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FLIGHT STANDARDIZATION BOARD REPORTREVISION 2

ECLIPSE AVIATION CORPORATIONMODEL EA-500

DATE: April 6, 2009

ROMAN A. BUETTNERCHAIRMAN, ECLIPSE EA-500 FLIGHT STANDARDIZATION BOARD

FEDERAL AVIATION ADMINISTRATIONKANSAS CITY AIRCRAFT EVALUATION GROUP, MKC-AEG

901 LOCUST, ROOM 332KANSAS CITY, MISSOURI 64106

TELEPHONE: (816) 329-3233FAX: (816) 329-3241

EA-500 FSB Report Revision 2April 6, 2009

MANAGEMENT COORDINATION

____________________________________________ ________________________Walter J. Hutchings, Manager DateKansas City Aircraft Evaluation Group, MKC-AEG

____________________________________________ ________________________John Duncan, Manager DateAir Transportation Division, AFS-200

____________________________________________ ________________________Anne X. Graham, Acting Manager DateGeneral Aviation and Commercial Division, AFS-800

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TABLE OF CONTENTS

TABLE OF CONTENTS.................................................................................................................................. 3

REVISION RECORD....................................................................................................................................... 4

1. PURPOSE AND APPLICABILITY............................................................................................................. 5

2. ACRONYMS................................................................................................................................................ 5

3. BACKGROUND........................................................................................................................................... 7

4. PILOT TYPE RATING DETERMINATION...........................................................................................13

5. EA-500 TRAINING PROGRAM DESCRIPTION AND EVALUATION................................................14

6. MASTER COMMON REQUIREMENTS.................................................................................................16

7. FAA SPECIFICATIONS FOR TRAINING..............................................................................................21

8. FAA SPECIFICATIONS FOR CHECKING............................................................................................27

9. FSB SPECIFICATIONS FOR CURRENCY.............................................................................................28

10. FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS.............................................................29

11. MASTER DIFFERENCE REQUIREMENTS..........................................................................................29

12. OPERATOR DIFFERENCE REQUIREMENTS....................................................................................29

13. MISCELLANEOUS................................................................................................................................... 31

14. AIRCRAFT REGULATORY COMPLIANCE........................................................................................31

15. ALTERNATE MEANS OF COMPLIANCE TO THIS REPORT.........................................................32

APPENDIX A - AIRCRAFT REGULATORY COMPLIANCE CHECKLIST..........................................A-1

APPENDIX B - MDR TABLE......................................................................................................................B-1

APPENDIX C - ODR TABLES..................................................................................................................... C-1

APPENDIX D - BOARD RECORD..............................................................................................................D-1

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REVISION RECORD

REVISION NUMBER SECTION PAGE NUMBERS DATE

Original All All 04/09/2007

1 AllAll Pages From Original FSB Report, Added Appendix B, C and D 04/30/2008

2 All All 04/06/2009

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1. PURPOSE AND APPLICABILITY

1.1 Purpose

The primary purpose of this Flight Standardization Board (FSB) Report is to specify FAA master training, checking and currency requirements applicable to flight crews operating the Eclipse Model EA-500 airplane. This report provides guidance to operators who will be operating the EA-500 under Title 14 Code of Federal Regulations (14 CFR) Part 91, Subpart K of Part 91, and Part 135.

1.2 Applicability

The guidelines in this report apply to: operations inspectors, principal operations inspectors (POIs), training center program managers (TCPMs), and aircrew program managers (APMs). This report also applies to 14 CFR 135 air carrier check airmen and instructors, airline transport pilots instructing in air transportation service, certificated flight instructors, aircrew program designees, training center evaluators (TCEs), and 14 CFR Part 61, 135, 141 and 142 training providers.

This FSB Report has been written in accordance with the requirements of Advisory Circular (AC) 120-53A. The contents of this FSB report are applicable on the effective date of its final approval and will remain effective unless amended, superseded, or withdrawn by subsequent FSB determinations.

2. ACRONYMS

Relevant acronyms used in this FSB Report are defined as follows:

14 CFR Title 14 Code of Federal RegulationsAC Advisory CircularACO Aircraft Certification OfficeACP Autopilot Control PanelACS Aircraft Computer SystemADC Air Data Computer AEG Aircraft Evaluation GroupAFM Airplane Flight ManualAFS Autoflight SystemAGL Above Ground LevelAHRS Attitude Heading Reference SystemAOA Angle of AttackAPC Avio Processing CenterAPM Aircrew Program ManagerAPR Automatic Power Reserve

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ATP Airline Transport PilotATS Auto Throttle SystemCAS Crew Alerting SystemCHDO Certificate Holding District OfficeCPT Cockpit Procedures TrainerDME Distance Measuring EquipmentEAC Eclipse Aviation CorporationEASA European Aviation Safety AgencyECB Electronic Circuit BreakersEFIS Electronic Flight Information SystemELOS Equivalent Level of SafetyEPDS Electrical Power Distribution SystemETT Extended Tip TankFAA Federal Aviation AdministrationFADEC Full Authority Digital Engine ControllerFAR Federal Aviation RegulationFIKI Flight Into Known IcingFITS FAA/Industry Training StandardFMA Flight Mode AnnunciatorFMS Flight Management SystemFSB Flight Standardization BoardFSDO Flight Standards District OfficeFTD Flight Training DeviceGPS Global Positioning SystemGPU Ground Power UnitICAO International Civil Aviation OrganizationIFD Integrated Flight DeckISS Integrated Sensor SuiteITT Indicated Turbine TemperatureKEAS Knots Equivalent AirspeedKIAS Knots Indicated AirspeedLNAV/VNAV Lateral Navigation/Vertical NavigationLPV RNAV/GPS Type Approach Using Vertical Guidance Based on WAAS MCRs Master Common RequirementsMCT Maximum Continuous ThrustMDRs Master Difference RequirementsMFD Multifunction DisplayMKC-AEG Kansas City Aircraft Evaluation GroupNSP National Simulator ProgramOAT Outside Air TemperatureODRs Operator Difference RequirementsPFD Primary Flight DisplayPIC Pilot in CommandPOI Principal Operations InspectorPTS Practical Test Standards

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QRH Quick Reference HandbookRNP Required Navigation PerformanceRVSM Reduced Vertical Separation MinimumSIC Second in CommandSRM Single-Pilot Resource ManagementTAS Traffic Advisory SystemTAWS Terrain Awareness Warning SystemTCDS Type Certificate Data SheetTCE Training Center EvaluatorTLA Thrust Lever AngleTOGA Takeoff Go-AroundV50 Safe Speed at 50 Feet AGL (Two Engine or Single Engine)VFE Flap Extended AirspeedVLE Landing Gear Extended AirspeedVLO Landing Gear Operating AirspeedVMC Minimum Control AirspeedVMO Maximum Operating AirspeedVO Design Maneuvering SpeedVREF Reference Landing AirspeedVSO Stall Speed –Landing ConfigurationVTD Aircraft Speed at TouchdownVYSE Single Engine Best Rate of ClimbWAAS Wide Area Augmentation System

3. BACKGROUND

3.1 EA-500 Base Aircraft

Eclipse Aviation Corporation (EAC), the Manufacturer, is located in Albuquerque, New Mexico, and originally applied for a type certificate for the Eclipse Jet on July 12, 2001.

The Eclipse Model EA-500 is a twin-engine turbofan airplane certified in accordance with 14 CFR Part 23, in the normal category. The EA-500 is classified as a center line thrust airplane since the aircraft stalls prior to velocity minimum controllable (VMC) airspeed. Therefore, no VMC speed is published. It is listed on Federal Aviation Administration (FAA) Type Certificate Data Sheet (TCDS) Number A00002AC as the Model EA-500. EAC received their provisional type certificate on July 21, 2006, and their type certificate on September 30, 2006.

The minimum crew size determination listed in the airplane flight manual (AFM), and on the TCDS, is one pilot in the left seat. AFM limitations authorize a single pilot, only if an autopilot system, a headset mounted microphone, and a transponder ident button mounted on the left sidestick are installed and operative. Additionally, a quick reference handbook (QRH),

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with the most current revision, also must be available. If one or more of these conditions are not met, the EA-500 must have a flight crew comprised of one pilot and one copilot.

The EA-500 is certified for VFR Day, VFR Night, and IFR flight conditions to a maximum operating altitude of 41,000 feet, and is approved for flight into reduced vertical separation minimum (RVSM) airspace and known icing conditions if the aircraft meets the minimum equipment requirements.

The EA-500 base model has a maximum certificated takeoff weight of 5,760 pounds and a maximum landing weight of 5,415 pounds. All models of the EA-500 have a total seating density of up to six, with two crew seats and three passenger seats (standard), or four passenger seats (optional).

The aircraft is powered by two Pratt & Whitney, PW610F-A engines, each producing 900 pounds of thrust. Engines are controlled by two dual-channel, full authority digital engine controller (FADEC) units, that operate independent of the aircraft computer system (ACS) except for startup and shutdown. The engines received type certification from Transport Canada and FAA on August 23, 2006.

The EA-500 fuselage and major structural components are aluminum, and the aircraft employs conventional, mechanical flight controls. There are two sidestick controls mounted on the cockpit sidewalls rather than center control wheels at each pilot station.

The aircraft fuel system is a pressurized wet-wing design that is controlled and monitored by the ACS. Total fuel capacity is 1,540 pounds with 1,516 pounds usable. Fuel management and balancing is automatic, but may be overridden by the pilot.

The EA-500 relies on dual ACSs and an electrical power distribution system (EPDS) to control, monitor, and power its systems and components. The two ACSs, and all electronic aircraft system buses and components, are interwoven and fully integrated. Electronic circuit breakers (ECBs) not only provide circuit protection, but serve as logic-driven, micro-processors that have other functions.

The two ACSs in the EA-500 each have independent architecture for redundancy to ensure availability for several important aircraft support functions, including the autoflight system (AFS). The AFS consists of an autopilot and autotrim system, flight director, yaw damper, stall warning and stick pusher, and the flight mode annunciation (FMA) and crew alerting system (CAS) message reporting.

A takeoff configuration system evaluates trim positions, parking brake, flaps, cabin door, outside air temperature (OAT) input and engine status before activating a “T/O CONFIG OK” status CAS message. This system also provides warnings when critical components are not within takeoff parameters.

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The Avio Integrated Flight Deck (IFD) was developed by EAC and Avidyne Corporation for use in the EA-500. It consists of two primary flight displays (PFD) and one multifunction display (MFD). An electronic flight information system (EFIS) is the primary component of the IFD. Each PFD, within the IFD, receives information from its independent integrated sensor suite (ISS). Each ISS includes an attitude and heading reference system (AHRS), air data computer (ADC), and Global Positioning System (GPS).

The PFDs send information through dual bite flight data buses to both sides of the MFD, the central switching panel, and the autopilot control panel. From these components, information flows through 30 different data buses to every aircraft system and component on the EA-500 that is electronically powered. The EFIS presents standard flight and navigation display information, and it includes synoptic pages, which present system status information to the flight crew.

3.2 Related EA-500 Model with Extended Tip Tank (ETT) Installation

The related model of the EA-500, with the ETT installation, increased the maximum takeoff weight to 5,995 pounds and the maximum landing weight to 5,600 pounds. The ETT model increased the fuel capacity to 1,722 pounds with 1,698 usable.

The primary changes from the EA-500 base model to the related model with the ETT installation are summarized in the table below.

Eclipse EA-500 with ETT InstallationIncreased Maximum Takeoff Weight to 5,995 lbs.Increased Maximum Landing Weight to 5,600 lbs.Usable Fuel Increased from 1,516 lbs to 1,698 lbs. Tip Tank Size and Capacity IncreasedVMO and VLE Increased from 275 KEAS to 285 KEASBullet Fairing ElongatedRudder and Trim Tabs LengthenedEngine Pylon ReloftedStarter/Generator Cooling Fan Intake and Exhaust Size ReducedOther Minor Aerodynamic Changes to Aircraft Surfaces

3.3 Related EA-500 Model with Avio NG 1.0 Avionics Upgrades

This related model of the EA-500 upgraded the Avio NG avionics suite to software version 1.0. It featured several enhancements to the existing avionics system and incorporated several other system capabilities. The primary changes from the EA-500 base model to the related model with the upgraded Avio NG avionics installation are summarized in the table below.

