CENTRAL JOINT AVIATION AUTHORITIES JOINT OPERATIONAL ... JOEB Report.pdf · CENTRAL JOINT AVIATION AUTHORITIES Joint Operati ... CENTRAL JOINT AVIATION AUTHORITIES JOINT OPERATIONAL

CENTRAL JOINT AVIATION AUTHORITIES Joint Operational Evaluation Gulfstream V

1

Initial Issue Dated 16 September 2004

CENTRAL JOINT AVIATION AUTHORITIES JOINT OPERATIONAL EVALUATION BOARD REPORT

GULFSTREAM

Gulfstream V


Joint Aviation Authority

2130 Hooffdorp The Netherlands

www.jaa.nl


2


Gulfstream has requested a JOEB ‘catch-up’ process for the evaluation of the Gulfstream V. Due to the various subjects, subgroups have been set up and are:

• MMEL Subgroup • FCL & OPS Subgroup • Cabin Crew Subgroup • HUD / EVS Subgroup

The report, which follows, covers the activities of the FCL & OPS and the Cabin Crew subgroups. Concerning the MMEL, no specific report will be written as the MMEL document is recommended and approved by the JAA.

- END -


3


Revision Record

Revision No. Section Page No. Date Initial Issue All sections All 16 September 2004


4


Contents Joint Operational Board - FCL & Ops Subgroup 5 Preamble 6 Acronyms 7 Executive Summary 8 Operational Evaluation Report – FCL & Ops Subgroup 1.0 Purpose and Applicability 9 2.0 Pilot “Type Rating” Requirements 10 3.0 “Master Common Requirements” (MCRs) 11 4.0 “Master Difference Requirements” (MDRs) 12 5.0 Acceptable “Operator Difference Requirements” tables 13 6.0 Specifications for Training 14

6.1 Initial Type Rating Course 14 6.1.1 Areas of Special Emphasis 14 6.1.2 Systems Integration 14 6.1.3 Flight Training 14

6.2 Line Flying Under Supervision – LIFUS 16 6.3 Differences Training 16 6.4 Recurrent Training 16

7.0 Specifications for Checking 17 7.1 Skill Test 17 7.2 Recurrent Check 17

7.2.1 Licence Proficiency Check 17 7.2.2 Operator Proficiency Check 17

7.3 Line Checks 17 8.0 Specifications for Currency / Recent Experience 18 9.0 Operational Recommendations 19 10.0 Cabin Crew Requirements 20 11.0 Head-Up Display - HUD 21 12.0 Enhanced Visual System – EVS 22 Appendices (available on request to the NAA): JAR OPS 1 Subpart K and L Compliance Appendix 1


5


JAA Operation Evaluation Board

FCL & OPS Subgroup

Terry Neale – Chairman (Training Inspector – UK Civil Aviation Authority)

Jamie Shawyer – Advisor (JAA Representative)

Evan Nielsen (CJAA – JOEB Co-ordinator)

Jean Baril (CJAA – JOEB Co-ordinator)

Report Prepared and Submitted By:

----------------------------------- ------------------------------------- Terry Neale – Chairman Jamie Shawyer – Advisor Dated: 16 September 2004 Dated: 16 September 2004


6


Preamble

An integrated team composed of JAA members has performed the Joint Operational Evaluation. As no JOEB report was previously available for the Gulfstream V, this JOEB report is a ‘catch-up’ process using the findings of existing evaluations taken from the FAA Flight Standards Board report on the Gulfstream V and sampling by the JOEB. A subsequent JOEB evaluation of the GV-SP variant was conducted in February 2003 and is referred to in a separate JOEB report. This report specifies the JAA type rating and identifies the initial training, familiarisation, checking, currency and minimum requirements for pilots converting to the Gulfstream V. The evaluation has been made in conjunction with the JAA Terms of Reference and in accordance with instructions from the JOEB handbook dated December 2002. Central JAA recommends the approval of the type rating courses provided by FlightSafety International and CAE Simuflite. Central JAA recommends the pilot type rating (single licence endorsement) be applied to the Gulfstream V. The Initial course fulfils the requirements of JAR-FCL-AMC 1.261(c) (2). The GV is equipped with four elliptical emergency exits, which are unique to Gulfstream. The JOEB recommends the NAAs to check compliance with ICAO 8335-AN/879 paragraph 5.4.16-18, paying attention to recommended evacuation technique and current passenger size especially when a life jacket is worn. Operators attention is drawn (especially for mixed fleet flying) to the need to ensure that any life rafts carried can be deployed through these exits.

