[PDF] FSBR BD 700 - FAA

APPENDIX 1. DIFFERENCES LEGEND Training Differences Legend Differences Training Method Type Conditions Level Examples A Self - I nstruction • Operating manual revis ion • Crew has already demonstrated understanding on base aircraft (OMR) (handout (HO)) (e.g., updated version of engine).

• Flightcrew operating • Minor or no procedural changes required.

bulletin (HO) • No safety impact if information is not reviewed or is forgotten (e.g., different engine vibration damping mount).

• Once called to attention of crew, the difference is self-evident.

B Aided • Audiovisual presentation • Systems are functionally similar.

Instruction (AV) • Crew understanding required.

• Tutorial computer-based • Issues need emphasis.

instruction (TCBI) • Standard methods of presentation required.

• Stand-up instruction (SU) C Systems • Interactive (full-task) • Training can only be accomplished through systems training devices.

Devices computer-based instruction • Training objectives focus on mastering individual systems, procedures, (ICBI) or tasks versus highly integrated flight operations or “real-time” • Cockpit Procedures Trainers operations.

(CPT) • Training devices are required to assure attainment or retention of crew • Part task trainers (PTT) skills to accomplish more complex tasks usually related to aircraft • Level 4 or 5 flight training systems.

device (FTD 4-5) D Maneuvers • Level 6 or 7 flight training • Training can only be accomplished in flight maneuver devices in a Devices device (FTD 6-7) real-time environment.

• Level A or B full flight • Training requires mastery of interrelated skills versus individual skills.

simulator (FFS A-B) • Motion, visual, control-loading, and specific environmental conditions may be required.

E Level C/D FFS • Level C or D full flight • Motion, visual, control-loading, audio, and specific environmental or Aircraft simulator (FFS C-D) conditions are required.

• Aircraft (ACFT) • Significant full-task differences that require a high fidelity environment.

• Usually correlates with significant differences in handling qualities.

Page 16 of 89 Checking Differences Legend Differences Checking Method Examples Conditions Level A None None B • Oral or written exam Individual systems or related groups of • Tutorial computer - based instruction (TCBI) self - test systems.

C • Interactive (full - task) computer - based instruction (ICBI) • Checking can only be accomplished using • Cockpit Procedures Trainers (CPT) systems devices.

• Part task trainers (PTT) • Checking objectives focus on mastering • Level 4 or 5 flight training device (FTD 4-5) individual systems, procedures, or tasks.

D • Level 6 or 7 flight training device (FTD 6-7) • Checking can only be accomplished in • Level A or B full flight simulator (FFS A-B) flight maneuver devices in a real-time environment.

• Checking requires mastery of interrelated skills versus individual skills.

• Motion, visual, control-loading, and specific environmental conditions may be required.

E • Level C or D full flight simulator (FFS C-D) Significant full-task differences that require • Aircraft (ACFT) a high fidelity environment.

Page 17 of 89

These are the minimum levels of training and checking required, derived from the highest level in the Differences Tables in Appendix 3.

Differences levels are arranged as training/checking.

From To Related Base Global Global 5000 Global 5000 Global 6000 Global 5500 Global 6500 Aircraft ↓ Aircraft Express/XRS GFVD → Global Not Applicable A/A C/C C/C Not Evaluated Not Evaluated Express/XRS Global 5000 A/A Not Applicable C/C C/C Not Evaluated Not Evaluated Global 6000 C/C C/C Not Applicable A/A Not Evaluated Not Evaluated Global 5000 C/C C/C A/A Not Applicable Not Evaluated Not Evaluated GVFD Global 5500 Not Evaluated Not Evaluated D/C D/C Not Applicable A/A Global 6500 Not Evaluated Not Evaluated D/C D/C A/A Not Applicable Page 18 of 89

APPENDIX 3. DIFFERENCES TABLES Global Express to Global 5000 This Design Differences Table, from the Global Express to the Global 5000 was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members. This table is for aircraft up to Batch 2+ software.

FROM BASE AIRCRAFT: BD-700-1A10 Global Express FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5000 ATA 20 Fuselage No No A A Aircraft General Length: 96 ft, 10 in (29.5 m).

Decrease of 32 in (0.81 m).

Reduction of two side windows.

Wingspan: 93 ft, 6 in (28.65 m).

No change.

Tailspan: 31 ft, 9 in (9.68 m).

No change.

Height (Satellite Communications (SATCOM)): 25 ft, 8 in (7.83 m).

No change.

Page 19 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5000 ATA 20 Performance No No A A Aircraft General Maximum Takeoff Weight (MTOW): 92,500 lb (41,957 kg).

Decrease of 8,300 lb (3,766 kg).

Maximum Landing Weight (MLW): 78,600 lb (35,655 kg).

No change.

Fuel Capacity: 36,187 lb (16,413 kg).

Decrease of 7,363 lb (3,421 kg).

ATA 20 Wheelbase No No A A Aircraft General Nose to Main Wheels: 40 ft, 2 in (12.25 m).

Decrease of 2 ft, 8 in (0.81 m).

ATA 28 Removal of aft fuel tank. No No A A Fuel ATA 28 Fuel recirculation is now an No Yes A A Fuel automatic system. Fuel RECIRC switches are inhibited.

ATA 28 Reduction in center tank capacity. No No A A Fuel ATA 28 Minor EICAS/Synoptic page No No A A Fuel changes.

Page 20 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express FLT PROC CHECKIN DESIGN REMARKS TRAINING CHAR CHNG G TO RELATED AIRCRAFT: BD-700-1A11 Global 5000 ATA 28 Fuel control panel, deletion of No Yes A A Fuel switches, and switch labels changed.

ATA 28 Refueling panel, deletion of No No A A Fuel switches, and switch labels changed.

ATA 31 New fuel synoptic page. No No A A Indicating/Recording Systems Page 21 of 89 This Maneuver Differences Table, from the Global Express to the Global 5000, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

This table is for aircraft up to Batch 2+ software.

FROM BASE AIRCRAFT: BD-700-1A10 Global Express FLT PROC MANEUVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5000 ATA 9 Turning radius decreases from No No A A Towing and Taxi 68 ft (20.9 m) to 64 ft, 1 in (19.5 m).

Page 22 of 89 Global 5000 to Global Express This Design Differences Table, from the Global 5000 to the Global Express, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members. This table is for aircraft up to Batch 2+ software.

FROM BASE AIRCRAFT: BD-700-1A11 Global 5000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global Express ATA 20 Fuselage No No A A Aircraft General Length: 99 ft, 5 in (30.30 m).

Increase of 32 in (0.81 m).

Addition of two side windows.

Wingspan: 93 ft, 6 in (28.65 m).

No change.

Tailspan: 31 ft, 9 in (9.68 m).

No change.

Height (SATCOM): 25 ft, 8 in (7.83 m).

No change.

Page 23 of 89 FROM BASE AIRCRAFT: BD-700-1A11 Global 5000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global Express ATA 20 Performance No No A A Aircraft General MTOW: 96,000 lb (43,546 kg).

Increase of 8,300 lb (3,766 kg).

MLW: 78,600 lb (35,655 kg).

No change.

Fuel Capacity: 43,550 lb (19,750 kg).

Increase of 7,350 lb (3,421 kg).

ATA 20 Wheelbase No No A A Aircraft General Nose to Main Wheels: 42 ft, 10 in (13.1 m).

Increase of 2 ft, 8 in (0.81 m).

ATA 28 Addition of aft fuel tank. No No A A Fuel ATA 28 Fuel recirculation is now a No Yes A A Fuel manual system. Fuel RECIRC switches have On/Off functions.

ATA 28 Increase in center tank capacity. No No A A Fuel ATA 28 Minor EICAS/Synoptic page No No A A Fuel changes.

Page 24 of 89 FROM BASE AIRCRAFT: BD-700-1A11 Global 5000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global Express ATA 28 Fuel control panel, addition of No Yes A A Fuel switches, and switch labels changed.

ATA 28 Refueling panel, addition of No No A A Fuel switches, and switch labels changed.

ATA 31 New fuel synoptic page. No No A A Indicating/Recording Systems Page 25 of 89 This Maneuver Differences Table, from the Global 5000 to the Global Express, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

This table is for aircraft up to Batch 2+ software.

FROM BASE AIRCRAFT: BD-700-1A10 Global 5000 FLT PROC MANEUVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global Express ATA 9 Turning radius increases from No No A A Towing and Taxi 64.1 ft (19.5 m) to 68 ft (20.76 m).

Page 26 of 89 Global 5000 GVFD/Global 6000 to the Global 5500/Global 6500 This Design Differences Table, from the Global 5000 GVFD/Global 6000 to the Global 5500/Global 6500, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 Dime nsions Flaps : I nboard section of flap is No No B B extended 5 in and tapers to 0 in at inboard.