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EA-500 Avio NG Integrated Flight Deck Panel through Software Version 1.0


Eclipse EA-500 with Avio NG Upgrades

Changes in the Avio NG Architecture Regarding Communications, Navigation and Transponder EquipmentReplaced MFD/PFD Rocker Switches with Single KnobsSeveral Changes to MFD System Synoptic PagesSeveral PFD Flight Information Data Location ChangesWeather Radar System AddedFive Mechanical Circuit Breakers AddedOptional Traffic Alert System (TAS) and Terrain Awareness Warning System (TAWS) AddedThird Attitude Indicator Option AddedOptional ADF and DME Systems AddedPitot/Static and Windshield Heat Operational ChangesOther Minor Changes to MFD/PFD Displays

A typical EA-500 panel installed in the base EA-500 and the related models with the extended tip tank (ETT) installation and the Avio NG 1.0 upgrades is shown below.

3.4 Related Model with Flight into Known Icing (FIKI) Approval and Avio NG 1.5 Upgrades

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The related model with FIKI approval and Avio NG software version 1.5 upgrades will normally include all previous changes to the base aircraft, i.e. ETT and Avio NG 1.0 upgrades. Some of the EA-500 base aircraft may have Avio NG 1.0 or 1.5 upgrades, but not the ETT or FIKI installations. However, for any aircraft to have FIKI approval, it also must also have completed the Avio NG 1.5 software upgrades.

The related model with FIKI approval connected the installed ice protection equipment to its respective panel switches and made final changes to the equipment. It also split the ice protection switches on the center switch panel to include individual switches for L ENG and R ENG, which provide engine anti-ice protection and a WING position that activates de-ice boots for wing and tail surfaces. The intermediate position of these switches “ENG”, provides protection for the engines only. L/R WSHLD heat and PITOT/STAT heat are set by accessing the Ice Page of the system synoptic function of the MFD. FIKI approval also added static wicks, and a phase break coating around the static ports and improved grounding for the engines and other parts of the aircraft structure.

The FIKI approval resulted in changes to the stall protection schedule with all ice protection equipment ON. The ACS automatically adjusts the stall speed, Vyse and Vref airspeeds to significantly higher values, which are depicted on the airspeed tape and include a phase-in period of up to 30 seconds.

The upgrades of the Avionics suite to Avio NG 1.5 in the related model include the installation of dual GPS long range navigation systems, major upgrades to the autoflight system, activation of the flight director system with takeoff go-around (TOGA) capability and the removal of the keyboards.

The primary changes that have occurred as a result of the FIKI installation and Avio NG 1.5 upgrades are summarized in the table below.

Eclipse EA-500 with FIKI Installation and Avio NG 1.5 Upgrades

Activation of Ice Protection System EquipmentSeparated Ice Protection Switch on the Center Switch Panel to L ENG/WING and R ENG/WINGAdded Four Static WicksGrounded VCS Doors, Engine Stators and Bleed ValvesAdded Normal and High Windshield Heat Mode SettingsAdded Phase Break Coating Around Static PortsIncreased Maximum Takeoff Weight to 6,000 poundsIncrease in Stall Speeds, Vref and Vyse with all Ice Protection Equipment ONLanding Flap Airspeed Limitation Increased to 140 KnotsUpgrade of the Avionics Suite to Avio NG 1.5 Software Level

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Eclipse EA-500 with FIKI Installation and Avio NG 1.5 Upgrades

Installation of dual Garmin 400W Long Range Navigation Systems with WAAS capability and LNAV/VNAV and LPV Approaches to an Accuracy of RNP.1Activation of Flight Director System and TOGA CapabilityImproved Autoflight System with full Navigation and Approach Coupling Functionality and Integration with Flight DirectorNew Autopilot Minimum Use Height Limitations for Enroute and Instrument ApproachesActivation of TOGA switch on left ThrottleAddition of Third AHRS to Improve Standby Attitude CapabilityRemoval of KeyboardsMinor Changes to the Electrical Power Distribution System (EPDS)

The EA-500 cockpit panel of the related aircraft with all Avio NG 1.5 upgrades and FIKI approval is shown below.

EA-500 Avio NG 1.5 Integrated Flight Deck Panel with FIKI Approval

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4. PILOT TYPE RATING DETERMINATION

4.1 General

In accordance with 14 CFR Parts 1 and 61, the pilot type rating designation for the Eclipse Aviation EA-500 airplane is “EA-500”. A pilot, who satisfactorily completes the practical test in this aircraft, will receive an EA-500S, or EA-500 type rating on their airman certificate. Airman certification requirements, airman training, instructor endorsement(s) and the administration of the practical test differ for each of the two type rating designations. The privileges and limitations with each type rating are described in the respective paragraphs below.

Airmen, who complete an EA-500 type rating course, but have no multiengine land rating on their airman certificate, will have a restriction placed on their airman certificate, “Limited to Center Thrust,” since the EA-500 has no published VMC speed.

The original FSB did not conduct a comparison between the EA-500 and any other Eclipse Aviation models, since the EA-500 base model was the only Eclipse model type certificated in the United States at the time. No credit may be given for training, checking, or currency in the EA-500 for aircraft built by another manufacturer.

An interim FSB was convened in January 2008, in Albuquerque, New Mexico, to evaluate two related models: the model with the ETT installation and the model with the Avio NG avionics upgrade.

An interim FSB was convened in November 2008, in Albuquerque, New Mexico, to evaluate the related EA-500 model with FIKI approval and Avio NG 1.5 version upgrades to the avionics suite.

In accordance with 14 CFR Parts 1 and 61, the pilot type rating designation for all related models is EA-500S, or EA-500, the same type ratings assigned to the EA-500 base aircraft.

4.2 EA-500S Type Rating

The EA-500S type rating is approved for pilots who satisfactorily complete the type rating practical test in the EA-500 as a single pilot. A pilot with the EA-500S type rating may operate the aircraft as a single pilot, or operate as a pilot in command (PIC) with a second in command (SIC) on the aircraft.

A pilot with the EA-500S type rating must have a SIC in the aircraft if the autopilot system is inoperative, if a headset mounted microphone or the transponder ident button on the left sidestick are inoperative, or if the QRH is not available. AFM Limitations, and the approved MMEL, require a SIC under these conditions. If this circumstance arises, the PIC must comply

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with the PIC proficiency check requirements specified by 14 CFR Section 61.58, and use a SIC that meets the qualification and training requirements of 14 CFR Section 61.55.

4.3 EA-500 Type Rating

The EA-500 type rating is approved for pilots who satisfactorily complete the type rating practical test in the EA-500 while using a SIC as a crew member. The limitation “Second in Command Required” will be placed on their airman certificate. A pilot with an EA-500 type rating must operate the aircraft with a SIC, who meets the minimum qualification and training requirements of 14 CFR Section 61.55, or have another pilot as SIC, who holds an EA-500 type rating.

In addition, the holder of an EA-500 type rating may not act as PIC of the EA-500 unless, within the preceding 12 calendar months, he or she has satisfactorily completed an annual proficiency check in the EA-500, or an aircraft requiring more than one crewmember, as required by 14 CFR Section 61.58 (a) (1) or (2).

If the holder of an EA-500 type rating elects to complete the EA-500S practical test, the entire practical test must be completed again as a single pilot. After satisfactorily completing this practical test, the airman is granted the EA-500S type rating and the limitation “Second in Command Required” is removed in accordance with 14 CFR Section 61.43 (b). In this circumstance, the EA-500 type rating designation may be retained on the airman certificate.

5. EA-500 TRAINING PROGRAM DESCRIPTION AND EVALUATION

5.1 Eclipse Aviation Training Program

Eclipse Aviation developed their original training program for completion of type ratings in the EA-500 airplane, since there was no simulator availability.

EAC established four type rating course prerequisites that flight students are required to complete prior to enrolling in the EA-500 type rating program. These prerequisites are managed by EAC’s training department. Additionally, all enrollees must hold at least a private pilot certificate with instrument and multiengine land ratings, and an airman medical certificate.

The EA-500 type rating training program consists of a FAA/Industry Training Standard (FITS)-Accepted, integrated ground and flight, scenario-based course. The EA-500 FITS Program consists of ground training on aircraft systems, single-pilot resource management (SRM) and risk assessment, as well as integrated procedures training in a cockpit procedures trainer (CPT). The flight portion of the program is scenario-based and also includes flight training periods which cover all maneuvers included in the ATP/Type Rating Practical Test Standards (PTS), and a practical test review.

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EAC has also created a mentoring program for pilots who complete the EA-500 type rating. EAC pilots, FAA inspectors, and pilots operating under 14 CFR Part 135 will not be required to participate in the mentoring program. All other pilots, who will be operating the EA-500 under 14 CFR Section 91, are subject to the Eclipse mentoring program. The mentoring program is also managed by the EAC training department.

5.2 Eclipse EA-500 Training Limitation

EAC has included a training limitation in Section 2 of the EA-500 AFM. It states, “All pilots operating a U.S. registered Eclipse Aviation EA500 must be trained and qualified in accordance with the FAA Accepted/Approved Eclipse Aviation training program or equivalent FAA Accepted/Approved training program.” The TCDS contains similar wording. This AFM limitation was coordinated with AFS-800, the MKC-AEG, and the FSB. It was subsequently approved by the Ft. Worth Aircraft Certification Office (ACO).

The FSB concludes that this AFM limitation means that all flight crew training must be completed in accordance with an FAA Accepted/Approved program regardless of whether it is completed in the aircraft or an approved simulator. The AFM limitation includes PIC, SIC, initial, recurrent, transition and differences training. AFM training limitation also requires that all FAA Accepted/Approved training programs for the EA-500 remain current, and are revised as needed by EAC or other training provider to meet the intent of the AFM training limitation.

Eclipse Aviation holds both a Letter of Acceptance indicating that their training program meets the established FITS tenets and a Letter of Approval which constitutes the “Approved” section of this limitation.

5.3 Other EA-500 Training Programs

The second part of the AFM training limitation, “equivalent FAA Accepted/Approved training program,” encompasses training programs leading to an EA-500 type rating offered by other training providers, which may be approved by FAA Flight Standards District Office (FSDO) organizations, under 14 CFR Part 61, 91 Subpart K, Part 135, Part 141, or Part 142.

The FSB has concluded that the meaning of the word “equivalent” requires that EA-500 type rating programs approved by FAA for all other training providers must be equivalent in scope and structure to the Eclipse Aviation “Accepted or Approved” type rating program.

5.4 FSB Training Program Evaluation

The FSB evaluated the original Eclipse Aviation type rating program when the Board was convened in 2006-2007. The FSB considered only the type rating program in its evaluation and not the four Eclipse pre-type rating prerequisites, since they are beyond the mandate of FSB responsibilities.

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The FSB recommended a minimum of 16 hours of flight training for enrollees in the Eclipse EA-500 type rating program and that pilots then be trained to proficiency if additional time is needed. This conclusion was based on average training times of FSB members and the functionality of the equipment and maturity of the systems of the EA-500 aircraft, which were presented to the FSB by EAC when the original FSB was held.

The FSB did not consider the Eclipse mentoring program in its evaluation since the Board determined that mentoring was outside the scope of FSB responsibilities. The FSB, the MKC-AEG and AFS-800 support mentoring, but EAC retains the authority and responsibility for managing their mentoring program.

A FSB was reconvened in January, 2008, and again in November, 2008, to evaluate differences training due to several modifications to the EA-500 base aircraft. Additional ground, systems integration and flight training have been recommended by the FSB based on evaluation of differences training for modifications to related aircraft. All recommended training times are listed in Section 7, FSB Specifications for Training.