------------------------------------- ------------------------------------- Fergus Woods Georges Rebender Licensing Divisions Director Operations Division Director


7


Acronyms AC Advisory Circular ACAS Airborne Collision Avoidance System AFM Airplane Flight Manual AFCS Automatic Flight Control System AP Autopilot AT Auto throttle DC Display Controller EDM Emergency Descent Manoeuvre EFIS Electronic Flight Instrument System EGPWS Enhanced Ground Proximity Warning System EICAS Engine Indicating and Crew Alerting System EVS Enhanced Vision System FAA Federal Aviation Administration FGS Flight Guidance System FMS Flight Management System FSB Flight Standardization Board FTD Flight Training Device HUD Head-up Display IRS Inertial Reference System JAA Joint Aviation Authority JOEB Joint Operational Evaluation Board MCDU Multi-Function Control Display Units NAA National Aviation Authority ND Navigation Display PFD Primary Flight Display RFMU Radio Frequency Management Unit TRTO Type Rating Training Organisation VNAV Vertical Navigation WOW Weight on Wheels


8


Executive Summary

The certification basis of the Gulfstream V was established using FAR 25 as approved under existing JAA rules. Aircraft serial number 542 and subsequent are certified under JAR 25 requirements and are fully JAR compliant with the appropriate aircraft service change incorporated (ASC99) The JAA conducted an operational evaluation process involving a review of Aircraft Flight Manual (AFM), MMEL, Training Course(s) and Aircraft Operating Manuals (AOM). Gulfstream proposed the Gulfstream V type rating licence endorsement “G- V”. JAR references, as JAR-OPS 1 (§ 1.940, 1.945, 1.950, 1.965, 1.970 and 1.980 including associated appendices, AMCs, IEMs and ACJs), JAR-FCL 1 (§1.215, 1.220, 1.225, 1.230 1.235, and 1.261 including associated appendices, AMCs and IEMs) requirements, have been considered. The evaluation of the Gulfstream V aircraft by the JAA was completed on June 14th, 2004. Aircraft systems were reviewed and Normal, Abnormal, and Emergency procedures evaluated for the Gulfstream V. An evaluation of the existing forward observer’s seat was evaluated by the JOEB members and was found to be operationally acceptable to the JOEB for conducting checks. It is recommended that the pilot type rating (single licence endorsement) be applied to the Gulfstream V. Landing and Circling Minima Category: The following straight in approach minima (based on maximum landing mass at 1.3 Vso) and circling minima for the Gulfstream V is a follows: Aircraft Landing Flap Category Gulfstream V 39 degrees C


9


Operational Evaluation Report / FCL & OPS Subgroup 1.0 Purpose and Applicability This report:

• Defines the type rating assigned to the Gulfstream V • Line Flying Under Supervision (LIFUS) • Recommends the Initial Training • Recommends Checking • Recommends Currency

The Gulfstream V is the only aircraft covered within this report although a separate JOEB evaluation for the variant Gulfstream V-SP has been conducted. The Gulfstream V includes a Honeywell SPZ8500 AFGS incorporating HUD and EVS.


10


2.0 Pilot “Type Rating” Requirements In reference to JAR FCL 1 Subpart F JAR-FCL 1.220 and to the JOEB Evaluation process, the type rating and, consequently, the licence endorsement “G- V” is assigned to the Gulfstream V. The JOEB did not conduct a comparison between the Gulfstream IV Series and the Gulfstream V for pilot type rating purposes; therefore, based on this report no credit may be given between the Gulfstream IV Series and the Gulfstream V for training, checking or currency.


11


3.0 “Master Common Requirements” (MCRs) Not applicable


12


4.0 “Master Difference Requirements” (MDRs) Not applicable


13


5.0 Acceptable “Operator Difference Requirements” tables Not applicable


14


6.0 Specifications for Training 6.1 Initial Type Rating Course The Initial courses provided by FlightSafety International and CAE Simuflite fulfil the requirements of JAR-FCL-AMC 1.261(c) (2). The JOEB has identified several aircraft systems and/or procedures that should receive special emphasis in a Gulfstream V Training Program: 6.1.1 Areas of Special Emphasis 1. EGPWS 2. Flight Management System (FMS) 3. Airborne Collision Avoidance System (ACAS) 4. Automatic Mode of Wing and Cowl Anti-ice Systems. 5. Head-Up Display System (HUD) 6. Enhanced Vision System (EVS) 6.1.2 Systems Integration Training: 1. Automated Flight Guidance System (AFGS) 2. Primary Flight Display mode annunciations 3. Flight Management System (FMS) 4. Display Controllers (DC) 5. Head-Up Display System (HUD) (optional) 6. Enhanced Vision System (EVS) (optional) 6.1.3 Flight Training (Full Flight Simulator - Level C or D and/or aircraft): 1. Dual hydraulic system malfunctions. 2. Aileron/elevator disconnect (jammed controls in each axis) 3. ILS approach on standby instruments 4. Primary Flight Display (PFD), Navigation Display (ND), EICAS reversionary modes. 5. Integrated use of EICAS messages, switch positions and synoptic pages to determine

aircraft system status. 6. Using autopilot for completion of the emergency descent manoeuvre. 7. Delayed engine response to full power applications at various altitudes (especially

high altitude stalls and touch and go landings and during simulated one-engine inoperative training/checking).