Dimensions Ailerons: Rigged trailing edge No No B B down droop of 0.5°, previously 3° down.

Maximum Mach Envelope speed extension to No Yes C C Number (MMO) Mach 0.9 (previously 0.89).

Engine New Pearl 15 Engine No No B B (BD-700-710D5-21), same nacelle, same inlet.

Page 27 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 Introduction of CAFM Computerized Airplane No No C C replacing AFM Flight Manual (CAFM) performance charts.

Modification of Quick Reference No No B B performance data Handbook (QRH) presentation and layout.

New speed placard General No No B B installed in cockpit.

New minimum control Performance No No B B speed (ground) (V ): MCG 82 kts.

New minimum control speed (air) (V ): 88 kts.

MCA New minimum control speed (landing) (V ): MCL 87 kts.

Auxiliary pressurization ATA 21 No Yes B B (AUX PRESS) system Pressurization operations are prohibited at altitudes greater than 37,000 ft.

Page 28 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 TRIM AIR LEAK.

ATA 21 No Yes B B RAM AIR FAIL.

Pressurization New line – maximum altitude 41,000 ft.

L BLEED LEAK.

ATA 21 No Yes B B R BLEED LEAK.

Pressurization New item – ANTI-ICE WING OFF if above 41,000 ft.

L(R) BLEED SYS FAIL.

ATA 21 No Yes B B New item – ANTI-ICE Pressurization WING OFF if above 41,000 ft and ANTI-ICE WING XBLEED Select opposite side.

Spoiler extension in ATA 27 No Yes D C expanded region.

Flight Controls L-R FUEL FILTER – ATA 28 No No B B checklist terminology Fuel change fuel cooler oil cooler (FCOC).

Minimum engine speed ATA 30 No No B B changed to charted values Ice and Rain Protection in AFM.

Page 29 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 L(R) COWL A/ICE FAIL ATA 30 No Yes B B – New Item ANTI-ICE Ice and Rain Protection WING as required at 41,000 ft or below and Ice Dispersal Procedure.

L(R) WING A/ICE FAIL - ATA 30 No Yes B B New Item – ANTI-ICE Ice and Rain Protection WING as required at 41,000 ft or below and Ice Dispersal Procedure.

Overspeed marker logic for ATA 31 No No B B MMO 0.9 Mach on Indicating/ integrated standby Recording Systems instrument (ISI) and PFD.

New Crew Alerting System ATA 31 No No B B (CAS) Messages: Indicating/ L(R) ENGINE Turbine Recording Systems Case-Cooling Valve (TCCV) FAIL.

L(R) ENGINE TCCV FAULT.

MMO SPLR DEPLOYED.

Page 30 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 ATA 31 Modified Logic CAS No No B B Indicating/ message – FLT SPLR Recording Systems DEPLOYED.

ATA 32 Tire speed limit No No B B Landing Gear increased to 225 mph (196 kts) to increase maximum brake energy.

ATA 36 Bleed source No No B B th Pneumatic modification to 4 and th 7 stage.

ATA 71 Modified table values No No B B Powerplant and note max N1 to 102.1%.

ATA 71 Engine-driven pump No Yes B B Powerplant offload.

ATA 71 Engine-starting crank No Yes B B Powerplant procedure.

ATA 71 Modified in flight start No Yes B B Powerplant envelope.

Page 31 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 AT A 71 New TCCV procedures . No Yes B B Power p lant ATA 71 The starter must not be No Yes B B Powerplant used if indicated revolutions per minute (RPM) exceeds 42% N2 limitation has been removed.

ATA 71 3% increase engine No No B B Powerplant thrust at sea level (SL) and International Standard Atmosphere (ISA), increase to 9% at 9,000 ft and ISA +27°C.

ATA 71 Maximum oil No No B B Powerplant consumption, on each engine, is 0.189 liters per hour (0.2 US quarts per hour) (previous limitation was 0.2 liters per hour/0.21 quarts per hour).

Page 32 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 ATA 71 L(R) ENG No Yes B B Powerplant OVERSPEED.

L(R) ENG FLAMEOUT.

L(R) FADEC OVHT.

New item added: ANTI-ICE WING OFF if above 41,000 ft.

ATA 71 L(R) ENG SAV FAIL. No No B B Powerplant New note regarding amber START icon being posted on EICAS.

ATA 71 L(R) ENGINE OVHT. No No B B Powerplant Note added regarding possible N2 reduction to 96%.

ATA 71 L(R) FADEC FAIL. No Yes B B Powerplant Procedure modification.

ATA 71 L(R) FADEC FAULT. No Yes B B Powerplant Procedure modification – note added that thrust reverser may not deploy.

Page 33 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 DUAL ENGINE OUT – ATA 71 No Yes B B target airspeed for Air Powerplant Turbine Start (ATS) relight is less than 270 kts.

Crosswind items ATA 71 No Yes B B modified: Powerplant • 25-kt engine start component added.

• Crosswind components based on pressure altitude added.

• At 30 knots indicated airspeed (KIAS) promptly set maximum takeoff (MTO) thrust.

When takeoff crosswind component exceeds 35 kts takeoff is prohibited.

Page 34 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 Limitations SB 700 - 46 - 6503 No No B B installation of satellite radio (XM) graphical weather radar. Use of the Temporary Flight Restriction (TFR) function on the multifunction window (MFW) Symbols menu is prohibited.

Limitations Maximum airport No No B B pressure altitude for takeoff is 10,000 ft.

Limitations Use of FMS Takeoff and No No B B Landing Data (TOLD) is prohibited.

Limitations Dispatch in Alternate No No B B N1 Mode is prohibited.

Page 35 of 89 This Maneuver Differences Table, from the Global 5000 GVFD/Global 6000 to the Global 5500/Global 6500, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members. See Appendix 12 for additional details regarding differences training content.

FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global 5000 GVFD/Global 6000 FLT PROC MANEUVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global 5500/ Global 6500 Approach Steep a pproach with cowl No Yes B B anti - ice on.

Engine Relight En gine relight in flight No Yes B B envelope.

Cruise M MO envelope to 0.9 Mach . Yes Yes D C Page 36 of 89 Global 5500 to the Global 6500 This Design Differences Table, from the Global 5500 to the Global 6500, was proposed by Bombardier and validated by the FSB.

It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A11 Global 5500 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6500 Aircraft General Fuselage No No A A Length: 99 ft, 5 in (30.30 m).

Increase of 32 in (0.81 m).

Addition of two side windows.

Pilot Eye Position Above Runway During Landing: 15.60 ft (4.75 m).

Page 37 of 89 FROM BASE AIRCRAFT: BD-700-1A11 Global 5500 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6500 Aircraft General Performance No No A A MTOW (Varies): 99,500 lb (45,132 kg).

98,000 lb (44,452 kg).

Maximum Ramp & Taxi Weight (Varies): 99,750 lb (45,246 kg).

98,250 lb (44,565 kg).

Minimum Flight Weight: 48,200 lb (21,863 kg).

Fuel Capacity: 45,100 lb (20,425 kg).

Maximum Operating Empty Weight: 45,000 lb (20,412 kg).

ATA 28 Addition of aft fuel tank. No Yes A A Fuel ATA 28 Increase in center tank capacity. No No A A Fuel Page 38 of 89 FROM BASE AIRCRAFT: BD-700-1A11 Global 5500 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6500 ATA 28 Minor EICAS/Synoptic page No No A A Fuel changes .

ATA 28 Fuel control panel, addition of No No A A Fuel switches, and switch labels changed.

ATA 28 Refueling panel, addition of No No A A Fuel switches, and switch labels changed.

ATA 31 New fuel synoptic page. No No A A Indicating/Recording Systems Page 39 of 89 This Maneuver Differences Table, from the Global 5500 to the Global 6500, was proposed by Bombardier and validated by the FSB.

It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A11 Global 5500 FLT PROC MANEUVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6500 Taxi Increase in minimum No Yes A A pavement width for 180° turn.

Page 40 of 89 Global 6500 to the Global 5500 This Design Differences Table, from the Global 6500 to the Global 5500, was proposed by Bombardier and validated by the FSB.

It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10 Global 6500 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5500 Aircraft General Fu selage No No A A Length: 96 ft, 9 in (29.49 m).

Decrease of 32 in (0.81 m).

Removal of two-sided windows.

Pilot Eye Position Above Runway During Landing: 15.40 ft (4.69 m).

Page 41 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global 6500 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5500 Aircraft General MTOW (Varies): No No A A 92,500 lb (41,957 kg).

89,700 lb (40,687 kg).

88,700 lb (40,233 kg).

87,700 lb (39,780 kg).

Maximum Ramp & Taxi Weight (Varies): 92,750 lb (42,071 kg).

89,950 lb (40,801 kg).

88,950 lb (40,347 kg).

87,950 lb (39,893 kg).