The FSB is responsible for completing evaluations of future changes to the EA-500 and any related models. Other aircraft changes that the FSB may need to evaluate include, but are not limited to, engine changes, systems and instrumentation changes, and the installation of new systems. The FSB will determine the impact of future installations on training, checking and currency and revise this FSB Report as needed.

6. MASTER COMMON REQUIREMENTS (MCRs)

6.1 MCRs – General

MCRs are requirements applicable to crew qualification which pertain to all aircraft of the same type or related types. This section lists all MCRs identified by the FSB for the EA-500. The FSB has determined that takeoff and landing performance, flight characteristics, and handling qualities are nearly identical when transitioning from the EA-500 base aircraft to the EA-500 related models.

Throughout the FSB Report, there are references to knots equivalent airspeed (KEAS) rather than knots indicated airspeed (KIAS). A traditional airspeed indicator shows indicated airspeed. In the EA-500, indicated airspeed was corrected for sensor and position error due to the pressure field around the sensors at different angles of attack. This correction would normally result in calibrated airspeed. However, EAC engineers further corrected this value for compressibility errors, which resulted in equivalent airspeed, which is a more accurate presentation of aircraft speed than KIAS.

During the certification process, EAC decided to use KEAS rather than KIAS. An equivalent level of safety (ELOS) was written, and subsequently approved by the FAA Aircraft

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Certification Service, to ensure that operators of the EA-500 would have an adequate explanation of KEAS. The term, KEAS, is satisfactorily explained in the EA-500 AFM.

6.2 Takeoffs

All takeoffs should be made with maximum power to ensure that the automatic power reserve (APR) system automatically arms. If one throttle is moved toward the idle position, the APR function will disengage. The use of the APR is limited to 10 minutes and the use of maximum takeoff power in the EA-500 is restricted to five minutes.

Takeoffs should be made with flaps set at the takeoff setting, but may be made with flaps in the up position. Pilots should be aware of the performance differences between the two takeoff configurations.

There is one takeoff procedure in the EA-500, which covers both normal and short field takeoffs. Best performance for obstacle clearance is dependent upon aircraft speed at 50 feet above the surface (V50 speed).

There are two VYSE speeds for any weight condition in the EA-500, which is unique to a 14 CFR Part 23 airplane. There is a VYSE for flaps at takeoff and a different VYSE for flaps up. Flight crews, training personnel, check airmen and examiners should be aware that as the aircraft flaps are retracted from the takeoff position to the up position, the “blue line” on the airspeed tape will adjust upward.

In the related aircraft with FIKI approval and Avio NG 1.5 upgrades, VYSE is significantly increased if all ice protection equipment is ON. The “blue line” on the airspeed tape will adjust to reflect the new VYSE speed.

6.3 Climb, Cruise and Approach Profiles

Climb, cruise and approach flight profiles, flap settings, and recommended or maximum airspeeds for the EA-500 are accomplished in accordance with the following tables.

CLIMB RECOMMENDED AIRSPEED

Normal Climb 150 KEASCruise Climb 200 KEAS

CRUISE MAXIMUM AIRSPEEDVMO - Base AircraftVMO – Related Models

275 KEAS285 KEAS

MMO .64 Mach

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DESCENT/APPROACH VFR MAXIMUM AIRSPEEDVFE – Flaps Takeoff 200 KEASVFE – Flaps Landing 120 KEASVFE – Flaps Landing (FIKI and Avio NG 1.5 Model)

140 KEAS

VLO/VLE – Base AircraftVLO/VLE – Related Models

200 KEAS/275 KEAS200 KEAS/285 KEAS

The manufacturer set minimum maneuvering airspeeds for the EA-500 in response to FSB concerns regarding persistent aural and visual stall warning indications while the aircraft was maneuvering during approaches to landings. The minimum airspeeds in the table below are to be used for maneuvering, except when the aircraft is fully configured for landing on final approach in a wings level landing configuration.

FLAP POSITION MINIMUM AIRSPEEDFlaps Up 130 KEASFlaps Takeoff 115 KnotsFlaps Landing 100 Knots

6.4 IFR Approach and Landing Minima

In accordance with 14 CFR Section 97.3, the aircraft approach category is based on 1.3 times the stall speed in the landing configuration (VSO) at maximum certificated landing weight. Using this criterion, the EA-500 has a reference landing speed (VREF) of 94 knots. With all ice protection equipment ON, VREF at maximum landing weight is 118 KEAS.

Straight in Approaches – A minimum of 94 KEAS at the maximum aircraft landing weight, with flaps in the landing position, is used in training by EAC and is recommended by the FSB as listed in the following table.

AIRCRAFT SPEED FLAP POSITION APPROACH CATEGORY94 KEAS Landing Flaps Category B118 KEAS withIce Protection ON

Landing Flaps Category B

6.5 Circling Approaches

A minimum of 115 KEAS for all circling approaches with flaps set in the takeoff position is used in training by EAC and is recommended by the FSB during the circling maneuver. On the turn to final, the flaps should be set to landing and the aircraft should be slowed to the recommended VREF speed.

Single engine circling maneuvers may be trained and checked at the discretion of the training provider and/or examiner based on weight, altitude, temperature and conditions of flight. For

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the related airplanes with FIKI approval, the circling approach speed will increase significantly with ice protection ON.

When determining circling approach minima, all approach minimums are based on the highest airspeed used during the circling maneuver. This will ensure that the aircraft has adequate obstacle clearance in the maneuvering area. The minimum visibility for circling maneuvers is listed in the following table and increases with airspeed due to the increase in circling approach radii.

SPEED/CATEGORY VISIBILITY IN STATUTE MILESLess than 91 Knots/Cat A 1 Mile91 to 120 Knots/Cat B 1 Mile121 to 140 Knots/Cat C 1 and ½ Miles141 to 165 Knots/Cat D 2 Miles165 Knots and Above/Cat E 3 Miles

6.6 Landings

The FSB found no unusual landing characteristics in the EA-500. The AFM lists an aircraft speed at touchdown (VTD) for landings in an airspeed range of 72 to 78 KEAS depending on weight. Short field landings are accomplished in the same manner as normal landings.

The FSB agrees that all landings should be at a slow airspeed since there are no drag devices on the EA-500 other than flaps and brakes, and the brakes do not have anti-skid protection. However, the FSB also recommends that the VTD airspeed should be balanced with operational safety, and points out that the margin above a stall at VTD is only a few knots.

The recommended VREF and VTD airspeeds for the EA-500 are listed in the following table, based on the landing weight of the aircraft. These airspeeds are listed in the EA-500 AFM.

LANDING WEIGHT VREF VTD5,600 Lbs. 94 KEAS 78 KEAS5,000 Lbs. 89 KEAS 76 KEAS4,500 Lbs. 85 KEAS 74 KEAS4,000 Lbs. 80 KEAS 72 KEAS

Due to the significant increase in landing airspeeds with all ice protection ON, the following table lists the recommended airspeeds during landing and touchdown.

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LANDING WEIGHT VREF VTD5,600 Lbs. 118 KEAS 104 KEAS5,000 Lbs. 112 KEAS 98 KEAS4,500 Lbs. 106 KEAS 93 KEAS4,000 Lbs. 100 KEAS 88 KEAS

Careful consideration should be given to landing with ice protection equipment ON due to the greatly increased landing distances due to the higher VREF and VTD airspeeds.

REJECTED LANDINGS – Rejected landings can be trained and checked with two engines operative, or one engine inoperative, following the procedures established by EAC, or other training provider.

NO FLAP APPROACHES – No Flap approaches and landings were evaluated by the FSB and can be safely accomplished during training and checking. It is important to note that the final approach speed with flaps in the UP position is Vref + 20, which equates to an approach speed of 113 KEAS and substantial runway length needed to safely stop the aircraft after landing.

6.7 Inflight Maneuvers

STEEP TURNS – Steep turns must be trained and checked at less than 180 knots, the established maneuvering speed (VO) of the EA-500 at maximum takeoff weight. It is recommended that 170 knots be used as target airspeed for steep turns, with a power setting of 70% to 80% N1, depending on aircraft weight, altitude and atmospheric conditions.

STALLS – The EA-500 was found to have adverse stall characteristics during flight testing leading to type certification. As a result, a stick pusher system was installed to mitigate these characteristics in order to achieve certification under 14 CFR Part 23.

The EA-500 has no unusual stall characteristics if stall recovery is initiated at the first indication of a stall, which is well above an aerodynamic stall. The stall speed in the clean configuration, at maximum takeoff weight with 0 degrees angle of bank is 95 KEAS. In the landing configuration, with gear and flaps fully extended, at maximum landing weight, with 0 degrees of bank, the stalling speed is 73 KEAS. The FSB noted that stall recovery can be completed with minimal altitude loss if initiated at the first indication of a stall, which is the aural stall warning and the stall warning visual indication on the PFDs.

An aerodynamic stall occurs at the same approximate airspeed as stick pusher activation. The aircraft stick pusher system will activate if the sidestick is held in the aft position and recovery is not made at the first indication of a stall. If the stick pusher activates, the loss of altitude during the stall recovery will be 300 to 400 feet. As a consequence, flight crews, training personnel and evaluators should be aware of the consequences of low altitude stalls.

19


On the related airplane with FIKI approval and Avio NG 1.5 upgrades, the stall speed in the clean configuration at maximum takeoff weight with all ice protection ON is 124 KEAS. In the landing configuration at the maximum landing weight with all ice protection ON, the stall speed is 92 KEAS. With ice protection ON, the recovery from a stall, with stick pusher activation, the aircraft could lose as much as 400 to 500 feet of altitude.

UNUSUAL ATTITUDES – Unusual attitudes may be trained and checked in the aircraft as long as the induced pitch and bank remain within the parameters for non-acrobatic flight.

EMERGENCY DESCENTS – It is recommended that emergency descents during training and checking in the aircraft be accomplished at a maximum descent speed of 250 KEAS rather than 285 KEAS, which is the airplane VMO and the speed specified in the AFM emergency procedures.

ENGINE SHUTDOWNS IN FLIGHT – For an intentional engine shutdown in flight, the throttle of the selected engine should be at idle and the engine selector switch on the overhead panel should be selected to OFF. An airspeed allowing for a successful engine air start should be maintained for the weight/altitude/temperature condition as illustrated in the Engine Air Start Envelope in Section 3 of the AFM and the QRH. It is important to emphasize that the FADEC automatic start abort features are disabled in flight.

After shutdown, the engine ITT should be permitted to cool to 100 degrees C before attempting a restart. An engine warm-up period after a restart in the training and checking environment is not addressed in the AFM or Eclipse flight training manuals.

SIMULATED ENGINE FAILURES – It is recommended that simulated engine failures be accomplished with the use of the throttle unless the aircraft is at least 3,000 feet above ground level (AGL) near a suitable airport. Since the EA-500 has no published V1 speed, no intentional engine failures should be completed less than 500 feet AGL, to follow current practices in other multiengine airplanes certificated under 14 CFR Part 23.

NOTE: EA-500 airplanes are operating in several different configurations and will be for some time. It is important for inspectors to understand the operational capabilities of the individual aircraft based on installed equipment and the applicable 14 CFR operating rule.

7. FSB SPECIFICATIONS FOR TRAINING

7.1 Initial Type Rating Training in the EA-500

An applicant for an EA-500 type rating at the ATP certificate level must meet the training requirements of 14 CFR Section 61.157 (b) or (c). For the addition of an EA-500 type rating to a pilot certificate other than at the ATP level, an applicant must meet the training requirements of the applicable sections of 14 CFR Section 61.63 (d) or (e). All initial training

20


for the purpose of obtaining an EA-500 type rating in the base airplane is at Level E with the hours recommended in the table below.