8. Head-Up Display System (HUD) (optional) 9. Enhanced Vision System (EVS) (optional) The JOEB found that early exposure to the AFGS and FMS is important, especially for pilots with no previous EFIS or FMS experience. Establishing early confidence in manually flying the aircraft, converting from manual to automatic (FMS controlled) flight mode and back is equally important due to heavy reliance on the (FGS). In the event of a flight path deviation due to input error or system malfunction, the flight crew must be able to comfortably transition from automatic to manual mode and back in an orderly fashion. The JOEB found only one Special Flight Characteristic; the engine “spool-up” time is longer than most transport category jet aircraft. It can range from 8 seconds at sea level to 30 seconds at 51,000 ft. to move from idle thrust to maximum continuous thrust. At low altitude e.g. circling, the spool-up time will be considerably longer than 8 seconds if Flaps are < 22°. Training should emphasise these points.


15


The JOEB strongly recommends that a thorough pre-flight briefing, highlighting engine spool-up times, is accomplished prior to conducting training or checking in the following areas: stalls, touch-and-go landings, simulated one-engine inoperative manoeuvres and reduced flap approach and landing.


16


6.2 Line Flying Under Supervision - LIFUS There are a variety of reasons why the JOEB specifies ‘Line Flying under Supervision’. One or more of the reasons described below may apply: • Introduction of a new aircraft type • Introduction of new systems e.g. HUD and EVS • Introduction of new operations e.g. oceanic operations • Experience for a particular crew position e.g. PIC & SIC • Post qualification skill refinement e.g. refining ways of operating efficiency, flexibility

and/or convenience • Special characteristics e.g. high altitude airport operations, air traffic control

procedures and non standard airfield operations Operators should consider previous experience and the type of operation when determining line flying under supervision requirements. The JOEB recommends a minimum of 10 sectors plus a final line check (PF and PNF). 6.3 Differences Training Course Not applicable 6.4 Recurrent Training The recurrent training program must comply with JAR-OPS 1.965


17


7.0 Specifications for Checking 7.1 Skill Test Licence Skill Tests must be conducted in compliance with JAR-FCL 1.240 Appendix 2 7.2 Recurrent Checks Proficiency Checks must be conducted in compliance with JAR-FCL 1.245 and JAR-OPS 1.965 7.2.1 Licence Proficiency Check Proficiency checks must be conducted in accordance with JAR-FCL 1.245 ‘Type and class ratings – Validity, revalidation and renewal’ and JAR-OPS 1.965 ‘Recurrent training and checking’. 7.2.2 Operator Proficiency Check JAR-OPS 1.945 Conversion training and checking (a)(2) “An operator shall ensure that: A flight crew member completes an operator’s approved conversion course before commencing unsupervised line flying (i) when changing to an aeroplane for which a new type or class rating is required, or (ii) When changing operator;” 7.3 Line Checks Operators should consider previous experience and the type of operation when determining line flying under supervision requirements. The JOEB recommends that a minimum of 10 sectors plus a final line check (PF and PNF).


18


8.0 Specifications for Currency / Recent Experience Compliance with JAR-OPS 1.970 ‘Recent experience’ or JAR-FCL 1.026 ‘Recent experience for pilots not operating in accordance with JAR-OPS 1’ as appropriate is required for recent experience.


19


9.0 Operational Recommendations The JOEB found that with LNAV selected as the primary navigation source DME is not displayed (except when HSI mode is selected on the RFMU located on the centre pedestal). Therefore, the JOEB strongly recommends operators to install an EFIS type standby instrument, on the forward instrument panel, that incorporates a DME display. The Gulfstream V is capable of ultra long-range flights and the JOEB draws operators’ attention to the possible need for in-flight crew rest facilities. There are no memory items within the AFM for the Gulfstream aircraft. The JOEB expects pilots to be able to respond to such events as a hot start, engine failure on takeoff, engine fire, thrust reverser unlocked, emergency descent and left engine failure with a right hydraulic system failure with initial actions without immediate reference to the checklist.


20


10.0 Cabin Crew Requirements There is no requirement for cabin crew to be carried. The JOEB recommends that if any are carried they are fully training in accordance with JAR OPS 1 Subpart O.


21


11.0 Head-Up Display – HUD The Head-up Display System installed on the Gulfstream V has been evaluated by the JOEB and was found to be acceptable. (See separate report)


22


12.0 Enhanced Vision System – EVS The Enhanced Vision System installed on the Gulfstream V has been evaluated by the JOEB and was found to be acceptable. (See separate report)

Documents

CENTRAL JOINT AVIATION AUTHORITIES JOINT OPERATIONAL ... JOEB Report.pdf · CENTRAL JOINT AVIATION AUTHORITIES Joint Operati ... CENTRAL JOINT AVIATION AUTHORITIES JOINT OPERATIONAL