operational suitability data (osd) flight crew osd fc... · ccd ... crew resource management dcp...

Gulfstream Document Reference # EASA-OSD-FC-G280-GAC-001, Basic Issue

Operational Suitability Data (OSD)

Flight Crew

Gulfstream / GALP G280

19 October 2014

Operational Suitability Data – Flight Crew G280

OSD FC G280 – Original of 30

Gulfstream / GALP G280

Operational Suitability Data (OSD) – Flight Crew

This OSD document is provided on behalf of Gulfstream Aerospace.

It is made available to users in accordance with paragraph 21.A.62 of Part-21.

Users should verify the currency of this document.

Revision Record

Rev. No. Content Date

OEB Report

Original & Corr. 1

G280 Initial Evaluation and editorial correction in para. 3.1.4.2

13 Feb 2013

OSD FC

Original

Replaces and incorporates the OEB report for the G280 (dated 13 Feb 2013)

Replaces and incorporates the HUD/EVS OSD FC document (dated 14 Apr 2014)

Addition of OSD for PlaneView280 V3.6, SVS, and CPDLC

19 Oct 2014



Contents

Revision Record ........................................................................................................................ 2

Contents ................................................................................................................................... 3

Acronyms .................................................................................................................................. 5

Preamble .................................................................................................................................. 7

1. Introduction ................................................................................................................ 7

2. Initial Operational Evaluation G280 ............................................................................ 7

3. G280 operation with the Rockwell Collins HGS-6250 Head-up Guidance System

(HGS) and Enhanced Vision System (EVS) .............................................................. 8

4. G280 modifications: Update Avionics System to PlaneView280 Block 3.6 (also

referred to as V3.6), installation of Synthetic Vision System (SVS), and activation

of Link 2000+ / Controller-Pilot Data Link Communications (CPDLC) ........................ 8

Operational Suitability Data (OSD) – Flight Crew .................................................................... 9

1. Aircraft Type Designation and Pilot License Endorsement .................................... 9

2. Aircraft Specifics ..................................................................................................... 9

2.1 G280 HUD / EVS installation ........................................................................... 9

2.2 G280 modifications: Update Avionics System to PlaneView280 Block 3.6

(also referred to as V3.6), installation of Synthetic Vision System (SVS),

and activation of Link 2000+ / Controller-Pilot Data Link Communications

(CPDLC) .......................................................................................................... 9

2.3 Customization of Procedures and Checklist ................................................ 10

2.4 Aircraft Approach Category ......................................................................... 10

2.5 Forward Observer Seat ............................................................................... 10

2.6 Standby Multifunction Controller (SMC) ...................................................... 10

2.7 Part-CAT, Subpart D – Instruments, Data, Equipment ............................... 11

3. Operator Differences Requirements (ODR) .......................................................... 11

4. Master Differences Requirements (MDR) ............................................................. 11

5. Specifications for Pilot Training ............................................................................ 12

5.1 G280 Initial Type Rating Training ................................................................ 12

5.2 Seat-dependent tasks training ..................................................................... 14

5.3 Training Areas of Special Emphasis (TASE) ............................................... 14



5.4 G280 HUD Training ..................................................................................... 16

5.5 G280 EVS Training ...................................................................................... 20

5.6 G280 modifications: Update Avionics System to PlaneView280 Block

3.6 (also referred to as V3.6), installation of Synthetic Vision System

(SVS), and activation of Link 2000+ / Controller-Pilot Data Link

Communications (CPDLC) .......................................................................... 24

5.7 Special Events Training ............................................................................... 28

6. Recurrent Training ................................................................................................ 29

7. Specifications for Checking – LPC/OPC ............................................................... 29

8. Specifications for Recent Experience and Currency ............................................. 29

9. Line Flying Under Supervision (LIFUS) / Supervised Operating Experience

(SOE) .................................................................................................................... 29



Acronyms

AC ............................ Advisory Circular

AFM .......................... Airplane Flight Manual

CBT ........................... Computer Based Training

CCD .......................... Cursor Control Device

CPD .......................... Common Procedures Document for conducting Operational Evaluation

Boards, dated 10 June 2004

CRM .......................... Crew Resource Management

DCP .......................... Display Control Panel

CS-FCD ................... Certification Specifications for Operational Suitability Data (OSD) Flight Crew

Data CS-FCD, Initial issue, 31 January 2014

CS-FSTD(A) ............. Certification Specifications for Aeroplane Flight Simulation Training Devices

of 4 July 2012

Difference Level ....... a designated level of difference as defined in CS-FCD

DSP ........................... Display Select Panel

DU ............................ Display Unit

EASA ........................ European Aviation Safety Agency

EFB ........................... Electronic Flight Bag

EFIS .......................... Electronic Flight Instrument System

EGPWS ..................... Enhanced Ground Proximity Warning System

EU-OPS .................... Commission Regulation (EC) No 859/2008 of 20 August 2008 amending

Council Regulation (EEC) No 3922/91 as regards common technical

requirements and administrative procedures applicable to commercial

transportation by aeroplane.

FAA ........................... Federal Aviation Administration

FANS 1/A ................. Future Air Navigation System 1/A

FCL ........................... Flight Crew Licensing

FFS .......................... Full Flight Simulator (Level C or D)

FMS .......................... Flight Management System

FSB ........................... Flight Standardization Board

FTD ........................... Flight Training Device

GM ........................... Guidance Material

GALP ........................ Gulfstream Aerospace Limited Partnership

GPWS ....................... Ground Proximity Warning System

HUD .......................... Head Up Guidance Display

ISI ............................. Integrated Standby Instrument

JAA ........................... Joint Aviation Authorities

JAR ........................... Joint Aviation Requirements

LIFUS ........................ Line Flying Under Supervision

LNAV ........................ Lateral Navigation

LPC ........................... Licence Proficiency check



LST .......................... License Skill Test

MCDU ....................... Multifunction Control Display Unit

MFD ......................... Multi-Function Display

MMEL ........................ Master Minimum Equipment List

NAA ........................... National Aviation Authority

ND ............................. Navigation Display

OEB .......................... Operational Evaluation Board

OPC ......................... Operator Proficiency Check

OSD ......................... Operational Suitability Data

Part-FCL ................... Annex I to Commission Regulation (EU) No 1178/2011 of 3 November 2011

laying down technical requirements and administrative procedures related to

civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the

European Parliament and of the Council (as amended)

