Source: http://fsims.faa.gov/wdocs/fsb/lr-45%20rev1.htm
Timestamp: 2018-02-17 23:35:44
Document Index: 434978240

Matched Legal Cases: ['art 91', 'art 135', 'art 142', 'art 135', 'art 61', 'art 91', 'art 135', 'art 91', 'art 135', 'art 91', 'art 135', 'art 91', 'art 135', 'art 91', 'art 135', 'art 91', 'art 1', '§ 61', '§ 91', 'art 91', 'art 135', 'art 61', '§ 61', '§ 61', '§ 61', '§ 61', 'art 61', 'art 91', 'art 135', '§ 91', '§ 91', '§ 91', '§ 91', '§ 91', 'art 61', 'art 61', 'art 91', 'art 135', 'art 61', 'art 91', 'art 135', 'art 91', 'art 61', 'art 135', 'art 61', 'art 91', 'art 135', 'art 91', 'art 135', '§ 61', 'art 142', 'art 142', '§ 135', '§ 25', '§ 135', '§ 91', '§ 91', 'art 60', 'art 142']

LR / 45 / -40, -45, -70, -75
Troy A. Zwicke
Revision 1: Entire report combined pertinent information from; Original LR/45-45 FSB report dated 05/10/1998 and Original LR/45-40 FSB report dated 03/03/2006, into a single report including all Learjet Model Aircraft including LR/45-40, LR/45-45, LR/45-70 and LR/45-75.
No Change Bars were added, the entire report has been revised / updated.
HIGHLIGHTS OF CHANGE .......................................................................................... 2
1. PURPOSE AND APPLICABILITY........................................................................................ 5
2. PILOT TYPE RATING REQUIREMENTS............................................................................. 7
3. MASTER DIFFERENCE REQUIREMENTS (MDR).............................................................. 8
4. OPERATOR DIFFERENCE REQUIREMENTS (ODR)......................................................... 8
5. FSB SPECIFICATIONS FOR TRAINING............................................................................. 9
6. FSB SPECIFICATIONS FOR CHECKING.......................................................................... 13
7. FSB SPECIFICATIONS FOR RECENCY OF EXPERIENCE............................................. 15
8. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST................................................ 15
9. FSB SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS...................... 17
10. APPLICATION OF FSB REPORT..................................................................................... 17
11. ALTERNATE MEANS OF COMPLIANCE....................................................................... 17
12. MISCELLANEOUS............................................................................................................ 18
APPENDIX 1 MDR TABLE..................................................................................................... 20
APPENDIX 2 ODR TABLES................................................................................................... 21
Annex A - ODR Definitions -Training Levels................................................................... 21
Annex B – ODR Table: Learjet 45 to Learjet 40............................................................. 22
Annex C – ODR Table: Learjet 45 to Learjet 75............................................................. 24
Annex D – ODR Table: Learjet 45 to Learjet 70............................................................. 31
Annex E – ODR Table: Learjet 40 to Learjet 45............................................................. 39
Annex F – ODR Table: Learjet 40 to Learjet 75............................................................. 41
Annex G – ODR Table: Learjet 40 to Learjet 70............................................................. 49
Annex H – ODR Table: Learjet 75 to Learjet 70............................................................. 56
Annex I – ODR Table: Learjet 75 to Learjet 45.............................................................. 58
Annex J – ODR Table: Learjet 75 to Learjet 40.............................................................. 65
Annex K – ODR Table: Learjet 70 to Learjet 75............................................................. 72
Annex L – ODR Table: Learjet 70 to Learjet 45.............................................................. 74
Annex M – ODR Table: Learjet 70 to Learjet 40............................................................. 82
APPENDIX 3 AIRCRAFT REGULATORY COMPLIANCE CHECKLIST............................ 89
APPENDIX 4 PILOT TRAINING COURSE OUTLINES....................................................... 115
1.1 Primary Purpose. The primary purpose of this report is to specify Federal Aviation Administration (FAA) master training, checking and currency requirements applicable to flight crews operating the Bombardier Learjet (LR) Model 45 aircraft. This report can assist Title 14 Code of Federal Regulation (14 CFR) part 91 subpart K (91K) fractional ownership program, part 135 air carrier operators and part 142 training centers in the development and approval of the training programs by their Principal Operations Inspector (POI) and FAA Training Center Program Managers (TCPM).
Note: All regulatory references within this report are found in 14 CFR, unless otherwise indicated.
The guidelines in this report also apply to operations inspectors, Aircrew Program Managers (APM), 14 CFR part 135 air carrier check airmen and instructors, airline transport pilots instructing in air transportation service, certificated flight and ground instructors, aircrew program designees, Training Center Evaluators (TCE), and part 61, 135, 141 and 142 training providers.
This report also provides information which is advisory in nature, but may be mandatory (under part 91K management specifications and part 135 operation specifications) if the designated configurations apply and if approved for that operator.
1.2 This report specifies master training, checking, and currency requirements applicable to pilots operating LR-45 aircraft. Provisions of this report:
a) Identify the pilot "type rating" assigned to the LR-40, LR-45, LR-70 and LR-75,
b) Describe any unique requirement applicable to initial, differences or recurrent training,
c) Describe MDRs for flight crews requiring differences qualification for mixed-fleet-flying or differences, if applicable,
d) Provide examples of ODR tables, if applicable,
e) Describe acceptable training program and training device characteristics when necessary to establish compliance with applicable regulations, and MDR table, if applicable.
f) Identify checking and currency standards to be applied by the FAA or operators and,
g) Provide a listing of regulatory compliance status (compliance checklist) for part 91 and part 135, Advisory Circulars (AC), and other operationally related criteria.
1.3 This report addresses LR-45 aircraft identified in FAA Type Certificate Data Sheet (TCDS) # T00008WI. Unless otherwise specified, LR-45 means the LR-40, LR-45, LR-70 and LR-75. This report is also applicable to all training and checking conducted in the aircraft, as well as the currency and experience requirements.
1.4 The provisions of this FSB report are effective until amended, superseded, or withdrawn by subsequent revisions to this report.