EA-500 BASE AIRPLANE TRAINING HOURSAircraft Systems Ground Training Number Not RecommendedSystems Integration Training 6.0 HoursFlight Training 16.0 Hours

7.2 Ground Training

The FSB evaluated the ground portion of the Eclipse EA-500 type rating program and recommends no minimum number of training hours. The FSB recommends that the number of ground training hours for the initial EA-500 type rating program be evaluated as necessary by the appropriate jurisdictional FSDO when approving training programs. Ground training for the EA-500 in the following subject areas is required:

a. Single Pilot Crew Resource Managementb. Risk Assessmentc. AFM Reviewd. Aircraft Limitationse. Aircraft Performance, Performance Airspeeds and Flight Profilesf. Weight and Balanceg. Aircraft Maintenance and use of MMELh. Aircraft General Descriptioni. Avio Integrated Avionics Suitej. Aircraft Computer Systemk. Air Data System and AHRSl. Aircraft Engines, FADEC and APRm. Electronic Power Distribution Systemn. PFD Displays and Controlso. MFD Displays and Controlsp. CAS Messaging Systemq. System Synoptic Pagesr. Warning Systems and Takeoff Configuration Protections. Flight Controlst. Auto Flight Systemu. Landing Gear and Brakesv. Fuel Systemw. Pneumaticsx. Pressurization Systemy. Air Conditioningz. Oxygen Systemaa. Ice and Rain Protectionbb. Fire Protection System

21


cc. Preflight Proceduresdd. Normal Proceduresee. Abnormal and Emergency Proceduresff. Generator, ACS, or Flight Bite Data Bus Failuresgg. ETT Modification Differenceshh. Avio NG Avionics System Differencesii. ADF Systemjj. DME Systemskk. Optional Systems Operation Including Weather Radar, TAS and TAWSll. Operations Into Known Icingmm. Garmin 400W Long Range Navigation Systemnn. Use of TOGA System

7.3 Systems Integration Training (CPT, FTD, Simulator or Aircraft)

The FSB recommends systems integration training in an approved CPT, FTD, simulator, or aircraft for all pilots undergoing training. These modules may be integrated in the type rating program during ground training at the discretion of EAC, or other training provider, and should include an emphasis on the following tasks:

a. PFD/MFD Preflight Setupb. Cockpit Checklist Flowc. Instrument Approach Tuning and Setupd. Communication Tuning and Setupe. Analysis of System Synoptic Pagesf. Use of Keyboard if Installedg. CAS Messaging Systemh. Setup of the Autopilot Control Panel (ACP)i. PFD Flight Mode Annunciationsj. Abnormal and Emergency Proceduresk. Use of Composite Model. ACS, ADC, Generator and Flight Bite Data Bus Failuresm. Avio NG Avionics System Differencesn. Optional Systems Operation Including Weather Radar, TAS, TAWSo. Use of Ice Protection Equipmentp. Programming of Garmin 400W Long Range Navigation System

7.4 Flight Training (Approved Simulators or Aircraft)

Flight training for all pilots enrolled in the EA-500 type rating course in the airplane or simulator should include the following:

a. Exterior Preflight Inspectionb. Cockpit/Cabin Setupc. Aircraft Systems Tests and Checks

22


d. Before Takeoff Procedurese. Pitch Attitude, Power Settings and Airspeed Combinationsf. Basic and Advanced Flight Maneuvers Required for EA-500 Practical Testg. Aircraft Traffic Pattern Operationsh. Departure and Arrival Proceduresi. Instrument Approaches, Missed Approach Procedures and Holdingj. Engine Shutdown and Restartk. Single Engine Approach and Landing from Precision/Non-Precision Approachesl. Circling Approach Proceduresm. Single Engine Missed Approachesn. No Flap/Partial Flap Landingso. Enroute and High Altitude Operationsp. Loss of Pressurization and Use of Oxygenq. Emergency Descentsr. Abnormal and Emergency Proceduress. Specific Avionics System Emergenciest. Loss of MFD/PFDu. Optional Systems Operations including Weather Radar, TAS and TAWSv. Operation of Ice Protection Equipmentw. Use of TOGA Switchx. Programming and use of Garmin 400W Long Range Navigation System

7.5 Special Emphasis Training

Special emphasis training includes systems, procedures, or other training elements that are unique to the aircraft and should be given a higher degree of emphasis than regular training. The FSB has identified the following training items that are either unique to the EA-500, based on installed systems and equipment, or are important because of operational aspects associated with a single pilot crew, or flight crews with a low level of prior operating experience.

7.5.1 Ground Training

a. High Altitude Physiologyb. Donning of Oxygen Masksc. Single Pilot Resource Management, Risk Assessment and Risk Managementd. Relationship of the ACS, FADEC, Avionics System and Electronic Power

Distribution Systeme. Relationship of Electronic Buses and Data Busesf. Abnormal and Emergency Procedures, Focusing on Avionics and Electronic

Power Distribution Systemsg. Stick Pusher Systemh. Emergency Gear Systemi. Use of Alternate Trimj. Operations in Known Icing Conditions

23


7.5.2 Systems Integration Training (CPT, FTD, Simulator, or Aircraft)

a. Use of PFD, MFD and Composite Modeb. Setup of the Flight Director and Autopilot Control Panelc. Use of Keyboard if Installedd. Avio System Integration Training e. CAS Logic and Abnormal Procedures Trainingf. Avionics System Abnormal and Emergency Proceduresg. Donning of Oxygen Masksh. Use of Alternate Trimi. Use of Ice Protection Equipment

7.5.3 Flight Training (Approved Simulator or Aircraft)

a. Use of PFD, MFD and Composite Modeb. Instrument Approaches with PFD/MFD in Composite Modec. Use of CAS Messaging Systemd. High Altitude Single Pilot Operationse. Loss of all DC Power and Effect on the Aircraft and the FADEC Systemf. Other Electrical System Malfunctionsg. Donning of Oxygen Masksh. Use of Emergency Gear Systemi. Stick Pusher Systemj. Use of Alternate Trimk. Operations in Icing Conditions Including Handling Qualities and Performancel. High Speed Approaches at Airports with High Levels of Air Carrier Traffic

7.6 Special Flight Characteristics in Training

The FSB has identified three special flight characteristics in the EA-500 that all training providers and flight crews should be aware of and consider during training.

7.6.1 The first special characteristic is the stick pusher system. The FSB recommends that all pilots in the EA-500 training program practice and demonstrate this system in flight, or in a simulator, and understand that an altitude loss in a stall can be significant if the stick pusher activates. An evaluation of this system while performing a stall in the clean configuration indicated that the aural and visual stall indication occurred at 100 KEAS, and the stick pusher activated at 92 KEAS. The resultant loss of altitude in the stall recovery was 300 feet. In the landing configuration, the altitude loss was 300 to 400 feet with stick pusher activation.

7.6.2 The second special characteristic is that the EA-500 engines cannot be shut down in the event of a total loss of electrical power. With both generators off line and all battery power depleted, the engines cannot be shut down with the engine selector switches or fire/armed switches. The EA-500 engine thrust will be fixed at the last requested fuel flow setting based

24


on thrust lever angle (TLA) used at that time. Although this situation is adequately covered in the AFM emergency procedures, it merits being listed as a special flight characteristic. If this emergency occurs in flight, the aircraft must be landed before battery power is depleted.

7.6.3 The third special characteristic for training providers involves changes in aircraft performance with the ice protection equipment ON. There is a zero climb performance at 15,000 feet with all engines operating and ice protection equipment ON. If one engine fails with ice protection equipment ON, the aircraft may be unable to climb as low as 5,000 feet.

If a pilot makes a takeoff following recommended speeds with ice protection equipment ON, retracts the gear and sets the flaps to the UP position, the margin above a stall could be as low as five knots. Training providers should be aware that all operational airspeeds are increased substantially with ice protection equipment ON and are adjusted on the airspeed tape.

Inadvertent use of the windshield heat in the HIGH mode setting during takeoffs and landings may result in the inability of the pilot to safely land the aircraft due to windshield distortion.

7.7 Differences Training

All differences training in the related models of the EA-500 should be accomplished in accordance with the MDR table in Appendix B and the ODR tables in Appendix C of this report and the differences tables below. The following table lists the recommended training times for differences training for related airplane models equipped with the Avio NG 1.0 upgrades and the ETT modification.

RELATED AIRCRAFT DIFFERENCES TRAINING HOURSEA-500 with ETT Modification 1.0 Hours GroundEA-500 with Avio NG 1.0 Upgrades 5.0 Hours GroundEA-500 with Avio NG 1.0 Upgrades 2.0 Hours Systems Integration

The following table lists the recommended training times for differences training for the related EA-500 model equipped with the Avio NG 1.5 upgrades and FIKI approval.

RELATED AIRCRAFT DIFFERENCES TRAINING HOURSEA-500 with FIKI Approval 3.0 Hours GroundEA-500 with Avio NG 1.5 Upgrades 3.0 Hours GroundEA-500 with Avio NG 1.5 Upgrades 3.0 Hours Systems IntegrationEA-500 with Avio NG 1.5 Upgrades 2.0 Hours Level 6/7 FTD, Level A/B

Simulator, or Higher, or the Aircraft

8. FSB SPECIFICATIONS FOR CHECKING

8.1 Checking – General

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8.1.1 All EA-500 type rating certifications will be administered in accordance with the Airline Transport Pilot/Type Rating PTS current revision.

8.1.2 Initial and recurrent aircraft competency and instrument-proficiency checks will be completed in accordance with 14 CFR 91.1065 and 91.1069 for pilots employed by fractional ownership operators and in accordance with 14 CFR 135.293 and 135.297 for pilots employed by air carriers.

Satisfactory completion of an ATP practical test in the EA-500, or the addition of an EA-500 type rating to an existing ATP certificate, may be simultaneously credited for a competency check or instrument-proficiency check, as applicable, in accordance with 14 CFR Part 135 or Subpart K of Part 91, for pilots who have completed the air carrier’s, or fractional ownership company’s approved training program.

8.1.3 No-Flap landings may be evaluated in the aircraft and are required by FAA Order 8900.1 for 14 CFR Part 135 PIC checks. Partial or no-flap landings are also required by the Airline Transport Pilot/Type Rating PTS. If checked in the aircraft, the examiner or FAA Inspector must be attentive to the flight crew’s airspeed control and available runway length and surface condition. FAA Order 8900.1 allows the examiner or inspector to accept a no-flap landing without an actual touchdown for Part 135 PIC checks if, in their opinion, a safe touchdown and landing to a full stop could be made.

8.1.4 Pilot-in-Command Proficiency Checks, required by 14 CFR Section 61.58, will also be administered in accordance with the ATP/Type Rating PTS.

8.1.5 Examiners should note that several practical tests for certificates with multiengine privileges require an aircraft that has a published VMC speed. If these certifications are completed in the EA-500, or qualified simulator, there will be a limitation “Limited to Center Thrust” placed on the airman certificate.

8.2 Special Emphasis Checking Requirements

8.2.1 As a general practice, the FSB recommends that examiners not pull ECBs during the administration of a practical test since pulling certain ECBs may induce the unwanted loss of other equipment due to the complexity of systems integration in the EA-500.

However, there is one exception that the FSB evaluated, which will be used in training and during checking by examiners. Since there is no method to simulate the loss of the MFD and use of the PFD composite mode, the FSB evaluated securing the MFD by pulling the two MFD ECBs and found there is no detrimental affect on other aircraft systems and equipment. This allows the pilot to operate the aircraft in the composite mode using the left PFD with the loss of the MFD screen only. Resetting the two ECBs will quickly restore the MFD.

8.2.2 Activation of the emergency gear system should not be accomplished in the aircraft during checking. If the emergency gear system is activated, the landing gear may not be

26


operated normally and the aircraft must be landed and inspected in accordance with the EA-500 Airplane Maintenance Manual.

8.2.3 Due to automatic APR functions, when closing one or both throttles during takeoff and immediately resuming takeoff with full power, the APR is ON. Examiners must remember to reset the APR to the AUTO position on the engine synoptic page when any aborted takeoff scenario is completed.

8.2.4 Completing an actual engine shutdown and restart in flight disables the FADEC automatic start abort feature. For practice engine restarts, examiners must monitor all engine restart indications and must be prepared to manually shut down the engine before any limitations are exceeded. Additionally, after shutdown the engine ITT should be permitted to cool to 100 degrees C before attempting a restart.