Minimum Flight Weight: 51,200 lb (23,224 kg).

Fuel Capacity: 36,200 lb (16,425 kg).

39,250 lb (17,800 kg).

Maximum Operating Empty Weight: 48,000 lb (21,772 kg).

Page 42 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global 6500 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5500 ATA 28 Removal of aft fuel tank . No Yes A A Fuel ATA 28 Reduction in center tank No No A A Fuel capacity.

ATA 28 Minor E ICAS/Synoptic page No No A A Fuel changes .

ATA 28 Fuel control panel, deletion of No No A A Fuel switches, and switch labels changed.

ATA 28 Refueling panel, deletion of No No A A Fuel switches, and switch labels changed.

ATA 31 New fuel synoptic page. No No A A Indicating/Recording Systems Page 43 of 89 This Maneuver Differences Table, from the Global 6500 to the Global 5500, was proposed by Bombardier and validated by the FSB.

It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10 Global 6500 FLT PROC MANEUVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A11 Global 5500 Taxi Decrease in M inimum No Yes A A Pavement Width for 180° Turn: 65 ft, 4 in (19.92 m).

Page 44 of 89 Global Express/XRS to Global 6000 This Design Differences Table, from the Global Express/XRS to the Global 6000, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 ATA 20 Flight Deck panel layout modified No No B B Aircraft General to accommodate GVFD and stylizing changes.

ATA 20 Stylized control panels, new No No A A Aircraft General background color.

ATA 22 New Flight Control Panel. No Yes A A AFCS ATA 22 Auto pilot Emergency Descent No Yes B A AFCS Mode (EDM) button on FCP.

ATA 22 Auto pilot and auto throttles No Yes C C AFCS engage for EDM when manually initiated.

Page 45 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 ATA 22 Manaul speed control available No Yes C C AFCS during EDM operation ATA 22 Auto - throttle engages for under - No Yes C C AFCS speed protection.

ATA 22 Auto Nav to Nav Transfer on No Yes B B AFCS Missed Approach .

ATA 22 Au topilot remains engaged during No Yes C C AFCS OEI missed approach .

ATA 22 Auto - throttle operative during OEI No Yes C C AFCS flight including go - around .

ATA 22 Autopilot remains coupled for No Yes C C AFCS 2 seconds and pitches up during windshear recovery.

ATA 22 TCS/Sync button relocated. No No A A AFCS ATA 22 AFCS 1-2 switch relocated to No No A A AFCS reversion switch panel (RSP).

Page 46 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 ATA 22 Altitude knob PUSH FINE No Yes B A AFCS function .

ATA 22 New Yaw Dampers . No No A A AFCS ATA 22 TO mode is speed hold with a min No Yes C C AFCS pitch floor FD will drive towards the set speed if FLC not selected.

ATA 23 HF Control Page allows presetting No Yes B B Communications frequencies (GV Version 4.5.8 software).

Supports naming and presetting No Yes B B ATA 23 Communications frequencies on all VHF COM, NAV and ADF radios (GV Version 5 software).

ATA 23 Minor ADS-C and CPDLC No Yes B A Communications functionality differences between Batch 3 Honeywell and RC Vision avionics suite.

ATA 23 New Audio Control Panels (ACP). No No B A Communications ATA 23 Comm radios controlled at two (2) No No B A Communications Control Tuning Panels (CTP) on glareshield.

Page 47 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 ATA 23 FMS RADIO tuning window, new No No B A Communications Comm/Nav Systems (CNS) button.

ATA 23 Exterior antennas – relocated. No No A A Communications Guarded DC EMER switch No No A A ATA 24 Electrical relocated from center pedestal to electrical control panel.

ATA 24 Synoptic pages, minor differences No No A A Electrical in graphical depiction of buses.

CBP1 behind pilot. Named No No A A ATA 24 Electrical GALLEY CB Panel contains conventional thermal circuit breakers.

ATA 26 EICAS page, FIRE icons No No A A Fire repositioned.

ATA 27 Pitch, rudder, aileron trims No No A A Flight Controls depicted on Flt Ctrl synoptic page.

ATA 27 EICAS Status page, new depiction No No A A Flight Controls of slats and flaps.

Page 48 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 Trim panel relocated . No No A A ATA 27 Flight Controls Control yokes, flight spoiler No No A A ATA 27 Flight Controls handle, flap lever, aesthetics changed.

ATA 28 Panel labeling changed. No No A A Fuel ATA 30 Intuitive synoptic page changes. No No A A Ice and Rain ATA 31 Preselect altitudes appear in feet No No A A Indicating/Recording and meters (Differs from Batch 2 aircraft only).

ATA 31 Color changes for non-normal No No A A Indicating/Recording navigation sources (Differs from Batch 2 aircraft only).

ATA 31 RNP and EPU symbology added No No A A Indicating/Recording (Differs from Batch 2 aircraft only).

ATA 31 Altimeter default on startup differs No No A A Indicating/Recording Version 5 Software.

Page 49 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 Four (4) Adaptive Flight Displays No No A A ATA 31 Indicating/Recording (AFD)/Display Units (DU) installed.

ATA 31 EICAS moved to other display No No B A Indicating/Recording units.

Synoptic pages reoriented and No No A A ATA 31 Indicating/Recording other minor changes.

ATA 31 EICAS – Some engine and system No No A A Indicating/Recording indications differ slightly in presentation.

CTP is the primary panel for PFD No No B A ATA 31 Indicating/Recording selection.

Aircraft system EICAS messages No Yes A A ATA 31 Indicating/Recording minor changes.

ATA 31 EICAS Synoptic page selection No No A A Indicating/Recording controlled by CHK/SYS key on the multi-function keyboard panel (MKP).

ATA 31 Multifunction Keyboard Panel No No B A Indicating/Recording (MKP).

Page 50 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 Cursor Control Panels (CCP) . No No B A ATA 31 Indicating/Recording DU presentation, nine (9) memory No No B A ATA 31 Indicating/Recording selections .

ATA 31 Electronic Checklist (ECL) linked No No B A Indicating/Recording to selected CAS messages.

(Version 4.5.8 software and later).

Revision Switch Panel differs in No No A A ATA 31 Indicating/Recording layout and functionality.

Digital LCD Head-Up Display No No B A ATA 31 Indicating/Recording (HUD) differs in symbology.

Capable of displaying EVS or Synthetic Vision System (SVS) Controlled at CTP.

ATA 31 Enhanced Vision System (EVS) No No A A Indicating/Recording controlled at CTP, CVS knob on pilot’s glareshield and CVS button on pilot’s yoke.

ATA 31 EVS Head-Down Display (HDD) No No A A Indicating/Recording can be presented on any MFW.

ATA 31 Synthetic Vision enhances No No B A Indicating/Recording situational awareness. Presented on PFD and HUD - Controlled at CTP and CVS button on pilot’s yoke.

Page 51 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 Optional Video presentation on No No A A ATA 31 Indicating/Recording MFWs of external or internal cameras.

ATA 31 Optional Integrated Flight No No B A Indicating/Recording Information System (IFIS).

Electronic Charts, XM Graphical Wx, Datalink Wx, Enhanced Maps, Document Reader.

ATA 31 TAWS overlaid on MFW, VSD No No A A Indicating/Recording and HUD.

ATA 31 TCAS presented on MFW and No No A A Indicating/Recording HUD.

ATA 31 Optional printer moved to behind No No A A Indicating/Recording pilot’s seat.

ATA 31 Paperless or “less paper” cockpit. No No A A Indicating/Recording ATA 31 Remote Maintenance No No A A Indicating/Recording Diagnostics.

ATA 32 Landing gear panel relocated. No No A A Landing Gear Page 52 of 89 FR OM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 ATA 32 Autobrake selector moved from No No A A Landing Gear GLD to landing gear panel.

ATA 33 Some cockpit lighting changed to No No A A Lights LED.

ATA 34 FMS Rockwell Collins Fusion No Yes C C Navigation Flight Deck/Bombardier Global FTD 5 Vision Avionics suite.

ATA 34 Minor changes to TAWS overlay No No A A Navigation (GV Version 4.5.8 software).

ATA 34 Vertical Situation Display (VSD) No No B A Navigation added (GV Version 4.5.8 software).

ATA 34 Surface Management System No No B A Navigation added (GV Version 5 software).

ATA 34 Laseref 6 IRSs. No IRS (MSU) No Yes A A Navigation control panel.

ATA 34 Nav radios controlled at two (2) No No B A Navigation Control Tuning Panels (CTP) on Glareshield.

Page 53 of 89 F ROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 FMS has visual approach as a No Yes B B ATA 34 Navigation selection option .

ATA 34 Same Integrated Electronic No No A A Navigation Standby (IESI) Instrument but repositioned and minor bezel changes.

ATA 34 PFD’s Nav Source, Course and No No B A Navigation bearing pointers controlled primary via CTP with backup functionality provided.