1.5 Determinations made in this report are based on the evaluations of specific LR-45 aircraft equipped in a production configuration and in accordance with current regulations and guidance. Modifications and differences made to the model 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 AC information or revisions to part 91 and part 135, aircraft operating experience, or the testing of new or modified aircraft under the provisions of AC 120-53, Guidance for Conducting and Use of Flight Standardization Board Evaluations, as revised.
1.6 Terminology. The term "must" is used in this report, even though it is recognized that this report, and the AC 120‑53, on which it is based, provides one acceptable means, but not necessarily the only means, of compliance with part 91K and part 135. The term "must" acknowledges the need for operators to fully comply with the FSB report provisions if AC 120-53 is to be used by the operator as its means of complying with part 91K and part 135
a) minimum training, checking, and currency requirements for FAA field offices to use for approving operator programs (e.g. MDRs, Type Rating designations, etc.),
b) general advisory information which may be approved for that operator (e.g. MDR footnotes, ODR tables), and
c) information which is used to facilitate FAA review of an aircraft type or related aircraft that is proposed for use by an operator (e.g. compliance checklist), and
d) requirement for Inspectors and Designees / Check Airmen to receive initial and recurrent training on both LR-40/45 and LR-70/75, to administer checks.
APM Aircrew Program Manager
BC Back Course
DEEC Digital Electronic Engine Controller
DP Departure Procedure
ESIS Electronic Standby Instrumentation System
IACRA Integrated Airman Certification and Rating Application
IPT Integrated Procedures Trainer
JAA Joint Airworthiness Authority
LR Bombardier Learjet
MFW Multi-Function Window
NOTAM Notices to Airman
PTS Practical Test Standard
SOE Supervised Operating Experience
91K 14 CFR Part 91 Subpart K
2.1 Pilot-In-Command (PIC) Type Rating. In accordance with the provisions of part 1, 61, and 135, the same pilot type rating is assigned to the LR-40, LR-45, LR-70 and LR-75 aircraft and is designated “LR-45”.
2.2 Second-In-Command (SIC) Type Rating. In accordance with the provisions of § 61.55 and FAA Order 8900.1 Volume 5, Chapter 2, Section 5, Paragraph 5-325, a SIC Privileges Only type rating can be issued as "LR-45" with Limitation for “LR-45 SIC Privileges Only”.
3. MASTER DIFFERENCE REQUIREMENTS
3.1. Common Requirements. (All LR-45 aircraft).
3.1.1. Autopilot Engage Altitudes. As referenced in the FAA Approved Airplane Flight Manual (AFM), the LR-45 aircraft has specifically been evaluated for autopilot suitability engagement after takeoff.
Autopilot engaged takeoff is not authorized.
3.1.2. Minimum Altitude for Autopilot Use. The LR-45 aircraft has specifically been evaluated for autopilot suitability for continued use during precision approaches, non-precision approaches and in the go-around mode as referenced in the FAA Approved AFM.
Autopilot engaged landing is not authorized.
3.1.3 Landing Minima Categories. Landing Minima Category for the LR-45 aircraft is Category “C” for normal straight-in landing approaches and normal circling approaches.
3.1.4 Normal "Final Landing Flap Setting". The normal "final landing flap setting" per § 91.126(c) is considered to be "Flaps 40" for all LR-45 aircraft. Normal straight in precision, non-precision and circling approaches are flown with Flaps 40 from the Final Approach Fix (FAF) and use of the Flight Management System (FMS) for constant angle non‑precision approaches is recommended, if possible. Landing with flaps settings other than “Flaps 40” is by an Abnormal or Emergency procedure only.
No flap approach and landing is not waived. Training and checking is required.
3.1.5 Special / Unique Requirements. No other special or unique requirements common to all LR-45 aircraft are identified.
3.2.1 Requirements for particular LR-45 Related Aircraft Combinations. MDRs for related LR-45 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 (e.g., Level A or greater differences).
3.2.2 MDR Footnotes. Footnotes to MDR requirements define acceptable "required means" or "alternate means" of compliance. A footnote can indicate requirements that are less restrictive than the basic designation, or more restrictive than the basic designation, depending on the significance of the differences between related aircraft.
4. OPERATOR DIFFERENCE REQUIREMENTS TABLE
4.1 ODR Tables. ODR tables are used to show an operator's compliance method. ODR tables for operators conducting mixed fleet operations, using the LR-45 aircraft 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 the LR-45 aircraft, the ODR tables in Appendix 2 have been found acceptable, and therefore, may be approved by a POI for a particular operator.
4.2 Operator Preparation of ODR Tables. Operators flying a “mixed fleet” of LR-45 aircraft must have approved ODR tables applicable 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 the FSB prior to FAA approval and implementation. FSB coordination ensures consistent treatment of related LR-45 aircraft between various operators, and compatibility of each ODR table with MDR provisions.
4.4 ODR Table Distribution. Original FAA approved ODR tables are to be retained by the operator. Copies of FAA approved ODR tables are to be retained by the Certificate Holding District Office (CHDO) and should be provided to the LR-45 FSB Chair at the Kansas City Aircraft Evaluation Group (AEG).
5.1 Assumptions Regarding Airmen’s Previous Experience. The provisions of this section apply to programs for airmen who have experience in part 91K or part 135 operations and multi-engine transport turbojet aircraft including glass cockpit and FMS experience. For airmen not having this experience, additional requirements will be necessary in accordance with part 61.
5.2 SIC Training. SIC training is mandatory in accordance with § 61.55 for airmen serving as a SIC on the LR-45. A SIC type rating is required for international operations in accordance with International Civil Aviation Organization (ICAO) standards.
Training programs should address all training elements of § 61.55 and include tasks stipulated in Section 5, FSB Specifications for Training: Areas of Emphasis, Training for Seat Dependent Tasks. A SIC Pilot Type Rating may be issued when all required training and documentation; including tasks stipulated by this report, are completed satisfactorily.
5.3 Pilots Initial, Transition and Upgrade Training
5.3.1 Pilots Initial, Transition and Upgrade Ground Training. Initial, transition, or upgrade ground training for the LR‑45 aircraft is accomplished as specified by §§ 61.155, 91.1101 or 135.345. No unique provisions or requirements are specified.