8.2.5 All applicants for an EA-500 type rating should demonstrate one stall to the point of activation of the aircraft stick pusher system to ensure they understand the system and can safely recover the aircraft.

8.2.6 All examiners and check airmen, who administer type rating certifications or other flight evaluations in related aircraft with FIKI approval, should be aware of the performance differences with all ice protection equipment ON.

8.3 Checking Differences

Differences checking requirements between the base model and related models are specified in the MDR table in Appendix B and the ODR tables in Appendix C of this Report.

9. FSB SPECIFICATIONS FOR CURRENCY

9.1 Recurrent Training

Recurrent training is mandatory for all pilots operating the EA-500 and may be completed in accordance with the EAC training program; the air carrier or fractional ownership operator’s approved training program, or the approved training program of other training providers.

Differences currency requirements between the base EA-500 and the related models are listed in the MDR table and ODR tables included in Appendix B and C of this Report.

9.2 Landing Currency

Landing currency will be maintained or reestablished in accordance with the operator’s approved training program, or the requirements of 14 CFR Parts 61.55, 61.56, 61.57, 61.58 or 135.247, as applicable.

27


PIC landing currency will apply equally whether the pilot holds an EA-500 or EA-500S type rating on their airman certificate.

10. FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS

All requests for the use of training devices or flight simulators in an operator’s training program, or at a Part 142 approved training center, Part 141 approved school, or other training provider, should be addressed to the appropriate FSDO. Requests for device or simulator approval should be made through the POI. Guidance is available in AC 120-40B, AC 120-45A and FAA Order 8900.1. POIs should seek additional assistance through the FAA’s National Simulator Program (NSP) Office.

The training, checking, and currency requirements of 14 CFR Part 61, Part 91 Subpart K and Part 135, as well as the ATP/Type Rating PTS, allow partial or full credit for the use of approved training devices and flight simulators.

11. MASTER DIFFERENCE REQUIREMENTS (MDRs)

MDRs are requirements applicable to crew qualification, which pertain to differences between the base aircraft and related type(s). MDR requirements apply when differences between a base aircraft and a related aircraft, or differences between two related aircraft, affect flight crew knowledge, skills, or abilities related to flight safety at differences levels of Level A or greater.

The MDR Table for the EA-500 base aircraft and related aircraft is depicted in Appendix B of this FSB Report.

12. OPERATOR DIFFERENCE REQUIREMENTS (ODRs) TABLES

12.1 ODRs – General

ODRs are operator-specific requirements necessary to address differences between a base aircraft and one or more related aircraft in a transition or differences training program that lists compliance methods relative to training, checking and currency. ODR tables consist of design, maneuver and system difference tables.

12.2 ODR Methods, Devices and Equipment Table

Proposed training differences by an applicant (training provider) are expressed in Difference Levels A through E in the proposed ODR tables. Guidance to training providers for

28


completing ODR tables is included in AC 120-53A and the table below, which describes the minimum training methods, devices, and equipment for each differences level.

DifferenceLevel

Difference Level Definition

Methods Devices or Simulators (1)

A Self Instruction BulletinsManual RevisionsHandout Material

------------------------------

B Aided Instruction Slides/Video TapesStandup Instruction

Computer-Based Training------------------------------

C System Devices---------------------------------------

Training DevicesLevel 2/3/4/5

Full Task ComputerBased Instruction (2)

D Maneuver Devices---------------------------------------

Training DevicesLevel 6/7 (3)

E Simulator C/D or Aircraft --------------------------------------

-

Simulator C/DOr Aircraft

(1) Training level and simulator definitions are as specified by applicable ACs.(2) Training device levels 3/4/5 typically include cockpit procedure trainers, cockpit system simulators and similar devices.(3) Training device 6/7 or simulator A/B typically includes fixed-base simulators or visual simulators.

12.3 Eclipse EA-500 ODR Tables

12.3.1 ODR tables are an acceptable means to comply with MDR requirements based on those differences and the compliance methods shown. For operators providing transition or differences training from the base EA-500 to all related models, the ODR tables in this FSB Report are acceptable and may be approved by POIs for a specific operator.

12.3.2 The ODR tables, submitted by Eclipse Aviation, address proposed training, checking and currency differences when flight crews are trained and/or qualified in the EA-500 and are transitioning to the EA-500 related aircraft. ODR tables for flight crews transitioning from the EA-500 related models to the EA-500 base aircraft were not available at the time the FSB was completed, but were considered by the FSB and have been appropriately addressed in the MDR table in Appendix B of this Report.

12.4 The ODR tables in this Report are not the only acceptable means of compliance. Operators, who wish to establish a different means of compliance, must request FAA approval

29


through their assigned POI for ODR tables unique to their fleet. The POI should coordinate this action with the FSB chairman and AFS-200.

ODR tables are included in Appendix C of this FSB Report.

13. MISCELLANEOUS

13.1 Proving tests

Proving tests, which may be required of an operator to comply with the requirements of 14 CFR Section 135.145, should be conducted in accordance with FAA Order 8900.1, Volume III, Chapter 29.

13.2 Forward Observer Seat

A forward observer seat on or near the flight deck, equipped with a headset or speaker, is required to be provided for use by the Administrator during enroute inspections by 14 CFR Section 135.75 (b) and for the administration of flight tests leading to pilot certification or operating privileges. On small jet aircraft type certificated in accordance with 14 CFR Section Part 23, there generally is no available space for the installation of a jump seat that will meet the intent of the applicable regulations.

The right cockpit seat is the primary seat in the EA-500 that will substitute as a jump seat for the purposes of the FAR cited above. If the right pilot seat is occupied, an inspector will be required to sit in the nearest available seat in the cabin to perform enroute inspections or to administer a flight check if communications, oxygen, adequate lighting and ventilation are available.

14. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST

The Aircraft Regulatory Compliance Checklist is of benefit to the FAA Certificate Holding District Office (CHDO) and assigned principal inspectors, because it identifies regulatory and operational requirements for which compliance has already been demonstrated to the FAA for a particular type aircraft or variant model. It is the responsibility of the CHDO to review compliance with FAA rules, policies and processes not covered by the Regulatory Compliance Checklist before the EA-500 is introduced into commercial service.

The original FSB completed an evaluation of N126DJ, Serial Number 00002, to determine operational compliance with the appropriate sections of 14 CFR Section Parts 91 and 135. The attached checklist, Appendix A, provides the FSB findings.

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15. ALTERNATE MEANS OF COMPLIANCE TO THIS REPORT

The FSB chairman should be consulted by a POI when alternate means of compliance, other than those specified in this report, are proposed. The FAA General Aviation and Commercial Division, AFS-800, or the FAA Air Transportation Division, AFS-200, must approve alternate means of compliance. If an alternate means of compliance is sought, operators will be required to submit a proposed alternate means for approval that provides an equivalent level of safety to the provisions of AC 120-53A and this FSB Report. Analysis, demonstrations, proof of concept testing, differences documentation, and/or other evidence may be required.

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APPENDIX A - AIRCRAFT REGULATORY COMPLIANCE CHECKLIST, ECLIPSE EA-500

14 CFRSection

Para. /Sub Para.

Requirement Compliance Remark FSB Finding

91. 9 (a) Compliance with Flight Manual, Markings, and Placard Markings

Eclipse EA-500 will have an FAA-Approved AFM and appropriate FAA-Approved Markings and Placards.

AFM Section 2 Limitations Placards & Marking Interior/Exterior.

Aircraft is in compliance. All placards required by 14 CFR Part 23 and depicted in the AFM, Section 2, are affixed to the aircraft.

91. 9 (b)(1) Availability of Current Airplane Flight Manual (AFM) in Aircraft

The EA-500 FAA-Approved AFM will be issued with each A/C. A revision section is included for updates to the AFM.

Eclipse Aviation will be responsible for AFM revisions.

Current AFM is available on the aircraft.

91. 9 (c) Identification of Aircraft in Accordance with 14 CFR 45

The EA-500 will have proper identification as required by 14 CFR 45.11(a) and (b).

AFM Section 2 exterior aft left identification metal plate is affixed to the fuselage.

Aircraft Type Certificate Data Plate is affixed to the fuselage.

91.189 (a)(3) Category II and III Instruments and Flight Guidance System

EA-500 will not be seeking Cat II or III at TC.

This requirement is an operator responsibility.

Does not apply.FSB concurs.

91.191 (a)(1) Category II and Category III Manual

EA-500 will not be seeking Cat II or III at TC. .


Does not applyFSB concurs.

91.203 (a)(1), (b) Valid Airworthiness Certificate, Flight Permit, Registration Certificate.

EA-500 will have a valid Airworthiness Certificate at TC.

The Airworthiness Certificate will be displayed at the cabin so it is legible to passengers and crew.

Registration Certificate and Airworthiness Certificate are on the aircraft.

A-1


14 CFRSection

Para. /Sub Para.


91.203 (c) Fuel Tanks in the Passenger/Baggage Compartment

EA-500 will not have this configuration.

This is an operator responsibility.

Does not apply.FSB concurs.

91.203 (d) Fuel Venting and Exhaust Emissions Requirements

EA-500 aircraft are compliant for fuel venting and exhaust emissions as required by FAR 34.

EA 500 is compliant with 14 CFR 34.11 & 34.21.

Aircraft is in compliance.FSB concurs.

91.205 (a) Powered Civil Aircraft with Standard Category U.S. Airworthiness Certificates: Instrument and Equipment Requirements: General

EA-500 will be equipped and delivered for Day/Night VFR/IFR single pilot operations.

AFM Section 2 Limitations Operating/Maneuver Limitations and Kinds of Operations.

Aircraft is in compliance.

91.205 (b) Day VFR Instruments and Equipment

EA-500 will meet the requirements of 14 CFR 91.205(b) 1 thru 16.

AFM Section 2 Limitations Kinds of Operations.

Aircraft has the equipment required for day VFR operations.

91.205 (c) Night VFR Instruments and Equipment

EA-500 will meet the requirements of 14 CFR 91.205(c) (1) thru (5).


Aircraft meets the regulatory standard for night lighting requirements.

91.205 (d) IFR Instruments and Equipment

EA-500 will meet the requirements of 14 CFR 91.205(d) (1) thru (9).


Aircraft has three attitude indicators, but no rate of turn indicator. Aircraft is in compliance.

91.205 (e) Flight at and above FL240 Equipment Requirements

EA-500 will meet the requirements of 14 CFR 91.205(e).

AFM Section 7 Electronic Flight Instrument System Section 2 Limitation Navigation/FMS.

Aircraft has either a traditional DME or a synthetic DME, which operates off a GPS data base, available for installation. Aircraft is in compliance.

A-2


14 CFRSection

Para. /Sub Para.


91.205 (f) Category II Operations Instruments and Equipment

EA-500 will not be equipped for CAT II operations at TC.


Aircraft is not equipped for Cat II Operations. FSB concurs.

91.205 (g) Category III Operations Instruments and Equipment

EA-500 will not be equipped for CAT III operations at TC.


Aircraft is not equipped for Cat III Operations. FSB concurs.

91.207 (a)(1) Emergency Locator Transmitter

EA-500’s ELT will meet the requirements of 14 CFR 91.207(a) (1).

AFM Section 7 Description and Operation Instrument Panel Section 7 Electronic Flight Instrument Systems.

Installation meets the regulatory requirements.

91.209 Aircraft Lights EA-500 will meet the requirements of 14 CFR 91.209 (a) (1) (2) (i) (ii).

AFM Section 7 Description and Operation Lighting System.

Aircraft is equipped in accordance with regulatory requirements.

91.211 (a) Supplemental Oxygen: General

EA-500 will have a supplemental oxygen system.

AFM Section 2 Limitation and Section 7 Oxygen System.

Aircraft has an oxygen system installed. FSB concurs.

91.211 (b) Supplemental Oxygen: Pressurized Cabin Aircraft

EA-500’s oxygen system will meet 14 CFR 91.211(b) requirements.

AFM Section 7 Description and Operation Oxygen System.