Part-ORO .................. Annex III to Commission Regulation (EU) No 965/2012 of 05 Oct 2012 laying

down technical requirements and administrative procedures related to air

operations pursuant to Regulation (EC) No 216/2008 of the European

Parliament and of the Council (as amended)

Part-SPA ................... Annex V to Commission Regulation (EU) No 965/2012 of 05 Oct 2012 laying

down technical requirements and administrative procedures related to air

operations pursuant to Regulation (EC) No 216/2008 of the European

Parliament and of the Council (as amended)

PF ............................ Pilot Flying

PFD ........................... Primary Flight Display

PIC ............................ Pilot In Command

PM ............................ Pilot Monitoring

PTH ........................... Pilot Training Handbook

QRH .......................... Quick Reference Handbook

RNAV ....................... Area Navigation

RNP ......................... Required Navigation Performance

Route Sector ............ as defined in Part-FCL [“Route sector" means a flight comprising take-off,

departure, cruise of not less than 15 minutes, arrival, approach and landing

phases]

SIC ........................... Second In Command

SMC .......................... Standby Multifunction Controller

SOP .......................... Standard Operating Procedure

SVS ........................... Synthetic Vision System

TASE ........................ Training Areas of Special Emphasis

TAWS ........................ Terrain Awareness and Warning System

TCAS ........................ Traffic Alert and Collision Avoidance System

TCM .......................... Thrust Compensation Module

VNAV ........................ Vertical Navigation

WAI ........................... Wing Anti Ice



Preamble 1. Introduction

Where references are made to requirements and where extracts of reference texts are provided,

these are at the amendment state at the date of evaluation or publication of this document. Users

should take account of subsequent amendments to any references, in particular concerning

requirement for civil aviation aircrew and air operations.

Determinations made in this document are based on the evaluations of specific configurations of

aircraft models, equipped in a given configuration and in accordance with current regulations and

guidance.

Modifications and upgrades to the aircraft evaluated require additional OSD assessment for type

designation, training / checking / currency, operational credits, and other elements within the scope

of the OSD evaluations.

In accordance with Commission Regulation (EU) No 69/2014 of 27 Jan 2014, the Operational

Suitability Data contained in this document are identified as follows:

[M] ............... mandatory Operational Suitability Data, bearing the status of rule (see GM No 3 to

21A.15(d))

[AMC] ......... non-mandatory Operational Suitability Data, bearing the status of Acceptable Means

of Compliance (see GM No 3 to 21A.15(d))

2. Initial Operational Evaluation G280

An operational evaluation for the Gulfstream G280 aircraft was conducted by a partially joint EASA

OEB and FAA FSB team in Savannah, GA and Dallas, TX between March and December 2012.

Each Authority uses the results of the evaluation process to produce a report specific to its

particular requirements that, while similar in intent, may differ somewhat in detail. This OEB report

is applicable to operations under the framework of EASA.

The EASA Operational Evaluation was conducted in accordance with the EASA OEB Handbook,

the CPD, and applicable Part-FCL and EU-OPS requirements.

Determinations made in this report are based on the evaluations of a G280 production equivalent

aircraft equipped in a given configuration and in accordance with current regulations and guidance.

Modifications and differences made to the model described herein, or introduction of other variants

may require amendment of the contents of this report.

This report does not address special operations or the use of special equipment or functions such

as Electronic Flight Bag (EFB), Synthetic Vision Systems (SVS), RNP (AR) operations, Steep

Approaches, ETOPS, wake vortex categorization, etc.



3. G280 operation with the Rockwell Collins HGS-6250 Head-up Guidance System

(HGS) and Enhanced Vision System (EVS)

In December 2013 and January 2014 an OSD evaluation of the Rockwell Collins HGS-6250 Head-

up Guidance System (HGS) and Enhanced Vision System (EVS) installed in the Gulfstream G280

was conducted. The initial stage of the evaluation was performed at the Flight Safety International

(FSI) facility at Dallas, Fort Worth undertaking the prerequisite theoretical and synthetic flight

training for Head-up Display (HUD) and EVS operations. Subsequently, flight manoeuvres were

evaluated on a HUD/EVS equipped G280 aircraft at the Gulfstream Flight Test Facility in

Savannah, USA. These manoeuvres included departures, general handling, stall recognition and

recovery, unusual attitude recovery, engine failure and one engine inoperative procedures and

visual and instrument approaches and landings including instrument approaches to less than

standard (LTS) Category 1 minima. Approach procedures were flown at a number of different

airports in the USA and in varying weather conditions during day and night.

4. G280 modifications: Update Avionics System to PlaneView280 Block 3.6 (also

referred to as V3.6), installation of Synthetic Vision System (SVS), and activation of Link

2000+ / Controller-Pilot Data Link Communications (CPDLC) / FANS 1/A.

In August 2014 a Rockwell Collins PlaneView280 avionics update to software version 3.6 and

corresponding modification were evaluated, as well as the installation of an optional synthetic

vision system (SVS) and the activation of Link 2000+ controller to pilot data link communication

(CPDLC). The evaluation was conducted at the Gulfstream Flight Test Facility in Savannah, USA

and comprised a series of briefings and discussions with Gulfstream subject matter experts, two

flights (5 hours and 4 sectors) in development aircraft SN2003, N280GT plus a session in the

G280 Integration Test Facility (ITF).



Operational Suitability Data (OSD) – Flight Crew

1. Aircraft Type Designation and Pilot License Endorsement [M]

With reference to Part-FCL, FCL.010 (‘type of aircraft’) and GM1 FCL.700, the Gulfstream G280

series aircraft have been evaluated for aircraft categorisation and license endorsement.