5.3.2 Pilots Initial, Transition and Upgrade Flight Training. Initial, transition, or upgrade flight training for the LR-45 aircraft is accomplished as specified by §§ 61.157, 91.1103 or 135.347. No unique provisions or requirements are specified
5.3.3 Crewmember Emergency Training. Crewmember emergency training should be conducted for the LR-45 aircraft in accordance with part 61, part 91K or part 135. The objective of emergency training for the LR-45 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 LR-45 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 the §§ 91.1083 or 135.331 requirements.
Emergency training also consists of instruction in crewmember emergency assignments and procedures including; crew coordination and communication, handling of emergency or unusual situations, emergency performance and observation drills, that are specific to LR-45 aircraft.
In accordance with §§ 91.1083, 135.331 and FAA Order 8900.1, Volume 3, Chapter 19, Section 4, 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 all LR-45 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 training on those items that are specific to LR-45 related aircraft.
As part of an approved training program, an operator may use several methods when conducting aircraft specific emergency training including; classroom instruction, pictures, videotape, ground training devices, computer-based instruction, and static aircraft training.
There are no specified training program hours for Crewmember Emergency Training. A chart addressed in FAA Order 8900.1 Volume 3, Chapter 19, Section 4, table 3-47 provides "National Norms" for the approval of the general emergency training program hours. The complexity of the different related LR-45 aircraft and the complexity of the type of operation to be conducted should be considered when approving the LR-45 aircraft specific emergency training.
5.3.4 Areas of Emphasis. The following areas of emphasis should be addressed during ground and flight training:
a) Flight Instruments. The Engine Indication and Crew Alerting System (EICAS), the Primary Flight Displays (PFD), and Multi-Function Displays (MFD). Altitude and airspeed are presented on vertical scale instruments in both digital and analog formats. Pilots need to be able to understand the multitude of information presented on all the displays. 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 display failures, reversionary modes, and appropriate corrective action to be taken should be addressed.
b) Flight Control System. An operational understanding of the basic modes of operation as well as an understanding of the primary and secondary flight control systems and their associated system components. Pitch and roll mechanical disconnect should only be demonstrated in the simulator, and should never be utilized in the aircraft unless checklist requires it. Demonstration of pitch and roll mechanical disconnect is not required for the practical test.
c) Flight Guidance System including the Autopilot and Flight Director. An understanding of the various lateral and vertical modes and the ability to select and arm the various modes during different phases of flight is essential. An operational understanding of the autopilot and flight director limitations and the skills and ability to operate the aircraft in compliance with associated limitations.
d) Digital Electronic Engine Control (DEEC). An operational understanding of the DEEC and the engine thrust selection and limitations are required.
e) Control Panels. System control panels using pushbuttons with integral light bars. Pilots should have an understanding of the switch position and system configuration as it relates to whether the light bar is illuminated or not. This understanding is required for both normal and abnormal system operation.
f) LR-70/75 Touch Screen Controllers. Pilots should have an understanding of touch screen controllers, navigation through the various pages, the selected touch key position and system configuration as it relates to system operation. This understanding is required for both normal, abnormal and emergency system operation.
g) LR-70/75 G5000 system functionality concerning touch screen controllers, synoptic pages, display softkeys, FMS functions, database currency requirements, synthetic vision, annunciations, flight planning, hazard avoidance systems, system failure modes and back up controllers.
h) Any other function / area deemed appropriate by the FSB.
5.3.5 Training for Seat Dependent Tasks. Accomplishment of certain tasks, procedures, or maneuvers require training of a crewmember for a particular crew position (i.e. 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 ensure crew proficiency at each position, and in accordance with ODR tables when applicable.
Features or Procedures which could have Seat Dependent Elements include the following:
a) Rejected Takeoff
b) Emergency Descent
c) Abnormal and Emergency Procedures that require locating circuit breakers in the left and right crew seat
d) Crew coordination for manual gear extension
e) Environmental controls at right crew seat
f) Oxygen controls at left crew seat
5.4.1 General. Unless an initial or transition program is completed for each related aircraft, differences training is required for each related aircraft, as provided in MDR and ODR tables (reference §§ 91.1103 or 135.347). MDR and ODR tables provide guidelines for differences training requirements applicable to particular aircraft equipage.
b) When a Differences Training Program involves related aircraft having the same Pilot Type Rating, coverage of differences may be completed either coincident with each phase of an initial, upgrade, or transition 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.
5.4.2 Differences Ground Training. Differences ground training is required on the topics applicable to the pertinent related aircraft and is shown by applicable ODR tables.
5.4.3 Differences Flight Training. Difference flight training is required in the topics and maneuvers applicable to the pertinent related aircraft that is shown by applicable ODR tables.
5.4.4 Fleets with Different Engine Types. Mixed fleet flying of LR-45 aircraft with different engine types (e.g. LR-45 aircraft with -20AR, -20BR and -40BR engines) require additional training as shown by applicable MDR / ODR tables.
5.5 Recurrent Training:
5.5.1 Recurrent Ground Training. Courses must include appropriate training in accordance with §§ 91.1107 or 135.351 for each related LR-45 aircraft as specified by MDR and ODR tables for differences training.
5.5.2 Recurrent Flight Training. Courses require appropriate maneuvers and procedures identified in §§ 91.1107 or 135.351 or as otherwise described in this report. Maneuvers and procedures must account for differences between each related LR-45 aircraft operated. The ODR table(s) must identify the differences.
5.5.3 Mixed Fleet Operations Recurrent Training Considerations. For mixed fleet flying, Recurrent Training must include differences in accordance with MDR and ODR tables. Recurrent training will alternate between LR40/45 and LR70/75 aircraft.
5.6 Operating Experience:
5.6.1 Operating Experience Pertinent to Each Flight Crewmember. Operating experience must be obtained while serving in a primary crew position. Operating experience for the LR-45 aircraft may be accomplished in any related LR‑45 aircraft provided differences are accomplished in accordance with an acceptable ODR table for mixed fleet flying.