Aircraft has an oxygen system installed. FSB concurs.

91.213 (a) Inoperative Instruments and Equipment: Approved Minimum Equipment List

EA-500 will have an approved MMEL.

EA-500 MMEL. A master minimum equipment list (MMEL) has been developed for the EA-500 airplane through a flight operations evaluation board (FOEB).

A-3


14 CFRSection

Para. /Sub Para.


91.215 (a) ATC Transponder and Altitude Reporting Equipment and Use

EA-500 will have an ATC transponder and altitude reporting equipment that meets TSO-C112 (Mode S) requirements.

AFM Section 7 Description and Operations Electronic Flight Instrument System.

Aircraft has two transponders installed.

91.215 (b), (c) and (d)

Transponder Operation EA-500 ATC Transponder will be operated in accordance with 14 CFR 91.215 (b) (c) and (d).

AFM Section 4, Normal Procedures; Section 3 Emergency Procedures. This requirement is an operator responsibility.

Aircraft has two transponders installed. Usage is flight crew responsibility.

91.217 (a) Data Correspondence Between Automatically Reported Pressure Altitude Data and the Pilot’s Altitude Reference: ATC Directed Deviation


AFM Section 7, Description and Operation Electronic Flight Instrument System Air Data System EA-500 Maintenance Manual.

Flight crew responsibility.FSB concurs.

91.217 (b) Encoded Altitude Accuracy This requirement is an operator responsibility.

EA-500 Maintenance Manual and Maintenance Fault Reporting Manual.

FSB concurs.

91.217 (c) Altimeter-Encoding Equipment Specifications

EA-500’s altimeters and digitizers will meet the standards in TSO-C10b and TSO-C88.

EA-500 Maintenance Manual and Maintenance Fault Reporting Manual.

FSB concurs.

91.219 (a), (b) Altitude Alerting System or Device: Turbojet-Powered Civil Airplanes

EA-500 will have an altitude alerting system.

AFM Section 7, Description and Operations Electronic Flight Instrument System Air Data System.

The EA-500 has an altitude alerting system installed.

91.221 (a), (b) Traffic Alert and Collision Avoidance System Equipment and Use

EA-500 will be equipped with a Traffic Alert System (TAS).

AFM Section 7, Description and Operations Electronic Flight Instrument System.

The EA-500 has a traffic alert system (TAS) available for production models.

A-4


14 CFRSection

Para. /Sub Para.


91.223 (a) Terrain Awareness and Warning System: Equipment Installation

This requirement applies to turbine-powered aircraft that are configured with six or more passenger seats excluding any pilot seat.

Later production EA-500 aircraft will have TAWS.

Not required by 14 CFR. A terrain awareness and warning system (TAWS) is available for production models.

91.223 (c) Airplane Flight Manual Procedures

This requirement is a manufacturer responsibility.

AFM Supplement will be provided to each operator

AFM Supplement must be made available to each owner operator if TAWS is installed.

91.223 (d) Exceptions This requirement applies to turbine- powered airplanes that are configured with six or more passenger seats excluding any pilot seat.

Not applicable since the EA-500 does not have to install a TAWS.

91.409 (a), (b) and (c)

Inspections This requirement is an operator responsibility

Aircraft Maintenance Manual and ICA documents will be provided to the operator.

FSB concurs.

91.409 (d) Progressive Inspections This requirement is an operator responsibility.


FSB concurs.

91.409 (e), (f) and (g)

Turbojet Multiengine Airplanes This requirement applies to all multiengine turbojet airplanes.

Aircraft Maintenance Manual and ICA.

This section does apply to multiengine turbojet airplanes. Eclipse has established maximum life cycles and hours for the EA-500. Operator selects the maintenance program.

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91.409 (h) Changes in Inspection Programs



FSB concurs.

91.411 Altimeter System and Altitude Reporting Equipment Tests and Inspections



Operator responsibility.FSB concurs.

91.413 ATC Transponder Tests and Inspections




91.415 Changes to Aircraft Inspection Programs




91.417 Maintenance Records This requirement is an operator responsibility.


Operator responsibility.FSB concurs.Eclipse Aviation is required to comply as an operator of the EA-500.

91.419 Transfer of Maintenance Records




91.421 Rebuilt Engine Maintenance Records




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91.503 (a)(1) Flying Equipment and Operating Information: Flashlights

EA-500 will come equipped with 2 LED X5 Flashlights.


FSB concurs.

91.503 (a)(2) Cockpit Checklist EA-500 aircraft will have normal & emergency paper checklists.

AFM Section 4, Normal Procedures; Section 3, Emergency Procedures. This requirement is an operator responsibility.


91.503 (a)(3) and (a)(4)

Aeronautical Charts EA-500 will require use of en route, terminal and approach letdown charts.

AFM Section 7, Description and Operations AVIO/Flight Instruments. This requirement is an operator responsibility.


91.503 (a)(5) One Engine Inoperative Climb Performance Data

EA-500 AFM will have one engine climb performance data.

AFM Section 5, Performance.

One engine climb performance data is available in Section 5 of the AFM.

91.503 (b) and (c) Cockpit Checklist Contents EA-500 checklist will comply with 14 CFR 91.503 (b) (c).

AFM Section 4, Normal Procedures; Section 3, Emergency Procedures. This requirement is an operator responsibility.

EA-500 cockpit checklist is satisfactory.

91.503 (d) Use of Data by Crew EA-500 AFM will provide charts and data required by 14 CFR 91.503 (d).

AFM Section 5, Performance. This is an operator responsibility.

Flight crew responsibility.FSB concurs.

91.507 Equipment Requirement: Over the Top, or Night VFR Operations

EA-500 will be equipped as required by 14 CFR 91.507.

AFM Section 7, Descriptions and Operations AVIO/Flight Instruments and Lighting System.

Aircraft is equipped as required.

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91.509 (a), (b), (d) and (e)

Survival Equipment for Overwater Operations

EA-500 will offer customer options to comply with 14 CFR 91.509 (a), (b), (d), and (e).


Aircraft not equipped for overwater operations.Operator responsibility.FSB concurs.

91.511 (a)(1) and (a)(2)

Radio Equipment for Overwater Operations

EA-500 will offer customer options to comply with 14 CFR 91.511 (a) (1) and (a) (2).


Aircraft not equipped for overwater operations.Operator responsibility.FSB concurs.

91.513 Emergency Equipment EA-500 will be equipped with the applicable emergency equipment required by 14 CFR 91.513.

AFM Section 7, Description and Operation, Cabin Features, Doors, Windows and Exits. This requirement is an operator responsibility

This is an operator responsibility.FSB concurs.

91.517 Passenger Information EA-500 Approved AFM will provide procedures to PIC as per 14 CFR 91.517 (b), (d), (e).

AFM Section 4, Normal Procedures. This requirement is an operator responsibility.

Operator responsibility based on seating density of aircraft and operating rule.

91.519 Passenger Briefing EA-500 Approved AFM will provide procedures to PIC as per 14 CFR 91.519.

AFM Section 4, Normal Procedures. This requirement is an operator responsibility.


91.521 Shoulder Harness EA-500 will be equipped with Shoulder Harness that meets the requirements specified in 14 CFR 25.785.

AFM Section 7 Description and Operations Cabin Features Section 4 Normal Procedures.

Applies to transport category aircraft. The EA-500 complies with the requirement for shoulder harness.

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91.525 Carriage of Cargo EA-500 FAA Approved AFM procedures meet the requirements of 14 CFR 91.525(a) and (b).

AFM Section 4 Normal Procedures Section 2 Limitations This requirement is an operator responsibility

EA-500 has an approved cargo storage area.Operator responsibility.

91.527 Operating in Icing Conditions EA-500 will not be approved for flight in known icing conditions at TC.

AFM Section 2, Limitations; Section 4, Cold Weather Operations. Operator responsibility.

EA-500 is approved for flight into known icing conditions. Individual aircraft may not have FIKI approval.Flight crew responsibility for compliance with operating rule.

91.603 Aural Speed Warning Device EA-500 will be equipped with an aural speed warning that complies with 14 CFR 25.103.

AFM Section 7, Description and Operations; Section 2, Limitations.

Not required by 14 CFR, but is installed on the EA-500.

91.605 Transport Category Civil Airplane Weight Limitations

EA-500 FAA Approved AFM has appropriate Section that meets 14 CFR 91.605.

AFM Section 2, Limitations; Section 6, Weight and Balance Section 5, Performance.

Does not apply to the EA-500, but Eclipse Aviation has agreed to comply.

91.609 Flight Recorders and Cockpit Voice Recorders

This requirement only applies to transport category airplanes.

Does not apply. Equipment will not be installed on the EA-500.

91.609 (a) Operation with Inactive Flight Data Recorder or Cockpit Voice Recorder by Air Carriers and Commercial Operators


Not applicable.FSB concurs.

91.609 (b) Operation with Inactive Flight Data Recorder or Cockpit Voice Recorder by Other than Air Carriers or Commercial Operators



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91.609 (c) Requirements for Flight Data Recorder on Aircraft with 10 or more Passenger Seats



91.609 (d) Flight Data Recorder Operations



91.609 (e) and (f) Requirement for Cockpit Voice Recorder

This requirement only applies to turbine powered aircraft passenger configuration of six passengers or more for which two pilots are required.


91.609 (g) Accident Reporting This requirement only applies to transport category airplanes.


91.1033 (a)(1) and (b)

Cockpit Checklist EA-500 will have a cockpit checklist in each aircraft delivered.

This requirement is an operator responsibility

Meets the regulatory requirements.

91.1033 (a)(2) and (c)

Emergency Cockpit Checklist EA-500 will have an emergency cockpit checklist in each aircraft delivered.


Emergency checklist is available.

91.1033 (a)(3) Aeronautical Charts This requirement is an operator responsibility.


91.1033 (a)(4) IFR Navigation/Approach Charts



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91.1035 (f) Passenger Briefing Cards This requirement is an operator responsibility.

Although an operator responsibility the manufacturer may provide standard passenger briefing cards.

91.1045 (b)(1) Cockpit Voice Recorder This requirement only applies to turbine powered aircraft with a seating configuration of six passengers or more, for which two pilots are required.

Not applicable due to seating density. FSB concurs.

91.1045 (b)(2) Flight Recorder This requirement only applies to transport category airplanes.

Not applicable to the EA-500, but does apply to non-transport aircraft based on passenger seating density.

91.1045 (b)(3) TAWS System This requirement only applies to transport category airplanes.

A TAWS system is available for installation in production models.

91.1045 (b)(4) TCAS System This requirement only applies to transport category airplanes.

Not applicable to the EA-500, but does apply to non-transport airplanes based on passenger seating density.

91.1045 (b)(5) Airborne Weather Radar Equipment


Airborne weather radar is available on EA-500 production models.

91.1115 (a)(1) Minimum Equipment List The EA-500 has a MMEL. Requirement to use is an operator responsibility.

A master minimum equipment List (MMEL) has been developed for the EA-500 through the FOEB process.

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91.1411 Continuous Airworthiness Maintenance Program

EA-500 will have a maintenance manual, structural repair manual, and wiring diagram manual at delivery.


Maintenance is an operator responsibility. FSB concurs.

91 App. A 1(a) and 1(b)

Category II Operations Manual

EA-500 is not seeking CAT II or CAT III at TC.



91 App. A 2(a) and 2(b)

Instruments and Equipment This requirement is an operator responsibility.


91 App. A 3. Instruments and Equipment Approval



91 App. A 4. Maintenance Program This requirement is an operator responsibility.


91 App. C Operations in the North Atlantic (NAT) Minimum Navigation Performance Specifications (MNPS) Airspace

EA-500 will offer customer options to qualify for MNPS operation in the NAT.



91 App. E Airplane Flight Recorder Specifications

This requirement only applies to turbine A/C with a seating configuration of 10 passengers or more and requiring two-pilot crew.

A flight data recorder installation is required for a passenger seating density of 10 seats or more.Does not apply to the EA-500.