The license endorsement is established as “G280”.

Manufacturer Aircraft

Model / Name

License Endorsement

Variants Complex

SP /

SP HPA /

MP

OEB FC REPORT /

OSD FC available

Remarks

Gulfstream Aerospace LP (GALP)

Gulfstream G280 (G280) G280 ― X MP X OEB FC G280, dated 19 Oct 2014

2. Aircraft Specifics

2.1 G280 HUD / EVS installation

The G280 may be equipped with an optional Head-Up Guidance System, which is an electronic

and optical Head-up Display System installed on the pilot side only that generates and displays

information in the pilot forward field of view. The displayed information is derived from the aircraft

instruments sensory data. The HUD is intended for use in all phases of flight with primary

emphasis as an aid for enhanced safety during take-off, approach and landing. The HUD provides

CAT II ILS Excessive Deviation annunciations corresponding to the head down display indications.

The Enhanced Vision System (EVS) comprises a Kollsman Forward Looking Infrared (FLIR)

camera, processor assembly and EVS window. The camera and window are installed on top of the

nose of the G280. The EVS video signal output can be displayed on the HUD and head down on

any of the adaptive display units. With the FLIR camera image displayed on the HUD, the installed

system comprises the features and characteristics of an Enhanced Flight Vision system (EFVS).

[AMC] Dependent upon environmental conditions, the HUD / EVS system was found operationally

suitable for providing situational awareness during ground and flight operations and for conducting

Lower Than Standard (LTS) CAT I operations.

2.2 G280 modifications: Update Avionics System to PlaneView280 Block 3.6 (also



Initially there will be a mix of G280 aircraft as only the newly delivered aircraft will be equipped with

the updated package, while the G280 already in service will be retrofitted in due time. Some

operators will operate a mixed fleet. This will be a temporary situation, as, ultimately, all G280

aircraft will be upgraded to the new software version.

Transitional arrangements for flight crew qualifications are included in this document.



2.3 Customization of Procedures and Checklists

[AMC] 2.3.1 EASA evaluated standard Gulfstream procedures and checklists. Any customization

should be evaluated by the Competent Authority.

[M] 2.3.2 The manufacturer has developed procedures to be followed in case of abnormal and

emergency situations. It is the manufacturer’s philosophy to not identify any steps in these

procedures as so-called “Memory Items”. Yet pilots are expected to perform some of those initial

and critical steps without reference to any documentation. Emergency procedures are an essential

part of the training curriculum and pilots should be provided adequate guidance at the earliest

possible time during their training.

Operators must establish which steps of these procedures should be initially performed

immediately and without reference to a checklist.

Operators and training providers must ensure that pilots are trained in accordance with this or

other acceptable defined procedures which satisfies these provisions for time-critical emergencies.

[AMC] 2.3.3 Standard Noise Abatement procedures should be included in SOPs, as these are

common at many European airports.

Note: Standard Noise Abatement procedures are published as a standalone supplement G280-

OMS-02 Rev 0 Noise Abatement Departure Procedures available on MyGulfstream.com.

2.4 Aircraft Approach Category [M]

With reference to Part-CAT, CAT.OP.MPA.320(b) the minimum straight-in approach category for

the G280 is as follows:

Aircraft Category

G280 C

2.5 Forward Observer Seat

The G280 forward observer seat is option to the type certificated design available during the

completion phase of the aeroplane. It was evaluated and found operationally suitable.

2.6 Standby Multifunction Controller (SMC)

The Standby Multifunction Controller (SMC) comprises a Display Select Panel (DSP) and Display

Control Panel (DCP). When not being used for flight or system management purposes, the DCP

displays the Integrated Standby Instrument (ISI). The ISI provides flight and navigation information

to the pilot.



Two SMCs are located on the glare shield, one in front of each pilot. The SMC combines the ISI

and a menu control system for other system displays and selections. The crew may manually

select the ISI for display on either SMC.

In addition, the following conditions will result in the automatic display of the ISI, without additional

crew action:

Loss or Reversion of a PFD

Electrical Break Power Transfer (in-flight only)

PFD to MFD conversion after loss of one or two DU's

Cross-side SMC failure

Attitude Miscompare (PFD-to-PFD or PFD-to-ISI or ISI-to-ISI)

Altitude Miscompare (PFD-to-PFD or PFD-to-ISI or ISI- to-ISI)

Heading Miscompare (PFD-to-PFD or PFD-to-ISI)

Airspeed Miscompare (PFD-to-PFD or PFD-to-ISI)

Unusual Pitch Attitudes and Bank Angles

[AMC] The EASA AFM does not address manual selection of the ISI during any phases of flight.

However, operators should consider any conditions or operational procedures for the flight crew to

have one ISI displayed during the takeoff and approach/landing phases of flight when determining

their own operational procedures.

2.7 Part-CAT, Subpart D – Instruments, Data, Equipment [AMC]

EU operators must show compliance with applicable elements of Annex IV to EU Regulation

956/2012 (Part-CAT, Subpart D), prior to beginning commercial transport operations.

A compliance evaluation Part-CAT, Subpart D was performed on a production aircraft at the

Gulfstream Completion Center at Dallas-Love Field. This particular airplane was found to be

compliant with the applicable requirements. Production aircraft are often outfitted by specialist

companies and Competent Authorities should ensure that individual aircraft are compliant with

requirements.

3. Operator Differences Requirements (ODR)

- reserved -

4. Master Differences Requirements (MDR)

- reserved -



5. Specifications for Pilot Training

5.1 G280 Initial Type Rating Training

5.1.1 Prerequisites

These provisions apply for pilots who meet the minimum prerequisites in accordance with Part-FCL

FCL.720.A.

[AMC] Prior experience in multi-engine transport turbojet aircraft and prior knowledge on EFIS,

FMS operation, TCAS, TAWS and integrated avionics is recommended for initial training on the

G280.

[AMC] 5.1.2 Theoretical Knowledge

The theoretical knowledge curriculum should be the same for pilot-in-command or co-pilot training,

and regardless of whether the practical training is performed in an FFS or the aircraft.