5.6.2 Mixed Fleet Flying Operating experience. Separate operating experience applies to the LR-40/45 and LR‑70/75 aircraft.
5.6.3 Supervised Operating Experience (SOE). SOE required for a PIC Type Rating in accordance with part 61 pilot certification must be accomplished from the left pilot seat. SOE required by pilot certification should include the following tasks listed in 5.2.3 Crewmember Emergency Training, 5.2.4 Areas of Emphasis, 5.2.5 Training for Seat Dependent Tasks, and applicable differences when mixed fleet flying.
5.7 Other Training:
5.7.1 Line Oriented Flight Training (LOFT) Programs. LOFT programs are approved in accordance with existing regulations.
5.7.2 Instrument Approaches. Only Category I approaches are permitted by certification. Operators should ensure that flight crews are familiar with appropriate use of the Mode Select Panel, Automatic Flight Control System (AFCS)﻿ / Autopilot, Standby Instruments / Electronic Standby Instrument System (ESIS) and FMS / G5000, including modes to be used for the types of instrument approaches to be flown and methods in lieu of or in conjunction with Non‑Directional Radio Beacon (NDB), Very High Frequency Omni-Directional Radio Beacon (VOR), Localizer (LOC), or Back Course Localizer (BC) procedures.
5.7.3 Long Range / Extended Range / Overwater Flights. Due to criticality of fuel computations, flight crews should be familiar with all aspects of fuel management to include normal and abnormal procedures, published flight planning information, and the manner in which fuel computations are made.
5.7.4 Hazardous Weather and Winter Operations. Proper precautions and procedures regarding hazardous weather﻿ / winter operations, which may be unique to LR-45 aircraft should be addressed. Topics such as wing / tail de‑ice, antiskid braking characteristics, procedures for windshear identification and recovery techniques, hazards associated with rejected takeoffs near V1, and other such topics.
5.7.5 Controlled Flight Into Terrain (CFIT). Due to continued efforts to reduce exposure to CFIT accidents, special emphasis on this topic is appropriate. Emphasis on altitude awareness, Ground Proximity Warning System (GPWS) warnings, situational awareness and crew coordination is appropriate.
5.7.6 Reduced Vertical Separation Minimum (RVSM). Operations training programs and operating practices and procedures to include Traffic Alert and Collision Avoidance System (TCAS) alerts and annunciations.
5.7.7 Future Air Navigation Systems (FANS). Flight Crews operating aircraft equipped with FANS software should receive appropriate instruction in its general operational functions, appropriate uses for areas of operation, routes, or procedures to be flown. General training should address Communications, Navigation, and Surveillance (CNS) functions covered by FANS, Required Navigation Performance (RNP), and Actual Navigation Performance (ANP). In addition, sufficient training in use of Controller Pilot Data Link Communication (CPDLC) and Automatic Dependent Surveillance (ADS) to ensure adequate knowledge, skill, and proficiency for flight crews to operate the above system(s) in typical daily operations (requiring their use) should be provided when installed.
5.8 Training Objective. The objective of both ground and flight training is to train to proficiency.
6.1 Checking Items. Testing, Checking and Evaluations specified by part 61, part 91K, part 135 and FAA Practical Test Standards (PTS).
6.1.1 Areas of emphasis. The following areas of emphasis should be addressed during checks:
a) Proficiency with manual and auto-pilot engaged flight must be demonstrated.
b) Proper selection and use of PFD / MFD displays, flight director, and Flight Guidance System modes should be demonstrated, particularly during instrument approaches.
c) Demonstration of FMS / G5000 navigation proficiency including departures, arrivals, holds and approaches.
d) Proper outside visual scan without prolonged fixation on FMS / G5000 system while demonstrating proficient operation of the FMS / G5000 system including failure of component(s) / mode(s).
6.1.2 No Flap Landings. Demonstration of a No Flap approach and landing during a check is appropriate. When the flight test is conducted in the airplane in actual flight, a touchdown from a no flap approach is not required and should not be attempted in accordance with FAA Order 8900.1, Volume 5, Chapter 3, Section 2, Paragraph 5-832. The approach should be flown to the point where the FAA Aviation Safety Inspector (ASI), check airman or examiner can determine if the landing would occur in the touchdown zone.
6.2.1 Oral Examinations. Oral examinations for the LR-45 aircraft may be completed at the end of the academic phase of training. When an airman is qualifying in only one related aircraft, oral test items need only address the model for which the test is being conducted.
6.2.2 Practical Tests. Practical tests may follow standard provisions of part 61 and PTS. The satisfactory completion of a practical type rating evaluation in any related LR-45 aircraft will meet the requirement for the LR-45 type rating. In order to operate another related aircraft, crewmembers operating under part 91K or part 135 are required to satisfactorily comply with the requirements of the MDR and ODR tables in Appendix 1 and 2. The same requirement should be followed by flight crewmembers operating under part 91.
6.2.3 Application For and Issuance of Type Ratings. Airmen completing pertinent part 61 or part 135 requirements for the issuance of a pilot type rating in accordance with FSB requirements described in this report may apply to the FAA for the LR-45 type rating endorsement. Upon satisfactory completion of required tests, and submission of an application via Integrated Airman Certification and Rating Application (IACRA) or a FAA Form 8710-1 (Airman Certification and/or Rating Application), an authorized designee or qualified ASI may issue the pilot certificate with type rating. The checks must be administered by an authorized designee, or ASI who has been qualified on the specific LR‑45 variant.
6.3.1 General. Proficiency Checks are administered in accordance with part 61, part 91K, and part 135. A proficiency check in any LR-45 aircraft suffices for the type provided initial qualification, recurrent qualification and differences per MDR and approved ODR tables for that operator are met. These checks must be administered by an authorized check airman or qualified ASI on the specific related aircraft. Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in part 91K and part 135.
6.3.2 Proficiency Checks for Mixed Fleet Flying. Proficiency Checks for Mixed Fleet Flying will alternate checks each 6 months for PICs and annually for SICs between LR-40/45 and LR-70/75 aircraft. Aircraft differences must be addressed in accordance with the MDR and ODR tables for that operator.