91 App. G Operations in Reduced Vertical Separation Minimum (RVSM) Airspace

EA-500 will be equipped for RVSM operations.

This requirement is a manufacturer and operator responsibility.

The EA-500 is equipped for RVSM operations. RVSM authorization is an operator responsibility.

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135. 21 Manual Requirements Each Part 135 operator must submit this manual to the POI responsible for that certificate holder for approval.



135.25 Aircraft Requirements EA-500 can be delivered to the operator with all the requirements of 14 CFR 135.25.


EA-500 is a civil registered aircraft and meets this requirement.

135.75 (b) Inspector’s Credentials: Admission to Pilots’ Compartment: Forward Observer’s Seat

EA-500 will be delivered to the operator with a forward observer’s seat that meets the requirements of 14 CFR 135.75 (b).


Forward observer seat will be the right pilot seat or the most forward cabin seat.FSB concurs.

135.76 (b) DOD Commercial Air Carrier Evaluator’s Credentials: Admission to Pilots’ Compartment: Forward Observer’s Seat

EA-500 will be delivered to the operator with a forward observer’s seat the meet the requirements of 14 CFR 135.76 (b).


Forward observer seat will be the right pilot seat or the most forward cabin seat.FSB concurs.

135.83 (a)(1) and (b)

Operating Information Required Cockpit Checklist

EA-500 will be delivered to the operator to comply with 14 CFR 135.83 (a) 1(b).

AFM Section 4, Normal Procedures.This requirement is an operator responsibility.

Cockpit checklist is in compliance with 14 CFR.FSB concurs.

135.83 (a)(2), (c) Emergency Procedures Checklist

EA-500 will be delivered to the operator to comply with 14 CFR 135.83 (a) (2) and (c).

AFM Section 3, Emergency Procedures. Requirement is an operator responsibility.

Emergency procedures checklist is available. Manufacturer should provide through AFM requirements. FSB concurs.

135.83 (a)(3) Aeronautical Charts EA-500 aircraft will require the use of current en route and terminal charts.



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135.83 (a)(4) IFR Navigation/Approach Charts

EA 500 aircraft will require the use of current approach and let down charts.



135.83 (a)(5) Multiengine Aircraft One-Engine Climb Data

EA 500 will provide charts and data to the operator to comply with 14 CFR 135.83.

AFM Section 5, Performance.This requirement is an operator responsibility.

One engine climb data is available in the AFM, Section 5.Requirement to use data is an operator responsibility.

135.89 (b) Pilot Requirements: Use of Oxygen: Pressurized Aircraft

EA-500 is a pressurized aircraft with an oxygen system that allows the operator to comply with 14 CFR 135.89(b).

AFM Section 3, Emergency Procedures; Section 4, Normal Procedures.This requirement is an operator responsibility.

EA-500 has an oxygen system installed with quick donning masks available to crew members.FSB concurs.

135.91 Oxygen for Medical Use by Passengers

EA-500 aircraft will offer the operator oxygen options to comply with 14 CFR 135.91.


The carriage of medical oxygen for passenger use is the responsibility of the certificate holder.FSB concurs.

135.93 Autopilot: Minimum Altitudes for Use

EA-500 will be delivered with a autopilot system that meet the requirement of 14 CFR 135.93.

AFM Section 3, Emergency Procedures; Section 4, Normal Procedures; Section 2, Limitations. This requirement is an operator responsibility.

EA-500 has an autopilot system installed that does include limitations on minimum altitudes for use.Compliance with limitations is an operator responsibility.

135.99 (a) Composition of Flight Crew EA-500 will be delivered for either a single pilot crew or two crew members.


FAA Aircraft Certification has determined the minimum crew size for the EA-500. The FSB completed a type rating determination for a single pilot or two-pilot crew. The operator is responsible for flight crew composition.

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135.105 Exception to Second in Command Requirement: Approval for use of Autopilot System

Added by FSB. Aircraft has Autopilot System with full functionality installed beginning with Serial Number 266 and on airplanes that complied with the Service Bulletin.

EA-500 is in compliance with this requirement beginning with Serial Number 266 or by Service Bulletin on previous aircraft.NOTE: Aircraft prior to SN 266 may not be in compliance.

135.117 (e) Briefing of Passengers Before Flight: Passenger Briefing Cards

EA-500 can be delivered with passenger briefing cards that will meet 14 CFR 135.117(e).


Eclipse Aviation will have printed briefing cards available.Operator responsibility to use.

135.127 Passenger Information Requirements and Smoking Prohibitions

EA-500 can be delivered with passenger briefing cards that will meet 14 CFR 135.127.


Eclipse Aviation will have printed briefing cards available to operators.Operator responsibility to use.

135.128 Use of Safety Belts and Child Restraint Systems

EA-500 will be delivered with seats that meet the requirement of 14 CFR 135.128.


Eclipse Aviation will have seats available that meet this requirement.Operator responsibility.

135.129 (d), (e) Exit Seating Passenger Information Cards

EA-500 can be delivered with passenger information cards that meet the requirements of 14 CFR 135.129 (d) (e).


This Regulation will not apply to the EA-500.FSB concurs.

135.143 (b) Approved/Operable Instruments and Equipment


EA-500 will be delivered with MMEL

Operator responsibility to obtain an approved MEL.A MMEL has been developed for the Eclipse EA-500 through the FSB process.

135.143 (c) ATC Transponder EA-500 will be delivered with ATC transponders that comply with 14 CFR 135.143 (c).


Aircraft is equipped with two transponders.FSB concurs.

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135.144 Portable Electronic Devices This requirement is an operator responsibility.

The operator is responsible to include in their manual procedures to comply with 14 CFR 135.144.


135.147 Dual Controls Required EA-500 will be delivered with dual flight controls.

Aircraft is equipped with dual controls.

135.149 (a) Equipment Requirements: Altimeter Adjustable for Barometric Pressure

EA-500 will be delivered with all the equipment required by 14 CFR 135.149 (a).

EA-500 to be delivered with all the equipment required by 14 CFR 135.149 (a).

Aircraft is properly equipped.FSB concurs.

135.149 (b) Heating or Deicing Equipment This is not applicable to turbine aircraft

Not Applicable.FSB concurs.

135.149 (c) Standby Attitude Instrument Requirement for Turbojet Airplanes


EA-500 airplane will be delivered with a standby attitude Instrument.

The EA-500 has a standby attitude instrument installed.

135.149 (e) Additional Equipment Required by the Administrator


The AFM, Section 2, lists equipment requirements that an operator must comply with.

135.150 (a)(b) Public Address and Crewmember Interphone Systems


Not applicable to the EA-500. This applies to aircraft with a seating density of 19 or more.FSB concurs.

135.151 (a) Cockpit Voice Recorders Installation Requirements

This requirement only applies to turbine-powered a/c configured for 6 passengers or more and requiring a two-pilot crew.


Not required by 14 CFR.FSB concurs.

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135.151 (c) Accident Reporting Requirements



135.151 (d) Boom and Mask Microphone This requirement is an operator responsibility.

Operator responsibility if equipment is installed.FSB concurs.

135.151 (e) Cockpit Voice Recorder: Recorded Data


Operator responsibility if equipment is installed.FSB concurs.

135.152 (a) Flight Recorders: Requirements


Not applicable to the EA-500. This regulation pertains to airplanes based on passenger seating density of 10 or more.

135.152 (c) Operations This requirement is an operator responsibility.

Not applicable to the EA-500. This regulation pertains to airplanes based on passenger seating density.

135.152 (d) Recorded Data Requirements This requirement only applies to transport category airplanes.


135.152 (e) Accident Reporting Requirements



135.152 (f) Installation Requirements This requirement is an operator responsibility.


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135.152 (g) Underwater Locator Device This requirement only applies to transport category airplanes.


135.152 (h) Parameters Required to be Recorded



135.153 (a) Ground Proximity Warning System

Added by FSB since Eclipse indicated it may be optional equipment later.

Not applicable presently.Required on aircraft with ten or more passengers seating density.

135.154 (a) Terrain Awareness and Warning System Installation Requirements

This requirement only applies to turbine powered aircraft configured for six passengers or more.

Requirement pertains to aircraft based on seating density of 6-9 seats or ten or more. The EA-500 has a TAWS system available for production models.

135.154 (c) Airplane Flight Manual Requirements


If TAWS is installed, Eclipse Aviation would need to ensure that an AFM Supplement or pilot operating information is available to operators.

135.155 (a) Fire Extinguishers: Type and Suitability of Agent


EA-500 will have suitable type and suitable agent fire extinguishers.

Operator responsibility, but is installed by Eclipse on all aircraft.Fire extinguisher has approved extinguishing agent.

135.155 (b) Fire Extinguisher on Flight Deck


Eclipse has installed one hand fire extinguisher, which is located on the flight deck between the two crew seats.

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135.155 (c) Fire Extinguisher in Passenger Compartment


Not applicable. Fire extinguisher in passenger compartment is based on passenger seating density.

135.157 (b) Oxygen Equipment Requirements: Pressurized Aircraft.


EA-500 will have oxygen equipment to meet this requirements

A single oxygen system for pilots and passengers is installed on the aircraft. This is an Eclipse Aviation responsibility.

135.157 (c) Equipment Requirements This is an operator responsibility.

Installed equipment requirements are the responsibility of Eclipse Aviation.

135.158 (a) Pitot Heat Indication Systems Requirement and Operation

Not applicable. This requirement only applies to transport category airplanes

Not applicable to the EA-500.FSB concurs.

135.159 (a), (b), (c), (d), (e) and (f)

Equipment Requirements: Carrying Passengers under VFR at Night or under VFR Over-The- Top Conditions

This is an operator responsibility. No, this is normally a manufacturer responsibility to install, or ensure that a third attitude is installed. Added by FSB

No rate of turn indicator installed. However, the EA-500 has a third attitude instrument installed that meets the requirements of 14 CFR 121.305 (j).

135.159 (g) Requirement for a Continuous In-Flight Electrical Load


No, a manufacturer responsibility.

Aircraft meets this requirement. This is the responsibility of Eclipse Aviation.

135.161 (a), (b) and (c)

Radio and Navigational Equipment: Carrying Passengers Under VFR at Night or Under VFR Over-The-Top


No, a manufacturer responsibility.

EA-500 presently complies with the minimum requirements.An Eclipse responsibility to install equipment.

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135.163 (a), (b), (c), (d) and (e)

Equipment Requirements: Aircraft Carrying Passengers Under IFR

EA-500 meets this equipment requirement. Installed equipment is the responsibility of Eclipse Aviation.

135.163 (g) and (h) Instrument and Equipment Power Source Requirements

EA-500 will have electrical generators that will meet these requirements.

Aircraft complies with this requirement. Installed equipment is responsibility of Eclipse Aviation.FSB concurs.

135.163 (i) Requirement for Continuous In-Flight Electrical Load

EA-500 will have electrical generator that will meet this requirement.

Aircraft complies with this requirement. Installed equipment is the responsibility of Eclipse Aviation.

135.165 (a), (b), (c) and (d)

Radio and Navigational Equipment: Extended Overwater or IFR Operations


No, this is a manufacturer responsibility.

Operator responsibility ultimately.Items of installed equipment are responsibility of Eclipse Aviation.Two microphones are installed.

135.167 (a), (b) and (c)

Emergency Equipment: Extended Overwater Operations



135.170 Materials for Compartment Interiors


Applies to large airplanes over 12,500 pounds.FSB concurs.

135.171 (a) Shoulder Harness Installation at Flight Crewmember Stations

This requirement applies to the EA-500. Shoulder harness is installed.

This Regulation applies to all turbojet aircraft and does apply to the EA-500.

135.173 (a) Airborne Thunderstorm Detection Equipment Requirements

This requirement only applies to turbine aircraft with a configuration of 10 seats or more.


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135.173 (f) Power Supply This requirement only applies to turbine aircraft with a configuration of 10 seats or more.


135.175 (a) Airborne Weather Radar Equipment Requirements


Not required by 14 CFR.EA-500 does have weather radar available for production models.

135.175 (e) Power Supply This requirement only applies to transport category airplanes.