Theoretical knowledge training and checking must provide for adequate knowledge and

understanding of the aircraft systems and, in addition, should ensure satisfactory knowledge and

understanding of outfitted systems common to other aircraft of equivalent complexity and

performance. It must not be assumed that pilots undertaking G280 type rating training have a

working knowledge and understanding of systems such as FMS, EFIS selection and displays,

Automated Flight Guidance and Control Systems, TAWS, TCAS, etc.

When agreed by the Competent Authority, pilots with relevant knowledge and/or previous

experience may receive credits towards a reduction of the ground school curriculum. Those pilots

should receive a “core” curriculum, consisting of a minimum of 58 hrs. classroom instruction,

enhanced by an additional 10 hrs. System Integration Training in an approved training device.

Pilots with limited or no experience with any or all of the systems mentioned above, should receive

additional modular training, as appropriate, before entering the G280 Ground School training

phase.

For training efficiency, the following should be available:

a consolidated Pilot Training Handbook to contain all relevant documentation required for

training and self-study; and

part-task and desk top trainers to support the classroom lessons by hands-on practice.

The instruction of complex systems should focus on the essential details required for the safe

operation of the aircraft.



5.1.3 Flight Training in Aircraft

5.1.3.1 General

[AMC] For type rating training and checking, full use of an approved FFS is considered the

standard. Flight training in aircraft is considered an exception and should only be approved in

unforeseen situations where an approved FFS is not available, as defined with the Competent

Authority.

5.1.3.2 Prerequisites

Flight training in aircraft has its limitations with respect to the level and to the extent to which more

complex emergency/abnormal situations can be practised and checked.

[AMC] Flight training in aircraft should be limited to trainees with previous experience on an

equivalent type or category of aircraft.

[M] Flight training in aircraft must be by followed by specific emergency procedure training in an

FFS during recurrent training within one year.

5.1.3.3 G280 Type Rating training (flight training in aircraft)

[AMC] Flight training in aircraft should consist of a minimum of 6 training flights of 2 hrs. each,

followed by a type rating skill test in accordance with Part-FCL Appendix 9.

5.1.4 Flight Training in FFS

5.1.4.1 General

Use of an approved FFS is considered the standard for G280 flight training. Flight Simulator

training offers excellent opportunities to use both skill training, where a number of manoeuvres

may be performed in a less time consuming sequence, as well as LOFT which is based on a

realistic time-line. It also allows a controlled, gradual increase in complexity of scenarios and the

selection of a variety of conditions. It is recommended to use these features to their fullest extend

to optimize training.

5.1.4.2 G280 Type Rating training (flight training in FFS)

[AMC] Flight training in an FFS should consist of a minimum 6 FFS training sessions of 4 hrs each,

operating as a crew, followed by a type rating skill test in accordance with Part-FCL Appendix 9.

This constitutes the minimum “core” syllabus for suitably qualified and experienced pilots. Pilots

without relevant experience should receive additional modular simulator training as appropriate

before starting the core training.

Note: Additional Systems Integration Training for theoretical knowledge training is addressed

above.



5.2 Seat-dependent tasks training

[M] The following training items have been identified for seat dependent tasks for the G280

training:

Passenger Oxygen System activation (right seat)

Nose wheel steering through the tiller (left seat)

5.3 Training Areas of Special Emphasis (TASE)

[M] 5.3.1 The following items must receive special emphasis as specified, during initial type rating

ground and flight training in all referenced training:

Noise Abatement Procedures (as applicable)

Training should include the use of Standard Noise Abatement procedures, where these

exist.

Weight and Balance and Performance Planning

Weight & Balance and performance data are widely dispersed within the AFM.

Emphasized instruction is needed to reinforce the location and application of tables,

charts, and graphs, in determining weight and balance and aircraft performance.

Display Select Panel / Display Control Panel / CCD operation and interaction

Many of the menus, displays, and navigation functions are controlled through the

DSP/DCP as well as through the CCD. The various methods of accessing menus,

selecting and configuring displays, inputting and retrieving data, operating various sub-

systems and managing graphical flight planning must be emphasized and practiced

regularly in training, such that crewmembers are thoroughly familiar with their function

and capabilities.

Flap setting verification at takeoff

It is imperative that pilots have detailed knowledge of the specific characteristics of the

G280 Take-Off Warning System. The system warns the pilots of flap settings outside the

approved take-off range (greater than 22º) as power is applied on takeoff. There is no

aural or visual warning if the flaps are set incorrectly at a position less than 22º.

Flight Control Modes, Stall Warning and Stall Protection System

It is important to thoroughly and completely understand the operation of the aircraft in

each of the lateral and vertical flight control modes and, where applicable, thrust control

modes.

Instrument Approaches

The PlaneView280 avionics package (based on Rockwell Collins Proline Fusion)

enables a wide array of instrument approaches to be flown, using both conventional

ground-based and space-based aids to navigation (with or without augmentation).

Approaches may be based on different kinds of lateral and vertical guidance, each with



its own characteristics, minimums and displays and selections. For a safe operation,

thorough understanding of each type of approach, its limitations and correct selection of

Flight Modes is essential.

No-flap approach and landing

In a situation where the flaps are failed in the 0° position, the approach and landing

speeds are sufficiently close to other limiting speeds, such as tire limit speeds and

landing gear operating speed, to warrant special emphasis of these limiting factors

during training scenarios for this situation.

Emergency descent procedure

The G280 has a unique capability to automatically start an Emergency Descent profile in

the event of a loss of cabin pressure above 34,000 feet.

Integrated Standby Instrument/Display (ISI)

The ISI display should be trained during normal and non-normal operations, both in

manual selection and following automatic “pop up” display, including in startle scenarios

and various phases of flight.

Thrust Compensation Module (TCM)

Training will include engine failure on takeoff after V1 with the TCM activated. This is to

ensure that pilots experience the amount of manual rudder control necessary to

maintain aircraft directional control, without over controlling, on takeoff.