ATA 34 Triple FMS installation with full No No B A Navigation time synchronization.

ATA 34 FMS format and functionality No Yes C C Navigation differs. Controlled at MKP, CTP, FTD CCP and soft buttons on displays.

ATA 34 FMS – graphical flight planning. No Yes C C Navigation FTD ATA 34 FMS supports RNP, FANS, SBAS No Yes B B Navigation and LPV (Differs from Batch 2 aircraft only).

ATA 34 GNSS Added (Differs from Batch No Yes B B Navigation 2 aircraft only).

Page 54 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 FMS Performance calculation No Yes B A ATA 34 Navigation (TOLD) .

ATA 34 FMS Weight and Balance No Yes B A Navigation calculation .

ATA 34 New weather radar . No Yes B A Navigation ATA 34 Flight Path Vector (caged and No Yes C C Navigation uncaged) vice flight director FTD command bars.

FPV Cage button on yoke. No No A A ATA 34 Navigation Takeoff mode pitch target box. No Yes B A ATA 34 Navigation Standby HSI on CTP. No No A A ATA 34 Navigation No No A A ATA 34 RNP indications on PFD differs Navigation from Honeywell Batch 3 RNP indications.

Page 55 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 ATA 34 Vertical Situation Display (VSD) No Yes B A Navigation selectable on MFWs.

ATA 45 On-Board Maintenance Systems No No A A Central Maintenance (OMS).

Systems ATA 70 ENG RUN switches differ. No No A A Powerplant ATA 70 N1/EPR switches relocated. No No A A Powerplant ATA 70 Thrust levers resized. No No A A Powerplant ATA 70 Primary EICAS changes in No No A A Powerplant N1/EPR presentation.

ATA 70 Oil replenishment panel relocated. No No A A Powerplant Page 56 of 89 This Maneuver Differences Table, from the Global Express/XRS to the Global 6000, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC MANUEVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 Takeoff Preparation Cockpit setup differs including No Yes C C and Takeoff FMS, radio, Nav Aids, FD, Wx FTD 5 radar, TAWS, overlays, MFWs etc.

Instrument Procedures Use of FGP differs. No Yes C C FTD 5 Go Around Auto-throttle remains engaged No Yes C C for OEI missed approached and FTD go-around.

Go Around Autopilot remains engaged for No Yes C C OEI go around. FTD Windshear Guidance available (Differs No Yes C C from Batch 2). FTD Windshear The autopilot remains coupled No Yes C C for 2 seconds and pitches up. FTD Page 57 of 89 FROM BASE AIRCRAFT: BD-700-1A10 Global Express/XRS FLT PROC MANUEVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10 Global 6000 Emergency Descent Auto pilot and auto throttle No Yes B B engages for Emergency Descent Mode when initiated manually.

Emergency Descent Manual speed control available No Yes B B during EDM operation.

Stall Recovery Auto-throttle engages to prevent No Yes C C stall (underspeed protection). FTD Steep approach Steep approach capable offered No Yes D D as specialty course (GV Version 4.5.8 software and after).

RNP AR RNP AR supported capable No Yes D D offered as specialty course GV Version 4.5.8 software and after).

Page 58 of 89 Upgrade (Technical Insert 1) This Design Differences Table, from the Global Vision 5000/5500/6000/6500 with Collins Software Version 5.5 to the Global Vision 5000/5500/6000/6500 with Collins software upgrade version 5.8 (Technical Insert 1) and options, was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global Vision 5000/5500/6000/6500 Software Version 5.5 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global Vision 5000/5500/6000/6500 Software Version 5.8 Collins Software AFCS, EFIS, EICAS, HUD, IFIS, No No B B Version 5.8 Integrated Modular Avionics (IMA), OMS, Resource Management System (RMS), TCAS, Transponder, SVS, Weather Radar (WXR).

Collins Software Autothrottle use is allowed when No No B B Version 5.8 only a single autothrottle is Limitation available.

Automatic New System. No Non- B B Dependent Normal Surveillance- Broadcast In (ADS- B) In (option) ADS-B Limitation In Trail Procedure and Separation No No B B Assurance are prohibited.

Page 59 of 89 FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global Vision 5000/5500/6000/6500 Software Version 5.5 FLT PROC DESIGN REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global Vision 5000/5500/6000/6500 Software Version 5.8 Airport Moving New System. No Non- B B Map (AMM) & Normal SVS Taxi (option) AMM Limitation Airplane symbol on SVS taxi is No No B B for situational awareness only.

Airplane symbol on AMM is for situational awareness only.

Predictive New System. No Emerge B B Windshear (option) ncy, Non- Normal SiriusXM WXR Upgraded System. No No B B (option) SiriusXM WXR TFR function on the MFW No No B B Limitation symbols is allowed.

Vertical WXR New System. No No B B (option) Page 60 of 89 This Maneuver Differences Table, from the Global Vision 5000/5500/6000/6500 to the Global Vision 5000/5500/6000/6500 with Collins software upgrade version 5.8 and options was proposed by Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE AIRCRAFT: BD-700-1A10/1A11 Global Vision 5000/5500/6000/6500 Software Version 5.5 FLT PROC MANUEVER REMARKS TRAINING CHECKING CHAR CHNG TO RELATED AIRCRAFT: BD-700-1A10/1A11 Global Vision 5000/5500/6000/6500 Software Version 5.8 N/A N/A N/A N/A N/A N/A Page 61 of 89

APPENDIX 4. HEAD-UP DISPLAY (HUD) SYSTEMS 1. BACKGROUND The FSB participated in an evaluation of the Thales HUD System during its development in the fall of 2004 using a Global Express aircraft and a FFS. The FSB conducted certification flight tests, along with the New York Aircraft Certification Office (ACO), in a Global Express aircraft in Wichita, KS. Flight testing consisted of approximately 40 HUD approaches at several different airports, using CAT I procedures, during day, night, visual meteorological conditions (VMC), and instrument meteorological conditions (IMC).

The Thales HUD is standard equipment on the Global Express XRS aircraft, but can also be installed on Global Express and Global 5000 aircraft. The Thales HUD System installations on Global Express/XRS and Global 5000 airplanes have been found to be functionally equivalent. If Thales HUD training and checking requirements are accomplished in one aircraft, training and checking does not need to be repeated in the other.

The FSB also evaluated the proposed Airplane Flight Manual Supplement (AFMS) for HUD operations.

In January and February 2012, the FSB evaluated the BD-700-1A10 aircraft equipped with Global Vision Flight Deck (GVFD), which is marketed as the Global 6000, and also the BD- 700-1A11 aircraft equipped with GVFD, which is marketed as the Global 5000 GVFD. The Collins HUD is standard equipment on the Global 5000 GVFD and Global 6000.

In November 2019, a FSB was established to evaluate the Global 5500 and Global 6500. The Collins HUD is standard equipment on the Global 5500 and Global 6500.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT • Global Express.

• Global Express XRS.

• Global 5000.

• Global 5000 GVFD.

• Global 6000.

• Global 5500.

• Global 6500.

Page 62 of 89 4. PILOT TRAINING For single HUD installation, the HUD training focuses principally upon training events flown in the left seat by the pilot flying (PF). Training for the pilot monitoring (PM) is also required for any procedural differences when the PF is heads-up (compared to heads-down).

For dual HUD installation, training events can be flown in the left or right seat as PF.

Training for the PM is also required for any procedural differences when the PF is heads-up (compared to heads-down).

4.1 HUD Initial Ground Training. Pilots training to serve as PF during HUD operations should receive a minimum of 2 hours of ground school training in the operation and use of the HUD.

4.1.1 The initial ground training program should include the following elements: a) Classroom instruction covering HUD operational concepts, crew duties and responsibilities, and operational procedures including preflight, normal and abnormal operations; EICAS messages; use of QRH and checklists; miscompare, and failure flags.

b) Classroom instruction or computer-based training (CBT) on the HUD symbology set and its interrelationship with airplane aerodynamics, inertial factors, environmental conditions, and comparison to PFD.

c) A HUD pilot training manual or equivalent material in the Flightcrew Operating Manual (FCOM), which explains the limitations, all modes of operation, clear descriptions of HUD symbology, including limit conditions and failures, and incorporation of a crew procedures guide clearly delineating PF and PM duties, responsibilities, and procedural callouts and responses during all phases of flight during which HUD operations are anticipated.

4.1.2 The FSB recommends special emphasis ground training in the following areas: a) Crew coordination, b) Crew briefings and callouts, c) Duties of PF and PM, and d) EICAS messages and use of QRH and checklists applicable to HUD.