7.1 Recency of Experience. Each related aircraft is addressed separately unless otherwise approved. Recency of experience must include operation and programming of the FMS / G5000 and use of AFCS / Autopilot for departure, enroute, arrival and approaches.
7.1.1 Takeoff and Landing Credit. Takeoffs and Landings performed in one related LR-45 aircraft are equivalent and may be credited to all related aircraft.
7.2 Mixed Fleet Flying Currency. These are shown in MDR / ODR tables.
7.2.1 Level B Currency. When MDR / ODR specifies level B, currency is maintained by operating the related aircraft within the previous 180 days.
7.2.2 Re-Establishing Level B Currency. Level B currency may be re-established by a review of all ODR Level B items identified for the pertinent related aircraft to include Bulletins, Placards, Memos, Limitations, Operating Procedures and Manual Updates prior to operating the related aircraft.
7.3 Level C Currency. When MDR / ODR specifies Level C, currency is maintained by operating / flying the related aircraft through a complete flight cycle (pre-flight thru engine shut-down), including an Instrument Approach Procedure (IAP) within the previous 90 days.
7.3.1 Re-Establishing Level C Currency. Level C currency may be re-established by operating the related aircraft, Full Flight Simulator (FFS), or Level 6-7 Flight Training Device (FTD) with a qualified PIC for a minimum of one complete flight cycle (pre-flight thru engine shut-down) including an IAP, completing an approved differences course, completing a type rating practical test, completing any of the following checks (to include an IAP), in the related aircraft, FTD or FFS by an authorized Check Airman, qualified Check Pilot, authorized TCE, Designated Examiner, a person qualified by the Administrator or a qualified ASI: §§ 61.57(d) , 61.58, 91.1065, 91.1069, 135.293, 135.297, 135.299.
Section 135.299 check must be in related aircraft in flight.
7.4 Part 142 Instructor Currency. Part 142 Instructors conducting the complete pertinent practical training as outlined in Appendix 4 within the previous 90 days are considered to be current.
8.1 Regulatory Compliance Checklist (see Appendix 3).
Compliance checklists are provided as an aid to FAA 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, and variant. The compliance checklist also notes rules or policies not demonstrated to the FSB, which must be demonstrated to CHDOs by operators.
8.2 Discussion of Specific Compliance Checklist Items. Operational approval information is provided as an aid to CHDOs for identifying specific regulatory compliance.
8.2.1 Forward Observer Seat. LR-45 aircraft do not have a dedicated forward observer seat. No specific aircraft interior passenger seating configuration has been evaluated. A forward facing passenger seat adjacent to the cabin entry door or side facing passenger seat across from the cabin entry door may be acceptable for compliance with § 135.75
8.2.2 Emergency Evacuation. Emergency Evacuation procedures have been demonstrated for LR-45 aircraft and documented on LR Flight Test Report 3930, M45 Emergency Evacuation Demonstration Test dated 16 August 1997. LR-45 aircraft are certificated for a maximum of 9 passenger seats.
8.2.3 Ditching Demonstration. No Ditching Demonstration has been accomplished for the LR-45 aircraft. The airplane is not certified for ditching under § 25.801. Each operator is responsible for their own extended over water equipment and procedures.
8.2.4 Proving and Validation Tests. Proving and validation tests in accordance with § 135.145 are appropriate in accordance with FAA Order 8900.1, Volume 3, Chapter 29, Section 3, when the LR-45 aircraft is new to a particular operator. When an operator is currently operating either LR-40/45 or LR-70/75 aircraft and it adds the other related aircraft in the same kind of operation, proving tests are not required.
8.2.5 Electronic Flight Bag (EFB). For LR-70/75 aircraft, three (3) Garmin Display Units each act independently as File Servers with database synchronization. Dual File Server Units are required for paperless operation in accordance with aeronautical information requirements of §§ 91.503 and 135.83. At least one (1) File Server must be available on emergency electrical power. The G5000 system has capabilities of being utilized as an EFB that must be approved by the CHDO.
8.2.5.1 Electronic Checklist. Electronic Checklists were not evaluated. Printed Pilot Checklist are required for compliance with §§ 91.503 and 135.83.
8.2.5.2 Electronic Charts. For LR-70/75 aircraft, the G5000 system is capable of displaying aeronautical charts from either Jeppesen (ChartView) or AeroNav Services (FliteCharts). The charts are displayed in full color with high resolution. Both charts services require a subscription service. ChartView contains geo-referenced information on airport procedures worldwide and the database is revised every 14 days. FliteCharts contain information on airport procedures (approach plates only) for the United States only and the database is updated every 28 days.
ChartView data includes Standard Terminal Arrivals (STAR), Departure Procedures (DP), IAP charts, Airport Diagrams and Chart Notices To Airman (NOTAM) applicable to specific information conveyed on the displayed Jeppesen (ChartView) chart.
Dual redundancy is required for a suitable source of electronic aeronautical information. The Jeppesen (ChartView) electronic charts and enhanced map overlays were not evaluated therefore another suitable source of Enroute Chart information must be available at the pilot station.
9. FSB SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS
9.1 Device and Simulator Characteristics. Device and simulator characteristics are designated in AC 120-40B, Airplane Simulator Qualification and 120-45A, Airplane Flight Training Device Qualification (as amended) or part 60. The acceptability of differences between devices, simulators, and aircraft must be determined for each approved training program. Credit for training, checking and currency in an approved FTD or FFS is allowed in accordance with the Airline Transport Pilot (ATP) and Aircraft Type Rating PTS, Appendix 1 – Airplanes Task vs. Simulation Device Credit, as applicable, except where this report is more restrictive.
9.2 Device Approval. Requests for device approval to be utilized during 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 National Simulator Program (NSP) personnel. NSP criteria for flight devices and simulators are acceptable as published.
10.1 This report becomes effective when approved by the FAA (see Cover Sheet or Record of Revisions page).
10.2 Training, checking and currency for the LR-45 aircraft must be conducted in accordance with all provisions of this report.