Auto Brakes

Pilots must be thoroughly familiar with the Auto Brake system functionalities. Both for

take-off (minimum balanced field length) and for landing (minimum required/actual

landing field length), the performance data are based on the proper setting and use of

the airplane’s brake system. It is especially important to emphasize that for landing

distance calculations, full manual braking will give the shortest landing distance, while

the 3 Auto Brake settings generate a fixed deceleration during the landing roll. With Auto

Brakes selected, brake application may vary as other deceleration factors (headwind,

thrust reverse) vary.

Bank Angle

The bank angle of the G280, specifically on take-off rotation and during touchdown has

to be limited to avoid the wingtip making ground contact. This requires special attention

during take-offs and landings in crosswind conditions, as well as during situations of

asymmetric thrust.



[AMC] 5.3.2 Operators may add additional elements as required by their operation, and these will

vary. Training organisations should review their training courses when applicable aircraft

modifications occur. Training organisations may add additional elements as required by the

operator.

5.4 G280 HUD Training

[M] 5.4.1 Prerequisites

Pilots undergoing G280 HUD training must be current and qualified on the G280, unless the HUD

training is integrated with, or occurs sequentially preceding an initial skill test in the G280.

5.4.2 HUD Training – General

[M] The HUD training requirements consist of those related to initial and recurrent theoretical and

flight training. It should be noted that HUD training focuses principally upon training events flown in

the left seat by the Pilot-In-Command (PIC) as Pilot Flying (PF). Nevertheless, training of Pilot

Monitoring (PM) duties in the right seat during HUD operations is required where procedural

differences for the (PM) are evident.

[AMC] Second-In-Command HUD familiarization flown in the left seat is recommended.

[M] Initial training consists of a minimum of 3 hours of HUD theoretical training, followed by a

minimum of 3 hours of HUD practical training, in the left seat. Practical training shall be

accomplished using a G280 Level C FFS with a daylight visual display, or a G280 Level D FFS, or

a G280 aircraft, equipped with a Rockwell Collins HGS-6250.

[AMC] The GV-SP (G550/G500), GIV-X (G450/G350), and GVI (G650) HUD have been found to

be functionally equivalent to the G280 Head-Up Display system. A pilot transitioning to the G280

from the GV-SP (G550/G500), the GIV-X (G450/G350) or the GVI (G650), who has satisfactorily

completed HUD initial training in any of those aircraft, may receive credit when entering HUD

training for the G280. The actual amount of credit may vary in accordance with currency and

overall experience with HUD operations, and will be determined by the Approved Training

Organisation. HUD checking requirements as defined for the G280 in this document apply.



5.4.3 HUD initial theoretical training

5.4.3.1 Content of training

[AMC] The initial HUD theoretical training should include the following elements:

a) Classroom instruction covering HGS-6250 description including the conformal nature of the

HUD, use of the HUD Combiner Control Panel, Display Unit (DU) HUD Control Display and

Standby Multi- Function Controller (SMC) HUD Control Displays, variations of HUD displays and

modes, HUD symbology in all areas of the Combiner, including non-conformal symbology and

symbology in non-normal situations, Pilot yoke control of HUD display, normal and abnormal HUD

AFMS procedures, and pilot briefings, callouts, duties during HUD operations.

b) Classroom instruction or Computer Based Training (CBT) on the HUD symbology set and its

inter-relationship with airplane aerodynamics, inertial factors, environmental conditions and

comparison to the Primary Flight Display (PFD) during typical flight profiles. Profiles should include:

(1) Take-off Ground Roll

(2) Initial Climb

(3) Climbing Turn

(4) Level Flight

(5) Approach to stall/stall

(6) Level Turn

(7) Descent

(8) Descending Turn

(9) ILS Intercept

(10) ILS Approach

(11) Flare/Touchdown

(12) Unusual Attitudes

c) HUD appropriate courseware such as the current Approved Gulfstream G280 HUD/EVS

Aircraft Flight Manual Supplement (AFMS), HGS-6250 pilot guide, or equivalent materials which

explain HUD limitations, modes of operation, descriptions of HUD symbology, limit conditions and

failures, and which define crew procedures that delineate PF and PNF duties, responsibilities, and

call-outs during all phases of flight in which HUD operations are conducted.



5.4.3.2 Training Areas of Special Emphasis (TASE)

[M] The following items must receive special emphasis during initial HUD theoretical training:

(1) Crew Coordination

(2) Crew Briefings and Callouts

(3) HUD failure annunciations and abnormal procedures

(4) Abnormal / emergency procedures

5.4.4 HUD initial practical training

[M] Unless integrated with G280 initial type rating training, practical training dedicated to HUD

familiarization and proficiency is in addition to other required training elements.

[M] All required approaches, utilizing the HUD must begin no closer than the final approach fix

(FAF) or glideslope intercept for instrument approaches, and must begin no closer than

approximately 1,000 feet AGL (3 - 4 NM) to the runway threshold for visual approaches.

5.4.4.1 Content of practical training

[AMC] Initial HUD practical training should include the following elements:

a) Ground Operations:

(1) Deployment and stowage of HUD

(2) Taxi using HUD under various lighting and visibility conditions

b) Air work:

(1) Straight and level flight, accelerations and decelerations

(2) Normal and steep turns, climbs and descents

(3) Wind effects on HUD display with FPV caged and uncaged

(4) Approach to stall recovery

(5) Recovery from unusual attitudes

c) Visual Take-offs, Approaches and Landings

(1) Low visibility take-offs

(2) Crosswind take-offs and landings

(3) Visual approaches to runways at night with minimal lighting (“black hole” approaches)

and use of FPV and Reference FPA Line to achieve desired descent angle

(4) Engine failure on take-off

(5) One Engine Inoperative (OEI) landing

(6) OEI go-around



d) Instrument Approaches:

(1) Precision and non-precision approaches to the lowest authorized minima including an

approach and landing with OEI

(2) Missed approach OEI

(3) SBAS approaches and circling approaches (if authorized)

NOTE: It is desirable to fly visual and instrument approaches with dissimilar approach and

lighting systems.

e) Abnormal/Emergency Operations: (as applicable)

(1) Wind shear escape

(2) TAWS escape

(3) TCAS Resolution Advisory

(4) HUD or HUD component failures on approach and its effect on pilot workload and

PF/PM duties and responsibilities


[M] The following items must receive special emphasis during initial HUD practical training:

(1) HUD symbology with the autopilot and flight director both off and on, use and purpose

of the Flight Path Vector (FPV), Flight Director Guidance cue, acceleration cue, speed

error indications, flight mode annunciator, and use of conformal, as well as non-

conformal symbology

(2) Caged vs uncaged operation and advantages/disadvantages of each mode

(3) Recommended operation in caged and uncaged modes during different flight phases.