4.2 HUD Initial Flight Training.

4.2.1 Pilots training to serve as PF during HUD operations should receive a minimum of 2 hours of flight training in the operation and use of the HUD. A pilot who progresses through initial or transition flight training in a Global Express, Global 5000, Global 5000 GVFD, Global 6000, Global 5500, or Global 6500 aircraft and satisfactorily completes HUD system curriculum segments (recommended by an instructor) and a HUD proficiency check by a person Page 63 of 89 authorized by the Administrator, does not need to complete the recommended 2 hours of flight training.

4.2.2 For single HUD installation, flight training must be conducted from the left seat.

For dual HUD installations, flight training may be conducted from either seat.

Flight training may be conducted in a HUD system-equipped aircraft or a HUD system equipped-Level C FFS with a daylight visual display or a Level D FFS.

FFS approaches, utilizing the HUD, should begin no closer than the final approach fix (FAF) for instrument approaches, and should begin no closer than approximately 1,000 ft above ground level (AGL) (3–4 nautical miles (NM)) to the runway threshold for visual approaches.

4.2.3 Unless integrated with initial type rating training, flight training dedicated to HUD familiarization and proficiency is in addition to other required training elements.

4.2.4 The following HUD flight training program is generic in nature and should be considered as a guide only: 4.2.4.1 Ground Operations: a) Deployment of HUD and stowage.

b) Taxi using HUD under various lighting and visibility conditions.

4.2.4.2 Airwork: a) Straight and level flight, accelerations, and decelerations.

b) Normal and steep turns, climbs, and descents.

c) Wind effects on HUD.

d) Stall prevention and recovery.

e) Recovery from unusual attitudes.

4.2.4.3 Visual Takeoffs, Approaches, and Landings: a) Crosswind takeoff and landing.

b) Visual approaches to runways at night with minimal lighting (“black hole” approaches) and use of Flight Path Vector (FPV) to achieve desired descent angle.

c) Engine failure on takeoff.

d) OEI landing.

e) OEI go-around.

4.2.4.4 Instrument Approaches: a) Approaches to the lowest authorized minima, including an approach and landing with OEI.

b) Missed approach OEI.

c) Non-precision and circling approaches (if applicable).

Page 64 of 89 4.2.4.5 Abnormal/Emergency Operations (as appropriate): a) Windshear escape.

b) Enhanced ground proximity warning system (EGPWS) escape.

c) TCAS Resolution Advisory (RA).

d) HUD failure on approach.

e) Approaches with the aircraft in a non-normal slat/flap configuration.

4.2.5 The FSB recommends special emphasis flight training in the following areas: a) Approaches to “black hole” airports.

b) Use of the flare symbol as a cue (not as guidance).

c) Recovery from unusual attitudes.

d) TCAS RA.

e) Crosschecking from HUD to cockpit displays, including EICAS and other cockpit indications.

4.3 HUD Recurrent Ground Training. Selected HUD-related ground training subjects as outlined in initial ground training above should be reviewed on a recurrent basis.

5. PILOT CHECKING Pilots training to serve as PF during HUD operations must be administered a proficiency check conducted in a Level C FFS with a daylight visual display, Level D FFS, or on a HUD System-equipped aircraft. This proficiency check may be taken in conjunction with a pilot proficiency check conducted in accordance with part 61 or 135 or may be administered as a separate test.

Maneuvers to be evaluated during the HUD proficiency check include, as a minimum: • One takeoff.

• One departure procedure.

• One instrument approach procedure (IAP).

• One landing.

Pilots should also be checked on PM duties during HUD approaches and emergencies.

5.1 HUD Recurrent Checking.

At least annually, in conjunction with a pilot in command (PIC) proficiency check required by part 61 or 135, a PIC must demonstrate proficiency using the HUD system by satisfactorily performing the maneuvers listed above.

During recurrent part 135 competency checks, second in commands (SIC) serving as PF during HUD operations should demonstrate proficiency using the HUD by satisfactorily performing the maneuvers listed above.

During recurrent part 135 competency checks, SICs serving as PM during HUD operations should be evaluated on Crew Resource Management (CRM) responsibilities and procedures when the PF is conducting HUD operations.

Page 65 of 89 6. PILOT CURRENCY Pilots should have completed at least three takeoffs, approaches, and landings using the HUD in the Global Express/XRS/Global 5000 or have completed three takeoffs, approaches, and landings as the PF using the HUD system in a Level C FFS with day and night visual displays or Level D FFS within the previous 90 days before acting as the PF using the HUD in revenue operations.

7. OPERATIONAL SUITABILITY The HUD, as well as the associated AFM change, was found to be operationally suitable for all phases of flight, including CAT I and II operations when authorized.

Page 66 of 89

APPENDIX 5. ENHANCED FLIGHT VISION SYSTEM (EFVS) Aircraft equipped with the CMC Electronics CMA−2700 EFVS Landing System and the Thales or Collins HUD have been deemed operationally suitable for EFVS operations to 100 ft above touchdown zone elevation (TDZE) only when a HUD is installed and utilized.

Compliance in accordance with § 91.176(b) has been validated on the follow aircraft only when a HUD is installed and utilized: • Global Express.

• Global Express XRS.

• Global 5000.

• Global 5000 GVFD.

• Global 6000.

• Global 5500.

• Global 6500.

If the aircraft is not equipped with a HUD, any use of the EFVS is for situational awareness only.

Page 67 of 89

APPENDIX 6. GLOBAL EXPRESS/XRS TO GLOBAL 6000 AND GLOBAL 5000 TO GLOBAL 5000 GVFD 1. BACKGROUND The Global Express FSB participated in an evaluation of the training, checking, and currency differences that have occurred by the introduction of the GVFD. Additionally, the FSB was tasked to determine the appropriate type rating for the Global 6000.

For clarification, the FSB evaluation involved the following: a) The differences between the Global Express/XRS aircraft and the Global 6000.

b) The differences between the Global 5000 aircraft and the Global 5000 GVFD.

c) The initial pilot type rating of the Global 6000 and the Global 5000 GVFD.

2. PILOT TYPE RATING The FSB determined that the same aircraft type rating designation “BBD-700” is appropriate between the existing Global Express/XRS/Global 5000 and the Global 6000/Global 5000 GVFD variations. Differences training should be accomplished in a Level 5 FTD or higher FSTD.

3. RELATED AIRCRAFT • Global Express.

• Global Express XRS.

• Global 5000.

• Global 5000 GVFD.

• Global 6000.

4. PILOT TRAINING Differences training should be accomplished in a Level 5 FTD or higher FSTD. Due to the flightcrew differences, the FSB recommends special emphasis training in the following areas: a) Flight deck display layout (Airport Facility Directory (AFD)/display unit (DU)) and functionality.

b) Control panels: Control Tuning Panel (CTP), Audio Control Panel (ACP), Communication, Navigation, and Surveillance (CNS), multifunction keypad (MKP), and Cursor Control Panel (CCP).

c) Emergency Descent Mode (EDM) and functionality.

d) Underspeed protection.

e) Nav to Nav transfer, Global Positioning System (GPS)/wide area augmentation system (WAAS)/localizer performance with vertical guidance (LPV)/Required Navigation Performance (RNP)/Performance-Based Navigation (PBN), and IAPs.

f) DC power failure modes with emphasis on loss of all DC electrical power.

g) AFCS modes, A/P all-engines-operating (AEO) in all phases of flight, including OEI in all phases of flight to include OEI go-around, PFD, FDA, and Flight Mode Annunciator (FMA) indications.

Page 68 of 89 h) A/P response during windshear escape guidance.

i) Terrain Awareness and Warning System (TAWS) and EGPWS.

j) Use of Enhanced Vision System (EVS) and Synthetic Vision System (SVS) is for situational awareness only. EVS as described in this paragraph provides infrared (IR) imagery only on a MFD and is not suitable for operations prescribed in § 91.176.

k) Caution and warning messages on the EICAS and horizontal situation indicator (HSI) and associated human factors issues.

l) Use of FMS including takeoff preparation and EMS.

m) CRM with regards to the new functionalities.

n) OEI AT use and logic.

After completion of the differences training referred to in this paragraph, it is recommended that supervised line flying be completed as soon as possible with a line check pilot to consolidate training. It is further recommended that a minimum of two flights be flown, one as the PF and one as the PM.

When operating more than one variation, recurrent training should be alternated between the Global Express/XRS/Global 5000 and Global 6000/Global 5000 GVFD, addressing the differences of all applicable variations on each occasion.

