewed by CHDO.
121.339 Emergency equipment for extended overwater operations.
121.340 Emergency flotation means.
121.341 Equipment for operations in icing conditions.
121.347 Radio equipment for operations under VFR over routes navigated by pilotage.
121.349 Radio equipment for operations under VFR over routes not navigated by pilotage or for operations under IFR or over-the-top.
Type design complies, except procedures for (d) are responsibility of CHDO.
121.351 Radio equipment for extended overwater operations and for certain other operations.
Type design complies, except (b). CHDO.
121.353 Emergency equipment for operations over uninhabited terrain areas: flag and supplemental air carriers and commercial operators.
121.355 Equipment for operations on which specialized means of navigation are used.
121.359 Cockpit voice recorders.
121.360 Ground proximity warning-glide slope deviation alerting system.
Type design complies, except (d) and (e). CHDO.
121.369 Manual requirements.
121.397 Emergency and emergency evacuation duties.
Type design complies. Operator specific functions, CHDO.
121.576 Retention of items of mass in passenger and crew compartments.
Type design complies, otherwise CHDO.
121.579 Minimum altitudes for use of autopilot.
Compliance based on AFM procedures and limitations. CHDO.
121.581 Forward observer’s seat; enroute inspections.
121.587 Closing and locking of flight crew compartment door.
Type design complies; operator procedures CHDO.
121.589 Carry-on baggage.
121.629 Operation in icing conditions.
Operator procedures, CHDO.
121.652 Landing weather minimums: IFR: All certificate holders.