(4) Importance of the “design eye position” for viewing all HUD symbology and use of HUD

Test to achieve proper design eye position.

(5) Use of the Pitch Limit Indicator (PLI) for approach to stall awareness and its use during

stall recoveries in both uncaged and caged modes

(6) Transitioning from the Normal HUD display to the Unusual Attitude display and vice

versa during upset or unusual attitude recoveries, in particular the transition back to the

Normal HUD display after relatively minor reductions in pitch and/or angle of bank

(7) Avoidance of fixation on the HUD and the inclusion of Head-Down Displays (HDD’s)

including EICAS information and other cockpit indications during HUD operations

(8) Use of the Reference FPA Line and FPV for night visual approaches with no vertical

guidance

(9) HUD brightness and contrast settings for different approach lighting systems



5.4.5 HUD initial checking

[M] Upon completion of training, a PIC shall complete a proficiency check in a G280 Level C FFS

with a daylight visual display, or G280 Level D FFS, or on a G280 HUD System equipped G280

aircraft. This proficiency check may be combined with an initial or recurrent G280 proficiency check.

SICs shall be checked on PM duties during HUD approaches and abnormal procedures.

5.4.6 HUD recurrent training

[M] Items of the initial HUD theoretical training shall be reviewed on a recurrent basis.

[M] The following practical training manoeuvres shall be reviewed on a recurrent basis:

a) Stall recognition and recovery

b) Unusual attitude recovery using the Unusual Attitude display

c) Take-off with engine failure at V1

d) Approach, either precision or non-precision, with missed approach

e) Approach (with crosswind, if available) and landing

f) Selected abnormal/emergency manoeuvres (ex., HUD AFM procedures, approach

and landing with OEI, TCAS RA, TAWS escape, etc.)

5.4.7 HUD recurrent checking

[M] A PIC shall demonstrate proficiency in using the G280 HUD system on an annual basis in

conjunction with a proficiency check.

[M] SIC pilots shall be evaluated on an annual basis on crew resource management (CRM)

responsibilities and procedures as pilot monitoring [PM] when the pilot-flying (PF) is conducting

HUD operations.

5.5 G280 EVS Training

[M] 5.5.1 Prerequisites

Pilots undergoing G280 EVS training must be current and qualified on the G280 and must have

completed G280 HUD training.

NOTE: EVS imagery on the HUD may be displayed during initial HUD training for purposes of EVS

familiarization. However, such familiarization does not establish credits toward EVS training.

5.5.2 EVS Training – General

[M] EVS training requirements consist of those related to initial and recurrent theoretical and

practical training. EVS training will normally focus on training events flown in the left seat by



the Pilot-In-Command (PIC) as the Pilot Flying (PF). Nevertheless, EVS training in the duties of

the Pilot Monitoring (PM) in the right seat is required.

[AMC] SIC EVS familiarization flown in the left seat is recommended.

[M] Initial training consists of a minimum of 2 hours of EVS theoretical training, followed by a

minimum of 2 hours of EVS flight training in the left seat. Practical training shall be accomplished

using a G280 Level C FFS with a daylight visual display, or a G280 Level D FFS, or a G280

aircraft, equipped with a G280 EVS.

[AMC] The GV-SP (G550/G500), GIV-X (G450/G350), and GVI (G650) EVS have been found to

be functionally equivalent to the G280 EVS. A pilot transitioning to the G280 from the GIV-X

(G450/G350), GV-SP (GG550/G500), or the GVI (650), who has satisfactorily completed EVS

initial training in any of those aircraft, does not require any additional G280 EVS training. EVS

checking requirements for the G280 apply.

5.5.3 EVS initial theoretical training

5.5.3.1 Initial theoretical training

[AMC] The initial EVS theoretical training should include the following elements:

a) Classroom instruction covering EVS system description, operational concepts, crew duties

and responsibilities and operational procedures including pre-flight, normal and abnormal

procedures, EVS annunciations, AFMS guidance, checklists, and EVS failure modes.

b) Classroom instruction or Computer Based Training (CBT) on the effect of environmental

conditions on EVS imagery, and comparison of the EVS imagery to that of the co-pilot’s

Multifunction Display (MFD) EVS video.

c) A G280 EVS Pilot Guide, HUD/EVS Aircraft Flight Manual Supplement (AFMS), or

equivalent training materials which explain EVS components, limitations, modes of operation,

EVS annunciations, limit conditions and failures, and which define crew procedures that

delineate PF and PM duties, responsibilities, and call-outs during all phases of flight in which

EVS operations are anticipated.


[M] The following items must receive special emphasis during initial EVS theoretical training:

(1) Crew Coordination

(2) Crew Briefings and Callouts

(3) HUD failure annunciations and abnormal procedures

(4) Limitations of the IR sensor e.g. thermal crossover, LED lights

(5) Abnormal/emergency procedures



(6) Difference in behaviour and operational suitability of the infrared technology based

Enhanced Vision Systems in different environmental conditions

5.5.4 Initial practical training

[M] Unless integrated with initial type rating training, practical training dedicated to EVS

familiarization and proficiency is in addition to other required training elements.

[M] All required approaches utilizing the EVS must begin no closer than the final approach fix

(FAF) or glideslope intercept for instrument approaches, and must begin no closer than

approximately 1,000 feet AGL (3 - 4 NM) to the runway threshold for visual approaches.