5. PILOT CHECKING Differences should be checked at Level C in a Level 5 FTD or higher FSTD. Due to the flightcrew differences, the FSB recommends special emphasis checking in the following areas: a) Flight deck display layout (AFD/DU) and functionality.

b) Control panels: CTP, ACP, Reversionary Selection Panel (RSP), CNS, MKP, and CCP.

c) EDM and functionality.

d) Underspeed protection.

e) Nav to Nav transfer, GPS/WAAS/LPV/RNP/PBN, and IAPs.

f) DC power failure modes with emphasis on loss of all DC electrical power.

g) AFCS modes, A/P AEO in all phases of flight, including OEI in all phases of flight, to include OEI go-around, PFD, FDA, and FMA indications.

h) A/P response during windshear escape guidance.

i) TAWS and EGPWS.

j) Use of EVS and SVS is for situational awareness only. EVS as described in this paragraph provides IR imagery only on a MFD and is not suitable for operations prescribed by § 91.176(b).

k) Caution and warning messages on the EICAS and HSI and associated human factors issues.

l) Use of FMS, including takeoff preparation and EMS.

m) CRM with regards to the new functionalities.

When operating more than one variation, recurrent checking should be alternated between the Global Express/XRS/Global 5000 and Global 6000/Global 5000 GVFD, addressing the differences of all applicable variations on each occasion.

Page 69 of 89 6. PILOT CURRENCY When operating both the Global Express/XRS/Global 5000 and Global 6000/Global 5000 GVFD, the FSB recommends that flightcrews perform at least one flight as PF or PM in the “Global Express/XRS or Global 5000” variation and at least one flight in the “Global 6000 or Global 5000 GVFD” within the currency period (90 days).

This currency requirement between variations should address the following differences: a) Takeoff preparation and takeoff.

b) Enroute use of the FMS.

c) IAPs.

7. OPERATIONAL SUITABILITY The Global 6000 and Global 5000 GVFD, including GVFD Software Version 4.3.1 as well as the associated AFM, was found to be operationally suitable.

Page 70 of 89

APPENDIX 7. HONEYWELL BATCH 2+ TO BATCH 3 SOFTWARE UPGRADE 1. BACKGROUND In 2011, Bombardier introduced the Batch 3 software upgrade to the Global Express/XRS and Global 5000 Honeywell Avionics aircraft. Batch 3 adds improvements to the Integrated Avionics Computers (IAC) that affect the FMSs, Flight Guidance Computers (FGC), and displays. Updated Global Navigation Satellite System (GNSS) receivers with Satellite-Based Augmentation System (SBAS) that provide LPV approach capability, and Future Air Navigation System (FANS) 1/A capability (Automatic Dependent Surveillance-Contract (ADS-C) and Controller-Pilot Data Link Communication (CPDLC)) are available options.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT The Batch 3 software upgrade on Global Express/XRS and Global 5000 airplanes has been found to be functionally equivalent. If Batch 3 software training and checking requirements are accomplished in one aircraft, Batch 3 software training and checking does not need to be repeated in the other.

4. PILOT TRAINING Pilots transitioning to Batch 3 software should complete Level B differences training. The differences training should include the following elements: a) Flightcrews should be provided with and review the Pilot Training Guide (PTG), OMR, FCOM, QRH, and FMS pilot guide that detail the differences between Batch 2+ and Batch 3 for self-study prior to undertaking the Bombardier Aircraft Training Center (BATC) eLearning.

b) Flightcrews should clearly understand flight guidance panel (FGP) selections and PFD annunciations while conducting FMS-based approaches using lateral navigation (LNAV), vertical path (VPTH), vertical glidepath (VGP), and LPV (optional) functions.

c) CAUTION: The proper setting of the altitude pre-selector during approach operations should be clearly understood. The safety mitigations for conducting a go-around with the altitude pre-selector set to landing elevation should be emphasized. This training area is of particular importance for operators flying mixed Batch 2+ and Batch 3 aircraft configurations.

d) Bombardier and/or operator-developed standard operating procedures (SOP) related to CRM and human factors in the use of FANS CPDLC (optional), including division of duties, cross-confirmation, and aircraft flight path changes, etc.

Page 71 of 89 5. PILOT CHECKING Not applicable.

6. PILOT CURRENCY There are no currency requirements for the Batch 2+ to Batch 3 software differences. In the event that flightcrews will be required to operate a mixed fleet of aircraft with Batch 2+ and Batch 3 software, currency should be maintained through self-review of the differences.

7. OPERATIONAL SUITABILITY The Honeywell Batch 3 software upgrade, as well as the associated AFM change, was found to be operationally suitable.

Page 72 of 89

APPENDIX 8. GVFD SOFTWARE UPGRADE VERSION 4.3.1 (VERSION 3) TO 4.5.8 (VERSION 4.5) 1. BACKGROUND In 2012, Bombardier introduced the Rockwell Collins Fusion-based GVFD avionics suite into the Global Express/XRS and Global 5000 aircraft. BD-700-1A10 aircraft with GVFD is marketed as a Global 6000 while a BD-700-1A11 aircraft with GVFD is marketed as a Global 5000 GVFD.

GVFD Software Version 4.5.8 (marketed as Version 4.5) is the first major software upgrade to the GVFD avionics suite, which include an electronic checklist (ECL) function, vertical situation display (VSD), FMS TOLD performance, FMS speed control, a third FMS, and Required Navigation Performance Authorization Required (RNP AR) approach capability.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT The GVFD Version 4.5.8 software upgrade on Global 6000 and Global 5000 GVFD airplanes has been found to be functionally equivalent. If Version 4.5.8 software training and checking requirements are accomplished in one aircraft, Version 4.5.8 software training and checking does not need to be repeated in the other.

4. PILOT TRAINING 4.1 Prerequisites. Flightcrew members upgrading to software Version 4.5.8 (Version 4.5) must have previously been trained and found qualified on the software upgrade Version 4.3.1 (Version 3).

Pilots transitioning to Version 4.5.8 software should complete Level C differences training. It is expected that, at some time in the future, all GVFD aircraft will be updated to software Version 4.5.8 (or a later version), at which point this differences training will have been integrated into the full initial course, and integrated into the differences courses to transition from Global aircraft equipped with Honeywell avionics to aircraft equipped with Rockwell Collins avionics, making this differences course redundant. The differences training should include the following elements: a) SOP and crew coordination using the ECL.

b) Use of the ECL backup (e.g., paper, Integrated Flight Information System (IFIS), Electronic Flight Bag (EFB), as applicable).

c) FMS TOLD and manual FMS TOLD entries.

NOTE: Flex takeoff RNP AR approach specific training is covered in Appendix 9, RNP AR 0.3.

Page 73 of 89 5. PILOT CHECKING Level A.

NOTE: RNP AR approach specific checking is covered in Appendix 9.

6. PILOT CURRENCY There are no currency requirements for the GVFD Version 4.3.1 to Version 4.5.8 software differences. In the event that flightcrews will be required to operate a mixed fleet of GVFD aircraft with Version 4.3.1 and 4.5.8 software, currency should be maintained through self-review of the differences.

NOTE: RNP AR approach specific currency is covered in Appendix 9.

7. OPERATIONAL SUITABILITY The GVFD Version 4.3.1 to Version 4.5.8 software upgrade, as well as the associated AFM change, was found to be operationally suitable.

Page 74 of 89

APPENDIX 9. RNP AR 0.3 1. BACKGROUND The RNP AR training described in this appendix does not replace the requirements or considerations in the current edition of FAA AC 90-101, Approval Guidance for RNP Procedures with AR. This report's requirements and recommendations are in addition to AC 90-101. Initial RNP AR training for the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 is defined as Level D training in accordance with Appendix 1 of this document.

As a prerequisite to RNP AR training, checking, and currency requirements as defined in this appendix, pilots operating the Global 6000 or Global 5000 GVFD must have met the requirements of Appendix 8 for qualification in Global 6000 or Global 5000 GVFD aircraft.

This appendix only applies to the Global 5500, Global 6500, Global 6000 and the Global 5000 GVFD aircraft that have the avionics upgrades installed as defined in Appendix 8 and has RNP AR avionics capability for which pilot training, checking, and currency is sought.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT RNP AR capability standard on the Global 5500, Global 6500, and RNP AR capability installed on Global 6000 and Global 5000 GVFD airplanes has been found to be functionally equivalent. If training, checking, and currency requirements are accomplished in one aircraft, RNP AR training, checking, and currency need not be repeated in the other.

4. PILOT TRAINING In conducting RNP AR approaches, specified duties and procedures are assigned to both the pilot flying (PF) and pilot monitoring (PM). Therefore, the requirement for initial and recurrent training as defined below is applicable to both pilot in command (PIC) and second in command (SIC).

4.1 RNP AR Initial Training.

4.1.1 Initial ground training should fully comply with the requirements of the current edition of AC 90-101 for the Global 6000 Global 5000 GVFD, Global 5500, or Global 6500.

4.1.2 Initial flight training should fully comply with the requirements of the current edition of AC 90-101 for the Global 6000 Global 5000 GVFD, Global 5500, or Global 6500 RNP AR Recurrent Training.

Page 75 of 89 4.2 RNP AR Recurrent Training.

4.2.1 Recurrent ground training must include, as a minimum, a review of “Pilot Procedures” and “Abnormal/Failures” as defined in the current edition of AC 90-101.