10.3 All FAA approved Training Programs must incorporate the latest FAA Approved AFM Procedures, AFM checklists, manufacturer’s recommendations and bulletins, training maneuvers and all provisions of this report.
11.1 Alternate means of compliance to the requirements of this report must be approved by the FSB. If alternate means of compliance is sought, operators must show that the proposed alternate means provides an equivalent level of safety to the provisions of AC 120-53 (as amended) and this FSB report. Analysis, demonstrations, proof of concept testing, differences documentation or other evidence may be required.
11.2 Equivalent Safety - If alternate means of compliance is sought, training program hour reductions, simulator approvals, and device approvals, may be significantly limited and reporting requirements may be increased to ensure equivalent levels of safety. The FAA will generally not consider relief through alternate compliance unless sufficient lead-time has been planned by an operator to allow for any necessary testing and evaluation.
11.3 Interim Programs - In the event unforeseen circumstances make it impossible for an operator to comply with MDR provisions, the operator may seek an interim program approval rather than a permanent alternate compliance method. Financial arrangements, scheduling adjustments, and similar reasons are not considered “unforeseen circumstances” for the purposes of this provision. Interim program approvals must be approved by the FSB Chair.
12.1 FSB Board Record (LR-45 ONLY)
12.1.1 Background. Learjet Inc. made application for new type design by letter dated 27 January, 1992 for the Learjet 45. The FSB members were; Richard McCleish (Chair), John Wenzel (AFS-800), Robert Hlubin (Wichita FSDO), Bruce Allred (Wichita FSDO), Richard Rowland (Scottsdale FSDO). Learjet plans to design and manufacture major portions of the airframe in Northern Ireland and as much as possible, will use concurrent cooperative certification procedures with the FAA and the Joint Airworthiness Authority (JAA).
The Learjet Model 45 FSB convened 22 September 1997 and a new type rating was established. The FSB attended Flight Safety International in Wichita, KS.
FSB Report Posted - Date 05/10/1998, Revision: Original
12.2. FSB Board Record (LR-40 ONLY)
12.2.1 Background. Learjet made application to amend the Learjet 45 type design by increasing the Learjet 45 weights and then creating the Learjet 40 model by reducing the Learjet 45 weights and length. Learjet 40 models are designated by different serial numbers, Learjet 45, SN 2001 thru 4000. The fireproof identification plate designates the aircraft as a Learjet 45 model. There is a small decal at the entry door that designates the model as the Learjet 40.
12.2.2 Board Composition. The Board consisted of the Chair and an ASI current and qualified in the Learjet 45 airplane.
12.2.3 Applicant’s Proposal. The applicant submitted MCR and ODR tables proposed at A/A/A levels.
12.2.4 Tests. As a result of the applicant’s proposal, the FSB conducted a T1 Test (Functional Equivalence) to confirm Level A differences based on AC 120-53.
12.2.5 Test Results. No significant differences were noted in the conduct of the maneuvers. As such the Board accepted the applicant’s proposal.
12.3. FSB Board Record (LR-70/75 ONLY)
12.3.1 Background. Learjet made application to amend the Learjet 45 type certificate design in June 2012. The application included upgrading the Avionics to the Garmin G5000 system, upgrading the engines to TFE-331-40BR, upgrading to larger winglets and an interior redesign.
12.3.2 Board Composition. The Board consisted of the Chair, an Aircraft Certification Office (ACO) Test Pilot, a part 142 TCE, a NSP Inspector and an ASI. All were current and qualified in the Learjet 45 airplane.
12.3.3 Applicant’s Proposal. The applicant submitted application proposing MDR and ODR tables proposing C/C/B levels.
12.3.4 Tests. As a result of the applicant’s proposal, the FSB conducted T2 Testing (Handling Qualities Comparison) in a LR-45 and LR-75 aircraft at Wichita, Kansas during August 2013. The FSB noted no handling qualities differences and the T2 test passed.
The FSB proceeded to Bombardier Training Center in Dallas, Texas to conduct T3 Test (System Differences Test and Validation of Training and Checking) during August 2013. Upon completion of the differences training, the FSB relocated to Wichita, Kansas to complete the T3 validation and set the training, checking and currency requirements.
12.3.5 Test Results. The FSB determined that level C/C/C differences were required and the MDR and ODR tables were updated in the specific areas.
12.4. Learjet Model 45 History
12.4.1 Learjet 45 / 45XR. In January of 1992, Learjet Inc. made application to the FAA to type certify the Model 45 as a new type design. Although the Model 45 externally resembles previous Learjet models, it was in fact virtually an all new design. FAA type certification was granted September 1997.
The Learjet Model 45 FSB convened in Wichita, Kansas on September 22, 1997 to evaluate the proposed training, checking and currency requirements for pilots qualifying in the Model 45 aircraft. It was the opinion of Learjet, Inc. that a new type rating would be required therefore; no other models of the Learjet family were evaluated for training credit. Upon completion of the FSB, the type rating LR-45 was awarded. The first aircraft was delivered January 1998.
In June 2004, Bombardier Learjet introduced as the production line standard, the Learjet 45XR, an upgraded version of the Model 45 aircraft. Upgrades included: higher takeoff weights; faster cruise speeds; and faster time-to-climb rates when compared to original Model 45 configuration. The increase in aircraft performance was the result of upgrading the engines to the TFE731-20BR configuration.
12.4.2 Learjet 40XR. When Learjet made application to amend the Learjet 45 type design in 2004, they also introduced the Learjet 40XR, a shortened fuselage and lighter weight version of the 45XR variant. In the 2006 FSB report, the Kansas City AEG determined that the Learjet 40 and 45 aircraft were functionally equivalent with differences identified at A/A/A.
12.4.3 Learjet 70 / 75. The Learjet 40 and 45 configurations of the Model 45 aircraft are being discontinued and the Learjet 70 and 75 will become the production configurations. In the fourth quarter of 2013, Bombardier Learjet planned to complete certification of the latest Model 45 upgrade. The shortened fuselage and lighter weight version of the latest production configuration will be marketed as the Learjet 70, the full length version as the Learjet 75.