5.5.4.1 Content of EVS training

[AMC] Initial EVS practical training should include the following elements:

a) Ground Operations

(1) Initialization of EVS, including operation of EVS brightness and contrast controls

(2) Taxi using EVS under various lighting and visibility conditions

b) EVS Take-offs, Approaches and Landings

(1) Normal take-off and landing with crosswinds

(2) Low Visibility Take-off (minimum RVR)

(3) Visual approaches at night with minimal lighting

c) Instrument Approaches: (IFR/VFR day and night conditions)

(1) Precision and non-precision straight-in approaches to the lowest published minima with

missed approaches or landings

(2) Precision and non-precision straight-in approaches to lowest published minima with

acquisition of sufficient EVS visibility to continue to 100 feet above Touchdown Zone

Elevation (TDZE). Acquisition of required visual references below 100 feet TDZE without

the aid of EVS, followed by a landing or missed approach

d) Abnormal / Emergency Operations

(1) Failure of EVS during approach

(2) Failure of EVS below published minima, but above 100 feet TDZE




[M] The following items must receive special emphasis during initial EVS practical training:

(1) Proper use and setting of HUD and EVS contrast and video brightness controls for

various ambient conditions

(2) Crew briefings and callouts with emphasis on the duties of the PF

(3) Importance of the “design eye position” in acquiring the proper EVS image

(4) Manual and Auto NUC functions

(5) Continuation of the approach to 100 feet above TDZE

(6) Transition from EVS imagery to non-EVS visual conditions

Maximum use should be made of videos of actual HUD/EVS approaches, if available.

The relative luminosity between infrared imagery and that of approach lighting systems

should be identified

(7) EVS Visual anomalies such as “noise”, “blooming” and “fireplace effect” in rain

(8) Appropriate use of the pilot yoke clear switch, and use of video brightness and contrast

knobs on HUD Combiner Control Panel

(9) Operation of HUD Display Unit (DU) and Standby Multi-Function Controller (SMC)

controls (for EVS), EVS Align Controls, EVS Heat, and Non-Uniformity Correction

(NUC) functions

(10) Importance of cross-checking the HUD instrumentation presentations against the EVS

visual scene to enable the pilot to recognize malfunctions of the ground based

navigational equipment and improper presentation of elements in the visual scene

during an approach

(11) Importance of vertical guidance to enhance situation awareness with respect to

obstacle environment

(12) Instruction in the use of the autopilot with auto-throttle coupled approaches allowing for

better pilot monitoring of the EVS image

(13) Effective monitoring by PM of EVS imagery presented on the MFD

5.5.5 EVS initial checking

[M] Upon completion of training, a PIC shall complete a proficiency check in a G280 Level C or D

FFS which has been qualified for HUD and EVS, or on a G280 HUD and EVS equipped G280

aircraft. This proficiency check may be combined with an initial or recurrent G280 proficiency check.

SICs shall be checked on PM duties during EVS approaches and abnormal procedures.



5.5.6 EVS recurrent training

[M] Items of the initial EVS theoretical and practical training shall be reviewed on a recurrent basis.

5.5.7 EVS recurrent checking

[M] A PIC shall demonstrate proficiency in using the G280 EVS system on an annual basis in

conjunction with a proficiency check.

[M] SIC pilots shall be evaluated on an annual basis on crew resource management (CRM)

responsibilities and procedures as pilot monitoring [PM] when the pilot-flying (PF) is conducting

EVS operations.

5.6 G280 modifications: Update Avionics System to PlaneView280 Block 3.6 (also



[M] Transitional training is only available to pilots who hold or have held a G280 type rating and

shall be accomplished through an approved training organisation (ATO).

[M] Both pilots must have successfully completed either the initial or transitional training for

PlaneView280 Block 3.6 before operating the updated version of the G280 as a crew.

[M] Both crew members must have successfully completed either an initial or transitional training

for CPDLC before undertaking operations predicated on data link communications.

[AMC] Initial training shall be accomplished by classroom based training with an instructor at an

ATO, including the use of part task training devices. Training in the operation of CPDLC and SVS

(if option is chosen) should be integrated in initial type rating training.

[AMC] Transitional training may either comprise classroom based training with an instructor at an

ATO, including the use of part task training devices, or by computer based training (at the ATO or

by distance learning) which includes inter-active training of systems operations using a personal

computer or a tablet device.

5.6.1 PlaneView 280 V3.6

[AMC] 5.6.1.1 Content of the training

a) Overview of system architecture

Display allocation (DUs, PFD, MFD on start-up, on standby battery, emergency power

and normal power)

Display allocation following screen failure

EICAS appearance (old and new)



Memorised configurations (default)

Memorised configurations (pilot selected)

Window functionality and configuring windows

Vertical situation display (VSD)

Display symbology PFD (specifically any changes from V3.2.1 to V3.6)

Display symbology HSI (specifically any changes from V3.2.1 to V3.6)

World view

Full windows

Unusual attitude symbology

b) Flight planning and performance

Overview of FMS based performance functionality and managing performance through

CDU

FMS performance data

Initialisation and entering departure parameters (WAT, a/c configuration, runway data

etc.)