4.2.2 Recurrent flight training should fully comply with the requirements of the current edition of AC 90-101 for the Global 6000, Global 5000 GVFD, Global 5500, or Global 6500.

4.3 Special Emphasis Training. The FSB has determined that the following items should receive special emphasis in an approved RNP AR training program: a) Required equipment for RNP AR approaches (minimum equipment list (MEL) review and in-flight equipment failure).

b) Missed approach procedures on RF legs.

c) Manually flown approaches and missed approaches.

d) Temperature compensation.

5. PILOT CHECKING In conducting RNP AR approaches, specified duties and procedures are assigned to the PF and PM. Therefore, the requirement for initial and recurrent checking is applicable to both PIC and SIC.

5.1 Initial and Recurrent Checking Requirement. RNP AR checking in a qualified FSTD, Global 6000, Global 5000 GVFD, Global 5500, or Global 6500 aircraft must include: a) Two RNP AR approaches flown as PF.

b) One RNP AR approach flown to an RNP published missed approach.

c) One RNP AR approach flown to a landing.

d) One of the RNP AR approaches must have RF legs.

5.2 Instrument Competency/Proficiency Check Requirements Under §§ 135.293, 135.297, or PIC Proficiency Check Under Part 61, § 61.58. For PICs qualified and authorized for RNP AR approaches, at least one RNP AR approach with RF legs must be demonstrated during a § 135.293(b) Competency Check, § 135.297 Instrument Proficiency Check, or during a PIC Proficiency Check under § 61.58. Additionally, the PM during the check must be RNP AR current and qualified in accordance with this appendix.

6. PILOT CURRENCY To maintain currency in RNP AR operations, a PIC must have accomplished at least one RNP AR approach to either a missed approach or landing within the preceding 6 months.

Additionally, the PM (SIC) used in meeting this currency requirement must be RNP AR-current and qualified as described in this appendix.

Page 76 of 89 The RNP AR approach must have been accomplished in either an appropriately qualified FSTD, a Global 6000, Global 5000 GVFD, Global 5500, or Global 6500 aircraft.

Any checking under parts 61 or 135 that requires a demonstration of RNP AR approach competency that was accomplished within the preceding 6 months satisfies this currency requirement.

If RNP AR approach currency is lost, currency may be reestablished by completing the RNP AR recurrent training and checking elements defined in this appendix.

7. OPERATIONAL SUITABILITY RNP AR capability, as well as the associated AFM change, was found to be operationally suitable.

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APPENDIX 10. GVFD SOFTWARE UPGRADE VERSION 4.5.8 (VERSION 4.5) TO 5.1.3 (VERSION 5.0) 1. BACKGROUND In 2012, Bombardier introduced the Rockwell Collins Fusion-based GVFD avionics suite into the BD-700-1A10 “Global Express” and BD-700-1A11 “Global 5000” aircraft.

BD-700-1A10 aircraft with GVFD is marketed as a ‘’Global 6000’’ while a BD-700-1A11 aircraft with GVFD is marketed as a “Global 5000 GVFD.” GVFD software Version 5.1.3 (marketed as Version 5.0) is the second major software upgrade to the GVFD avionics suite, which incorporates new functions and upgrades to the following systems: electronic displays, navigation and communications, and the FMS.

A small number of Global 6000 and Global 5000 GVFD aircraft may have Version 4.5.9 versus Version 4.5.8 software (both marketed as Version 4.5). The FSB only evaluated the GVFD Version 4.5.8 to Version 5.1.3 software upgrade.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT The GVFD Version 5.1.3 software upgrade on Global 6000 and Global 5000 GVFD airplanes has been found to be functionally equivalent. If Version 5.1.3 software training and checking requirements are accomplished in one aircraft, Version 5.1.3 software training and checking does not need to be repeated in the other. It is expected that, at some time in the future, all GVFD aircraft will be updated to software version 5.1.3 (or a later version), at which point this differences training will have been integrated into the full initial course and integrated into the differences courses to transition from Global aircraft equipped with Honeywell avionics to aircraft equipped with Rockwell Collins avionics, making this differences course redundant.

4. PILOT TRAINING 4.1 Prerequisites. Pilots upgrading to the GVFD software 4.5.8 (4.5) must have previously been trained and found qualified on the GVFD software Version 4.3.1 (Version 3).

Pilots transitioning to Version 5.1.3 software should complete Level B differences training. The differences training should include the following elements: 4.1.1 Electronic Displays: a) Altimeter setting memory.

b) New CAS Caution/Advisory messages.

c) Graphical weather annunciation.

d) SVS changes: Page 78 of 89 • Halos.

• Centerline extensions.

• MISCOMPARE.

4.1.2 Navigation and Communication: a) Define Name Field for high frequency (HF), very high frequency (VHF), navigation, and automatic direction finder (ADF) radios.

b) TAWS: • Peaks reductions.

• Display changes.

c) VSD proportional runway length.

d) Surface management system: • Operation.

• Takeoff alerts (including “Not a Runway,” “Short Runway,” and “RUNWAY MISCOMPARE”).

• Landing alerts (including “Not a Runway” and “Short Runway”).

• Warnings, annunciations, and alerts.

• CAS messages.

• AFMSs and limitations.

4.1.3 FMS Upgrades: a) Predictive step climbs and descents.

b) FMS speed target/manual speed target limitations and use.

c) Optimum takeoff decision speed (V )/takeoff rotation speed (V ) calculations.

1 R d) Out/6 overspeed function: • FMS calculations.

• Manual AFMS calculations.

• AEO/OEI procedures and pitch reductions.

e) Balanced field length function for out/0 configuration: • FMS calculations.

• Manual AFMS calculations.

• AFMSs and limitations (including FANS, CPDLC, holding, LPV approach, and temperature compensation).

f) AFMSs and limitations (including FANS, CPDLC, holding, LPV approach, and temperature compensation.

g) Nav to Nav transfer updates.

h) New PFD/MFD/FMS/HUD annunciations.

4.1.4 FCOM, QRH, and AFMS and limitation changes.

5. PILOT CHECKING Pilots transitioning to Version 5.1.3 software should complete Level B differences checking.

Page 79 of 89 6. PILOT CURRENCY There are no currency requirements for the GVFD Version 4.5.8 to Version 5.1.3 software differences. In the event that flightcrews will be required to operate a mixed fleet of GVFD aircraft with Version 4.5.8 and Version 5.1.3 software, currency should be maintained through self-review of the differences.

7. OPERATIONAL SUITABILITY The GVFD Version 4.5.8 to Version 5.1.3 software upgrade, as well as the associated AFM change, was found to be operationally suitable.

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APPENDIX 11. GLOBAL 5000 GVFD, GLOBAL 6000, GLOBAL 5500, AND GLOBAL 6500 STEEP APPROACH OPERATIONS 1. BACKGROUND A FSB was convened on June 20, 2013, to evaluate operational suitability and to determine training, checking, and currency requirements for conducting steep approaches in the Global 5000 GVFD aircraft. FSB member training and flying took place at the Bombardier Aerospace facility in Wichita, KS. Certification flight testing had been completed prior to the FSB.

Steep approaches in the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 are defined as those glidepaths greater than 4.5° and less than or equal to 5.5°. The Global 5000 GVFD, Global 6000, Global 5500, and Global 6500, as currently configured, is capable of flying steep approaches without modifications to the airframe or changes to the avionics system or FMS. The EGPWS database is able to recognize those airports that support steep approach operations and automatically apply an additional 500 feet per minute (FPM) descent rate to the “SINK RATE” alert and 200 FPM to the “PULL-UP” warning alert.

Steep approaches must be flown with the spoilers - FULL.

Steep approaches were conducted during day conditions using 5.5° approach angles.

Two-engine and single-engine steep approaches were flown, terminating either with a landing or execution of a missed approach or balked landing procedure. Although steep approaches in the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 must be conducted with both engines operative, the FSB evaluated piloting skills required to perform a single-engine extraction inside the FAF.

2. OPERATIONAL SUITABILITY ASSESSMENT The FSB has determined that, when coupled to the A/P and AT, the conduct of steep approaches require no higher piloting skill level than that of normal (3°) approaches.

Although the sight picture at flare is definitely steeper, a pilot is able to easily adapt to the slight increase in flare rate, or slight increase in flare altitude, as the aircraft is placed in the proper landing attitude. The use of the HUD in executing steep approaches is mandatory.

Use of the A/P and AT from the FAF to the minimum use height of 250 ft above touchdown is mandatory during steep approaches in the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500. Therefore, competence in conducting steep approaches can be achieved through ground and flight training.

3. PREREQUISITES FOR STEEP APPROACH TRAINING Prior to receiving steep approach training in the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 or unless steep approach training is integrated within the initial or recurrent Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 training and the steep approach training is conducted immediately preceding the competency/proficiency check, the pilot must have been previously qualified in the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 aircraft.