The Learjet 70/75 upgrade features the Garmin G5000 avionics suite, larger winglets and increased engine thrust. The FSB was conducted in August 2013 with the Learjet 70/75 entry into service planned for October 2013.
12.4.4 Marketing Designators Learjet 45, 45XR, 40, 70 and 75 are marketing designators used to differentiate various configurations of the Model 45 aircraft.
Learjet 45 to Learjet 40 Findings from Original 03/03/2006 FSB Report – A/A/A
Learjet 40 to Learjet 45 Findings from Original 03/03/2006 FSB Report – A/A/A
ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS TABLES
Annex A - ODR Definitions -Training Levels
ODR Training Level
“HO” = Handout
“S/T” = Slide/Tape presentations
“TCBI” = Tutorial Computer Based Instruction
“SU” = Stand-up Instructors
“VT” = Video Tapes
“ICBT” = Interactive Computer Based Training
“CSS” = Cockpit System Simulators
“CPT” = Cockpit Procedures Trainers
“PTT” = Part Task Trainers
“FTD 2-5” = Flight Training Devices (level 2-5)
“FTD 6-7” = Flight training devices (level 6-7)
“FFS A-B” = Full Flight Simulators (level A or B )
“FFS C-D” = Full Flight Simulators (level C or D)
“ACFT” = Aircraft
An “X” in an ODR table column indicates that any of the training methods listed for that level are acceptable. If a specific instruction method is specified in an ODR table column, it must be used.
“B” in the Checking column of the ODR tables indicates a “task” or “systems” check required as specified in “Level B Checking” section found in the Common Procedures Document.
Garmin Integrated Procedures Trainer (IPT) referred as the Garmin Kiosk by Garmin and Learjet is considered a Cockpit System Simulator “CSS”.
Annex B – ODR Table: Learjet 45 to Learjet 40
DIFFERENCE AIRCRAFT: Learjet 40
BASE AIRCRAFT: Learjet 45
(POI)____________________________
Max Ramp Weight reduced to 21,250 lbs.
Max Takeoff Weight reduced to 21,000 lbs.
Maximum Zero Fuel Weight 16,000 lbs.
Overall Length Reduced 23.55 inches
Fuselage length reduction requires new formulas for weight and balance.
Fuselage length reduction results in smaller turning radius, no operational impact.
Fuel Quantity placards (interior & exterior) change to reflect useable quantity reduction.
Removal of 2 gaspers.
Reduction in length of main cabin condition air ducting.
Reduction in length vacuum line (pressurization, outflow valve control).
System operation not affected.
Antenna relocation results in no change to system operation.
Reduced length control system cables. Control system operation not affected.
Fuel System difference limited to a reduction in Total Useable Quantity. No change to any other system aspect.
Reductions in length of hydraulic nose gear extend and retract lines. Hydraulic system operation not affected.
CAS and CWP messages added for Cabin Altitude problem awareness.
L R ECS CAS messages added for bleed air system failures.
Note; These changes will be introduced M45 (S/N 001 to 2000) aircraft.
Shorter emergency landing gear cable, no change in system operation.
Interior lights are LED-based, no operational impact.
EGPWS, TCAS 2000 and ELT are installation standards, no operational differences from optional (STC) installations.
5 dual masks drop (was 6).
Oxygen chart in AFM and Pilot’s manual changed.
Fuel quantity reduction relocated gravity fuel fill door, no operational impact.
Fuselage length reduction requires no special maintenance or operational restrictions.
Removal of three windows requires no special maintenance or operational restrictions.
Annex C – ODR Table: Learjet 45 to Learjet 75
DIFFERENCE AIRCRAFT: Learjet 75
Flight Deck panel layout modified to integrate new Garmin 5000 avionics suite and to enhance aesthetics.
Relocated flight deck control panels.
Larger winglets
Passenger cabin updated
Weights and dimensions unchanged
21 ECS
PRESSURIZATION panel resized and reconfigured.
L & R BLEED, PACK, HI FLOW and EMERG PRESS switches moved to new PAX/OXY PRESS panel on pedestal.
APU BLEED switch move to APU panel on pedestal.
Norm Abnorm Emer
ENVIRONMENTAL CONTROL SYSTEM (ECS) synoptic page controlled via GTCs
22 AFCS
Flight Guidance Controller Panel (FGC) replaced by Garmin Mode Controller (GMC)
CSS, PTT FTD
Flight Director Modes same as Honeywell Primus 1000 suite except FLC versus Speed.
New Flight Director Takeoff Mode displayed on PFD
New autopilot servos, yaw damper and rudder boost
Flight Director button now engages as well as disengages flight director
Garmin mode control panel has up/down wheel for pitch and speed reference
Garmin mode control panel – ASEL knob now called ALT
Autopilot engage/disengage logic differs.
Communication and navigation radio functions selected and displayed at Garmin Touch Screens Controllers 1 and 2 (GTC)
Audio panels functionality selected and displayed at Garmin Touch Screens Controllers (GTC 1 and 2)
Active and standby communication frequency displayed on Pilot and Copilot DU1 and DU3 controlled by GTCs or GCU
Control panel removed for Clearance Delivery Head radio. New functionality provided by CLR DLY SW/IND and/or EMER COM SW/IND.
ADS-C and CPDLC
(VDL Mode 2) (future development)
Optional HF panel removed, functionality and control at GTC1 and 2
Optional SELCAL HF/VHF PRESS FOR TEST/RESET button removed. Controlled at GTC 1 and GTC 2.
Passenger Address (PA) functionality and selection moved from audio panels to GTCs
Interphone/Intercom functionality moved from audio panels to GTCs and additional intercom with pass compartment.
Transmit and receive selection moved from audio panels to GTCs accessed via GTC radio bars.
Oxygen Mask Mic selection moved from audio panels to pilot and copilot switch panels and relabeled
L OXY MIC and R OXY MIC
RADIO CTL HOT BUS SW/IND removed, functionality accomplished with the clearance delivery button.
Optional SatCom handset removed. SatCom functionality controlled through GTC 1 and 2.