T/O performance and reference speeds for normal operations, non-standard

configurations and despatch with MMEL items affecting performance and/or

contaminated runway

Examples of exceeding limitations e.g. above MTOW or TODR greater than factored

TODA

Climb, cruise, descent and drift-down

Landing performance and reference speeds for normal operations, non-standard

configurations and abnormal/emergency procedures e.g. anti-skid inoperative, flap fail

and/or contaminated runway

Constant speed targets

FMS data pages

Equal time points



5.6.1.2 Training Areas of Special Emphasis

[M] The following items must receive special emphasis:

VSD is NOT intended to be used for constructing and following a vertical flight path

Difference between PlaneView280 V3.6 VSD presentation and vertical presentation on

Jeppesen approach charts (orientation and step down minimum crossing altitudes)

Non-conventional use of colour on VSD e.g. FMS derived vertical profile is not

magenta

Cluttered presentation of altitude restrictions with increased range scale

Orientation of vertical profile and terrain clearance relative to aircraft track or FMS track

UA display may be encountered during particularly steep climb out (>30◦ pitch) e.g.

light weight departure or wind-shear manoeuvre

Changeover from UA display to normal display not the same as HUD (2 second delay)

Awareness of speed mode (auto speed vs. manual speed control) and monitoring

speed during auto throttle operation

5.6.2 Synthetic Vision System (SVS)


a) Overview – System Architecture

b) Controls

c) Display symbology - PFD

non-SVS, non-conformal pitch scale

SVS conformal (expanded) pitch scale

unusual attitude display

flight director with HUD symbology

flight path vector (caged/uncaged), ghost FPV

instant acceleration and speed error cue

conformal/non-conformal horizon

runway markings

depiction of terrain, obstacles, airfields and extended centreline

TAWS indications

SVS failure

d) Display symbology - HSI



120, 180 or 240 degree arc (360 not available)

Depiction of terrain or SVS within HSI circumference



Relationship between FD cue (v-bar or cross pointer) and FPV when on ground (i.e.

aircraft waterline below horizon and FD only a few degrees above horizon) and

dynamic change during rotation (moving target)

Selection of HSI format – 360 degree display not available in SVS; interpretation of

RMI needle to/from facility (head and tail) and when abeam facility, e.g. on DME arc

5.6.3 Link 2000+ and FANS 1/A


a) Theoretical knowledge and understanding

General understanding of data link operating principles

Regulatory requirements, publications and resources including guidance for flight crew

Geographical area/airspace of data link use (current and forecast)

Establishing and terminating a communications link (the “handshake” and “contract”)

Uplink and downlink messages and their significance

Specific data link related phraseology

Default messages stored in aircraft communications equipment

The characteristics and limitations of the flight deck human-machine interface:

annunciation, controls, displays etc that will be used in working with data link

Data conventions associated with data input

Data link operational procedures including timers

Flight planning requirements and notification of data link capability on ATS flight plan

b) Operational use

Pre-flight procedures, equipment and status checks

Log-on and CPDLC connection, addressees, frequencies and call sign (flight ID))

Log-on time

ADS-C contract

Agency handover procedures

Message awareness



Receiving and interpreting messages

Accepting, rejecting or cancelling messages

Storing and retrieving messages

Replying to messages and sending requests

Terminating a contract, logging off

Lost communication procedures

MMEL, despatch with one or more CDU unserviceable

Abnormal and emergency procedures



Human Factors Considerations:

Development of and adherence to Standard Operating Procedures (SOPs) to ensure

that global situation awareness is maintained

Consideration for the Human Factors elements in relationship to the certification

requirements and ergonomics of the data link communications equipment

Non-ambiguous task sharing and call-out between the Pilot Flying (PF) and Pilot Non-

Flying (PNF)

Managing the arrival of messages; accessing, storing and responding to messages

whilst keeping all members of the flight crew in the loop

Managing the FMS (CDU page to be displayed) to ensure data link communication

does not interfere with normal operation of the aircraft

Criteria for reversion to voice communication in case of data link communication

breakdown and/or when in receipt of ambiguous or conflicting messages

5.7 Special Events Training

[AMC] Special events training to improve basic crew understanding and confidence regarding

aircraft handling qualities, options and procedures as these relate to design characteristics and

limitations may include the following:

recovery from unusual attitudes;

manual flight with minimum use of automation, including flight under degraded levels of

automation;

handling qualities and procedures during recovery from an upset condition (e.g., wake

vortex encounter, loss of control incident);

high altitude high and low speed buffet margins and flight characteristics;



Wind shear and predictive wind shear escape manoeuvres, as applicable;

Controlled Flight Into Terrain (CFIT), TCAS, TAWS (emphasis on avoidance and escape

manoeuvres, altitude awareness, TCAS / TAWS warnings, situational awareness and crew

co-ordination, as appropriate).

6. Recurrent Training

Recurrent training must be compliant with EU regulations for civil aviation aircrew and air

operations, as applicable, and include the identified Training Areas of Special Emphasis.

[AMC] Recurrent training should incorporate special events training as described in this document

on a rotational basis.

7. Specifications for Checking – LPC/OPC

7.1 Recurrent checking is addressed in Part-FCL and Part-ORO, specifically in ORO.FC.130,

ORO.FC.220, ORO.FC.230, AMC1 ORO.FC.230, GM1 ORO.FC.230, ORO.FC.240, and AMC1

ORO.FC.240

[M] 7.2 The following items must be included in the LPC and OPC:

GNSS approaches (LPV and/or LNAV/VNAV or LVAV/Baro); and

a No-Flap or Non-Standard Flap Approach.

8. Specifications for Recent Experience and Currency

8.1 Recent Experience

Recent experience requirements are contained in Part-FCL, FCL.060.

8.2 Currency

8.2.1 HUD / EVS Currency

[AMC] Operators should implement a system, which requires flight crew members to execute an

appropriate minimum number of approaches per defined period, using the HUD / EVS system and

related procedures.

9. Line Flying Under Supervision (LIFUS) / Supervised Operating Experience (SOE)

LIFUS should be performed in accordance with ORO.FC.220 and AMC1 ORO.FC.220(e).

Furthermore, GM1 ORO.FC.220(d) provides guidelines for operators to use when establishing their

individual requirements. Supervised Operating Experience (SOE) may be established in

accordance with Part-FCL, FCL.720.A (g) through the operational suitability evaluation.



9.1 LIFUS following G280 Type Rating Training

[AMC] Pilots completing initial type rating training for the G280 should perform a minimum of 8

route sectors LIFUS, followed by a 2 route sector line check.

[AMC] Where there is a change of operating conditions or route structure this should be taken into

account and may need additional route sectors to cover these elements.

operational suitability data (osd) flight crew osd fc... · ccd ... crew resource management dcp...

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