Page 81 of 89 4. STEEP APPROACH TRAINING REQUIREMENTS 4.1 Ground Training. Ground training must consist of training in the following areas and is appropriate to any flightcrew member position: 4.1.1 AFMS review to include limitations, procedures, Weight and Balance (W&B), performance, approach and landing configuration, landing flare, stall warning, and EGPWS Mode 1 operations.

4.1.2 Stages of the steep approach to include stabilized approach concept (early configuration, including proper airspeed, flap settings, speedbrakes, and landing gear), glideslope capture, flare attitude, and appropriate change in pitch rate.

4.1.3 Comparison of the steep approach sight picture to that of 3° (normal) approach.

4.1.4 Pilot techniques to include early configuration, avoidance of abrupt control inputs, and ground rush illusions.

4.1.5 Identification of airports with steep approaches to include the differences between landing distance data for London City Airport and other airports with steep approaches.

4.2 Flight Training. Flight training is required for the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 steep approaches assuming the ground training described above has been completed.

NOTE 1: If steep approach training is desired, it is possible to program the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 FMS to fly a steep approach to any runway in the navigation database for which visual approach is available. Unless the airport has a designated steep approach in the FMS database, EGPWS alerts (“SINK RATE,” PULL-UP) will be heard in the final phase of the approach and landing (below approximately 400 ft AGL). Steep approach flight training conducted in this manner should only be conducted in VMC. Before each approach, the flight instructor should brief the pilot on the EGPWS alerts that will be activated during the final phase of the approach and landing. The flight instructor should emphasize that, for the purpose of flight training only, the pilot should not react to these alerts.

NOTE 2: Some airports with steep approaches require previous steep approach experience prior to conducting a steep approach at that airport. Practicing approaches at 5.5 degrees may be accomplished by the method described in NOTE 1.

5. STEEP APPROACH CHECKING REQUIREMENTS There is no requirement for knowledge checking or flight proficiency testing for the Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 steep approach qualification. Proof of completion of Global 5000 GVFD, Global 6000, Global 5500, and Global 6500 steep approach training is sufficient for showing qualification.

Page 82 of 89 6. STEEP APPROACH CURRENCY REQUIREMENTS If within the past 6 months a pilot has not conducted at least one steep approach, then a review of all the listed items for ground training above must be completed and properly documented prior to conducting steep approach operations.

7. STEEP APPROACH RECURRENT REQUIREMENTS As a minimum, regardless of the number of steep approaches completed, a review of all ground training items must be accomplished annually and documented in a manner acceptable to the Administrator.

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APPENDIX 12. GLOBAL 5000 GVFD/GLOBAL 6000 TO GLOBAL 5500/GLOBAL 6500 DIFFERENCES TRAINING 1. BACKGROUND In November 2019, a FSB convened in Montreal, Canada to determine the operational suitability and evaluate training, checking, and currency requirements for the Global 5500 and 6500 aircraft.

The FSB evaluated the handling qualities using a T2 process between the base and variant aircraft by both analysis and an evaluation flight.

A T3 test was used to evaluate ground ILT in the Global 6500 FFS and aircraft. The FSB used the Global 6000 (C-GDRU) for the T2 evaluation and the Global 6500 (C-GDRX) aircraft for the T2/T3 evaluation.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT • Global 5000 GVFD.

• Global 5500.

• Global 6000.

• Global 6500.

4. PILOT TRAINING Training Differences Level: D.

4.1 Experience/Prerequisite. Flightcrew members must have previously been trained and found qualified in the Global 5000 GVFD or Global 6000.

4.2 Special Emphasis Areas. Special emphasis ground training is required for: • CAFM/Computerized In-Flight Performance (CIFP) ILT.

• Operation on Contaminated Runways: Contaminated runway distances have been estimated assuming that the runway is completely contaminated.

• Spoiler extension in expanded region and MMO envelop to 0.90 Mach.

Page 84 of 89 4.3 Ground Training. The Global 5000 GVFD/Global 6000 to Global 5500/Global 6500 differences ground training program should include the following elements: 4.3.1 Airframe and Avionics Upgrades: • General differences.

• Flaps and aileron modifications.

• Pneumatic bleed source modifications.

• New and modified CAS messages.

• New, modified, and removed limitations.

• AFMSs.

• New/modified non-normal procedures.

• Powerplant differences and improvements.

• Airframe and Avionics improvements and benefits.

• Engine design.

• Bleed air: handling bleed valves.

• Bleed air: anti-ice.

• Bleed air: cooling and sealing.

• TCCV.

• Rotor bow.

• Engine-driven pump offload.

• Starter cranking limits (ground and air).

• In-flight engine start messages.

• Engine relight envelopes.

• Engine failure procedures.

• Engine operating limitations.

• Performance updates.

• Expanded MMO region.

• Spoiler extension in expanded MMO region.

• MMO spoiler envelope.

• FMS fuel calculations.

• Expanded M 0.90 airspeed indications.

• Normal procedures.

• Non-normal procedures.

• Limitations.

4.3.2 QRH Differences and Improvements: • Global 6500 QRH format.

• Performance data examples.

• QRH layout.

• Brake energy tables.

• Takeoff performance.

• Takeoff performance corrections.

• Obstacle climb gradient and level off.

Page 85 of 89 • Geometric to pressure height.

• OEI net takeoff climb gradient.

• OEI net takeoff wind correction.

• Thrust setting – MCT.

4.3.3 Performance: • AFM and CFM.

• CIPF.

• Definition changes.

• Engine thrust settings.

• Runway surface conditions.

4.3.4 AFM (CAFM): • Calculators.

• Takeoff performance.

• Thrust settings.

• Approach and landing performance.

• Other performance modules.

• CAFM/QRH comparison.

4.3.5 CIFP: • Performance module.

• Altitude capability.

• Climb performance.

• Cruise performance.

• Descent performance.

• Driftdown performance.

4.4 Flight Training. System Integration Training: 4.4.1 MMO Spoiler Extended Envelope Training: • Logic demonstration.

• Overspeed demonstration.

• Manual flight demonstration.

• MMO envelope.

• Use of spoilers.

5. PILOT CHECKING Checking Differences Level: C.

Page 86 of 89 6. PILOT CURRENCY Not applicable.

7. OPERATIONAL SUITABILITY The FSB determined the Global 5000 GVFD/Global 6000 to Global 5500/Global 6500 differences training and the Global 5500/Global 6500 aircraft to be operationally suitable.

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APPENDIX 13. TECHNICAL INSERT 1 – COLLINS SOFTWARE VERSION 5.5 to VERSION 5.8 UPGRADE 1. BACKGROUND In January 2023, a FSB convened in Montreal, Canada to determine the operational suitability and evaluate training, checking, and currency requirements for the Global 5000 GVFD, Global 5500, Global 6000 and 6500 aircraft.

A T3 test was used to evaluate ground TCBI in the Global 6500 FFS.

The Technical Insert 1; Collins Software Version 5.8 introduces a series of minor avionics changes on the AFCS, EFIS, EICAS, HUD, IFIS, IMA, OMS, Resource Management System (RMS), TCAS, Transponder, SVS and Weather Radar. Additional options that can be installed are ADS-B In, AMM and SVS Taxi, Predictive Windshear, SiriusXM Weather and Vertical Weather.

2. PILOT TYPE RATING Not applicable.

3. RELATED AIRCRAFT • Global 5000 GVFD.

• Global 5500.

• Global 6000.

• Global 6500.

4. PILOT RAINING Training Differences Level: B.

4.1 Experience/Prerequisite. Flightcrew members must have previously been trained and found qualified in the Global 5000 GVFD, Global 5500, Global 6000 or Global 6500.

4.2 Special Emphasis Areas. Not Applicable.

4.3 Ground Training. The Global 5000 GVFD/Global 5500/ Global 6000 and Global 6500 differences ground training program should include the following elements: 4.3.1 Avionics Upgrades and Limitations: • Collins Software Version 5.8 Update.

• ADS-B In (optional equipment).

• AMM (optional equipment).

• SVS Taxi (optional equipment).

• Predictive Windshear (optional equipment).

Page 88 of 89 • Sirius XM Weather (optional equipment).

• Vertical Weather (optional equipment).

4.4 Flight Training. Not Applicable.

5. PILOT CHECKING Checking Differences Level: B.

6. PILOT CURRENCY Not applicable. There are no currency requirements for the Collins Software Version 5.8 differences. In the event flightcrews will be required to operate a mixed fleet of software versions in the Global 5000 GVFD/Global 5500/Global 6000/Global 6500 aircraft, currency should be maintained through self-review of the differences.

7. OPERATIONAL SUITABILITY The FSB determined the Global 5000 GVFD/Global 5500/Global 6000/Global 6500 differences training to be operationally suitable.

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