GTC recorder capable of recording and playback of clearances.
ELECTRICAL panel moved from Pilot Switch Panel to pedestal.
EMER BATT SW/IND changed to latched toggle switch for STBY INSTR
Norm, Emer
Larger 28 Amp-Hour lead acid emergency battery including 300W heater
Emergency Bus load shedding/distribution
CAB PWR SW/IND
Electrical synoptic page accessed via GTCs and displayed on DU 2
Emergency Locator Transmitter (ELT) with GPS. ELT switch located on pedestal.
Engine and APU switches and panels located on pedestal.
Crew Warning Panel/RMU indications removed.
Fire test performed at GTCs versus rotary test switch
EICAS and Synoptic Indications of: aileron trim; rudder trim; pitch trim; flaps; and, spoilers
Pitch Disconnect handle moved and color changed.
SPLN RESET and FLAP RESET functionality moved to FLIGHT CONTROL panel on pedestal.
PIT TRIM BIAS switch moved to FLIGHT CONTROL panel on pedestal.
ELEV DISC handle relocated on pedestal
RUD BOOST SW/IND located to FLIGHT CONTROL panel on pedestal.
Flaps test accomplished with SYS TEST/RESET rotary knob on pedestal
ANTI-ICE panel moved from center switch panel to pedestal.
ANTI-ICE test moved from rotary switch to GTC 1 and 2
Three LCD Display Units installed with select key functionality on lower bezel surfaces
Norm Abnorm
Summary Page and all synoptics differ in presentation
Electronic Flight Information System (EFIS) differs in presentation and functionality.
Engine Indicating and Crew Alerting System (EICAS) differs in presentation and functionality
Selectable Synthetic Vision System (SVS) on pilot and copilot DUs
System synoptics changed in presentation
Optional flight data recorder differs.
(future provision)
Clock functions and indications differ.
Advisory AOA indication selectable at PFD.
Cockpit Voice Recorder (CVR) panel removed.
Garmin Stall Warning indications differ
Stall Warning test moved to GTC 1 and 2 and indications during test differ.
New green bar indication on airspeed indicator represents approach reference speed.
No optional Runway Awareness Alerting System (RAAS).
Safe Taxi and optional Enhanced Safe Taxi available.
Third party provided electronic checklist displayed on MFD and selected at touch screen controllers. Operator Responsibility (future provision)
All DUs reversion controls on pilots and copilot’s glareshield removed. Functionality now controlled by DU REVERSION/DIM panel on pedestal
ADC and AHRS reversion knobs removed, functionally now controlled by DU softkeys.
Low Speed Awareness and Overspeed cues on PFDs color logic changed.
Heading, speed, altitude select bugs and navigation source color logic changes.
VSI indication changed from an arc to a tape.
Electronic navigation chart display available
FPA now FPM (Flight Path Marker). Speed carat indication removed.
GEAR/HYD panel moved from co-pilot switch panel to center switch panel
Landing gear handle moved from GEAR/HYD panel to copilot switch panel.
Gear test moved from rotary switch to GTC 1 and 2.
Landing gear position indications now EICAS indications
Gear Caution/Warning indications differ in presentation. Logic is the same
Synoptic presentation of AUX HYD and HYD XFLOW indications
External and wing inspection light control; no smoking/belts; and EMER LTS switches moved from center switch panel to new overhead light switch panel
Dimming control panels on pedestal for GTCs, DUs, STBY INSTR and SW/IND
PFD’s Nav source, course and bearing pointers controlled by DU soft key selection.
Pilot’s and copilot’s Display Control panels replaced by DU softkeys and GTCs.
Garmin integrated AHRS system replaces Honeywell equipment.
Navigation radios controlled and displayed at GTCs
Navigation active and standby frequencies displayed on PFDs
ADC test removed, now a BIT test.
Electronic Standby Instrument System installed (ESIS) Four standby indications: A/S; ALT; ATT; and HDG.
ESIS capable of ILS guidance.
PFD’s Nav Source and bearing pointers selected via DU softkeys. Course controlled via Garmin Mode Controller (GMC)
Mode S transponder with Enhanced Surveillance and ADS-B-Out (future provision) selected and displayed at GTCs.
Transponder automatic - ground or altitude.
Lightning detection standard equipment and controlled by GTC 1 and 2
New weather radar selected at GTCs. No separate control panel.
FMS CDUs removed, functionality and control at GTC1 and 2
PFD inset map available to display traffic and navigation map controlled by PFD softkeys.
FMS… GPS navigation source only, no other GNSS constellations.
FMS…. WAAS/LPV standard equipment was optional on base aircraft. No EGNOS capability.
MFD auto zoom
MFD joystick removed, functionally available at GTCs
Standard takeoff and landing (TOLD) database (future provision)
Nav to Nav transfer available for VOR/ILS approaches
TCAS II Resolution Advisory
(RA) indications differ
Garmin’s TAWS versus Honeywell’s EGPWS
GPWS panel removed. Functionality and selection now at GTCs
Oxygen quantity indications differ.
PAX OXYGEN panel moved from copilot switch panel to pedestal and relabeled PAX OXY/PRESS
Iridium out
Electronic flight charts via subscription
AOPA airport directory available.
Graphical maps including geopolitical boundary, land mass and airspace boundaries.
XM weather available through subscription
International weather available through subscription
SD card slots installed on each DU to facilitate loading of data bases
CPDLC available
APU control panel relocated on pedestal and APU BLEED SW/IND relocated to APU panel
70 Powerplant
L and R Engine controls relocated on pedestal
TFE731-40-BR engine mod -Increased thrust
Annex D – ODR Table: Learjet 45 to Learjet 70
DIFFERENCE AIRCRAFT: Learjet 70
Maximum Zero Fuel Weight reduced to 16,000 lbs.
Overall length reduced 23.55 inches.
Fuel Quantity placards (interior & exterior) change to reflect usable quantity reduction.
Autopilot engage /disengage logic differs .
All DUs reversion controls on pilot’s and copilot’s glareshield removed. Functionality now controlled by DU REVERSION/DIM panel on pedestal