135.179 (a)(1) Inoperable Instruments and Equipment: Approved Minimum Equipment List


EA-500 has a MMEL. MEL is an operator responsibility.FSB concurs.A MMEL has been developed for the EA-500.

135.180 (a) Traffic Alert and Collision Avoidance System Requirements

This requirement only applies to aircraft with a seating capacity of 10 to 30 seats.


135.180 (b) Flight Manual Requirements This requirement is an operator responsibility.

Not applicable.However, if a TCAS is installed, the AFM supplement is the responsibility of Eclipse Aviation.

135.181 (a)(2) Performance Requirements: Aircraft Operated Over-The-Top or in IFR Conditions


EA-500 AFM, Section 5, Performance.

Aircraft has a published AFM with performance data that will be available to the operator.

135.183 (c) Performance Requirements: Land Aircraft Operated Over Water


EA-500 AFM, Section 5, Performance.

Aircraft has a published AFM with performance data that will be available to the operator.

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135.185 (a) Empty Weight and Center of Gravity: Currency Requirement


EA-500 AFM Section 6, Weight and Balance

Weighing the aircraft is the responsibility of the operator.

135.185 (b)(1) Aircraft Original Airworthiness Certificate

This requirement is an operator responsibility. No, it is initially a manufacturer responsibility.

EA-500 will be delivered with a standard airworthiness certificate and will have been accurately weighed.

Weighing the EA-500 is initially the responsibility of Eclipse Aviation. Thereafter, it is an operator responsibility.

135.227 (c) and (e) Icing Conditions: Operating Limitations: Airplane Ice Protection Equipment


Aircraft is approved for flight into icing conditions beginning with serial number 266.

Beginning with serial number 266, the EA-500 is approved for flight into icing conditions. NOTE: Aircraft prior to serial number 266 may not be approved.

135.243 (a)(1), (b) and (c)

Pilot in Command Qualifications


Operator 135 Operations Manual.


135.245 (a) Second in Command Qualifications


Operator 135 Operations Manual.


135.335 Approval of Aircraft Simulators and Other Training Devices


Operator responsibility. 135 Operations Manual and Ops Specs.

There are EA-500 training devices and simulators presently approved.Training is an operator responsibility.

135.419 Approved Aircraft Inspection Program


Operator 135 Maintenance Manual.EA-500 Maintenance Manual and ICA documents.


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135.421 (a) and (b) Additional Maintenance Requirements


Operator 135 Maintenance Manual EA500 Maintenance Manual and ICA documents


135.425 Maintenance, Preventive Maintenance and Alteration Programs


Operator 135 Maintenance Manual.EA-500 Maintenance Manual and ICA documents.


135.427 Manual for Maintenance, Preventive Maintenance and Alterations


Operator 135 Maintenance Manual. EA-500 Maintenance Manual and ICA documents.


135.439 (a)(1) and (a)(2)

Maintenance Recording Requirements




135.441 Transfer of Maintenance Records




135 App. BApp. D

Airplane Flight Recorder Specifications


FDR specifications do not apply to the EA-500 since the FDR is not installed.

A-23


APPENDIX B – MDR TABLE

Master Difference Requirements

AIRPLANE TYPE RATING: EA-500

FROM AIRPLANE

TO AIRPLANE

EA-500 EA-500/ETT EA-500/Avio NG 1.0

EA-500/Avio NG 1.5/FIKI

EA-500 N/A A/A/A A/A/A A/A/A

EA-500/ETT B/A/A N/A B/A/A B/A/A

EA-500/Avio NG 1.0

C/B/B C/B/B N/A B/A/A

EA-500/Avio NG 1.5FIKI

D/D/C

*D/B/B

D/D/C

*D/B/B

D/D/C

*D/B/B

N/A

N/A

* FIKI Level D training may be combined with Level D training for the Avio NG 1.5 Upgrades

B.1 EA-500 with ETT Installation

Level B differences training is the highest training level required for training in the EA-500 related aircraft with the ETT installation. The FSB recommends that a minimum of one hour of classroom instruction be presented to discuss the differences.

Checking and currency are at Level A for this related model.

B.2 EA-500 with Avio NG 1.0 Upgrades

Level C differences training is the highest training level required for training in the EA-500 related aircraft with the Avio NG 1.0 system upgrades. Interactive computer based training is suitable to instill the necessary knowledge and understanding.

B-1


Operators and training providers are responsible for the availability of equipment or devices, with simulated panel and instrument indications, which allows for the manipulation of system controls and switches by all crew members during training. Acceptable equipment or devices are those that replicate the installation, functionality and operation of the Avio NG avionics system, as appropriate, in the EA-500 airplane. Examples of suitable equipment or devices that meet this intent are CPTs, FTDs, simulators and the aircraft.

Checking and currency for this related model are at Level B.

B.3 EA-500 with Avio NG 1.5 Upgrades

Although this related aircraft includes both the Avio NG 1.5 upgrades and FIKI approval, the FSB elected to separate the two portions in the MDR table on the preceding page.

Level D differences training is the highest training level required for training in the EA-500 related aircraft with the Avio NG 1.5 system upgrades. Level D requires training in a minimum of a FTD Level 6/7, or Simulator Level A or B, but may be performed in a higher level simulator or the aircraft. The FSB concurs that some training is required in a system that allows flight in a real-time environment to ensure that pilots understand the dynamics associated with the modifications to the aircraft and the use of the long-range navigation system.

For the Avio NG 1.5 system upgrades, checking is also at level D and currency is at Level C.

B.4 EA-500 with FIKI Approval

Level D differences training is the highest training level required in the EA-500 for the FIKI approval. The FSB agrees that FIKI differences can be adequately presented in a classroom environment, but training at Level D should occur because of the operational speed changes with all ice protection equipment ON. This Level D training can be combined with Avio NG 1.5 system training.

For the FIKI approval, differences for both checking and currency are at Level B.

C-2


APPENDIX C – ODR TABLES

Operator Differences Requirements

Definitions used in the ODR Tables:HO = HandoutSU = Stand-Up Lecture

DIFFERENCE AIRCRAFT: Eclipse EA-500 ETT BASE AIRCRAFT: Eclipse EA-500 APPROVED BY (POI)____________________________

COMPLIANCE METHOD

TRAINING CHKG/CURR

DESIGN REMARKS FLTCHAR

PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

Weights Max Ramp Weight-Changedo WAS- 5,800 lbso NOW- 6029 lbs

Max TO Weight- Changedo WAS- 5,760 lbso NOW- 5995 lbs

Max LDG Weight- Changedo WAS- 5,415 lbso NOW- 5,600 lbs

Max Zero Fuel Weight- Changed-o WAS- 4,860 lbso NOW- 4,922 lbs

NO NO SU A A

Limitations Maximum Operating Airspeed Vmo- Changed

o WAS- 275 KEASo NOW- 285 KEAS

Maximum Gear Speed (Vle)- Changed

o WAS- 275 KEASo NOW- 285 KEAS

NO NO SU A A

Dimensions Length- Changedo WAS- 10.1 Mo NOW- 10.19 M

Wingspan- Changedo WAS- 11.4 Mo NOW-11.56 M

NO NO SU A A

AerodynamicModifications

Bullet Fairingo Elongated

Rudder and Elevator Trim Tabso Lengthened- old gurney

tabs removed Aileron Fairings

o Added to aileron surface attach points

Engineo Pylon Reloftedo Starter generator cooling

NO NO SU A A

C-1



COMPLIANCE METHOD

TRAINING CHKG/CURR


PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

fan intake and exhaust size reduced

Landing Gear Wheel Wello Fairing added to enclose

wheel Extended Tip tanks

o WAS- 60.5 incheso NOW- 78.9 inches

Revised- Reflects:o First flight of day/crew

change itemso DC Voltages and

Beacon/Strobe moved to Engine Start Checklist

o Flaps- No longer required to set to LDG then TO- just set to TO

o Engine Anti-Ice protection check added to Before Taxi checklist

o Brake check added to Before Landing checklist

SU A A

AFM Normal Checklist

Max Ramp Weight-Changedo WAS- 5,800 lbso NOW- 6029 lbs

Max TO Weight- Changedo WAS- 5,760 lbso NOW- 5995 lbs

Max LDG Weight- Changedo WAS- 5,415 lbso NOW- 5,600 lbs

Max Zero Fuel Weight- Changed-o WAS- 4,860 lbso NOW- 4,922 lbs

NO MINOR SU A A


COMPLIANCE METHOD

TRAINING CHKG/CURR

MANEUVER REMARKS FLTCHAR

PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

PTSManeuvers

No Changes NO NO

C-2



COMPLIANCE METHOD

TRAINING CHKG/CURR

SYSTEM REMARKS FLTCHAR

PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

ATA 022-Autoflight

Margin between natural stall and stick pusher activation increased approximately 4 KEAS

NO NO SU A A

ATA 024-Electrical

Generator Limitations- ADDED to AFM section 2

NO NO HO A A

Battery Only Load shed Updatedo Exterior Lighting NO

LONGER shed on groundo Right PFD NO LONGER

shed on groundo Nuisance CAS messages

inhibited

NO NO HO A A

DSU, MFD and Flaps no longer load shed (Ground/Flight)

3rd AHRS no longer load shed (Flight)

NO MINOR HO A A

ATA 027-FlightControls

Normal nose down trim range reduced to 1/5th of the original size, however MFD trim tape has not changed.

o Tape scale is still 0-100% nose down- however in the nose down range- 1% of actual NOSE DOWN trim movement now appears on the trim indicator as 5% movement of the pointer. This leads to an apparent increase in the speed of trim pointer movement in the NOSE DOWN realm

o Pitch trim takeoff limit (green band) reduced

NO NO SU A A

Pitch Trim rate reduced to approximately 25% of original

NO NO SU A A

ATA 033-Lights Exterior Lights-Position Lights- Wattage reduced from 3 Watts to 1 Watt

NO NO HO A A

Exterior Lights-Taxi Light increased wattage from 35 Watt to 50 Watt

NO NO HO A A

C-3


ATA 034-Electrical &AvionicsIntegration

Stall Warning-Red low speed band now indicates stall warning instead of stick pusher activation.

o Now based on angle of attack and rate of angle of attack increase to increase accuracy

NO NO SU A A

Crew Alerting System-All CAS (except ENGINE FAIL) are inhibited above 60 KEAS UNTIL 400 ft. AGL

NO NO SU A A

ATA 035-Oxygen

Oxygen Tables- REVISED in AFM Section 7- now provide PSI to Liter conversion chart

NO NO HO A A

ATA 072-Engines Engine Thrust Increaseo 3% total increaseo Increase begins at

FL200 and is fully available from FL250 to FL410

NO NO HO A A

Ground Idle increased at low field elevations (5,000 and below)

NO NO HO A A

ATA 076-EngineControls

ENG TEMP/OAT Entryo Tolerances for

temperature entry increased. OAT difference can now be up to 20°C and still allow pilot entry

o Entered temperature can now be up to +20°C or -5°C from indicated temps

NO NO HO A A

ATA 077-EngineIndication

Oil Capacity Limitations- UPDATED in AFM Section 2o WAS- 1.65 US GAL/engineo NOW- 1.50 US GAL/engine

NO NO HO A A

C-4



Definitions used in the ODR Tables:HO = HandoutSU = Stand-Up LectureCPT = Cockpit Procedures Trainer

DIFFERENCE AIRCRAFT: Eclipse EA-500 Avio NG Version 1.0 BASE AIRCRAFT: Eclipse EA-500/EA-500 ETT APPROVED BY (POI)____________________________

COMPLIANCE METHOD

TRAINING CHKG/CURR


PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

Weights No Changes NO NO

Dimensions No Changes NO NO

Limitations No Changes NO NO


COMPLIANCE METHOD

TRAINING CHKG/CURR

MANEUVER REMARKS FLTCHAR

PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

PTS Maneuvers No Changes NO NO

C-5



COMPLIANCE METHOD

TRAINING CHKG/CURR


PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

ATA 021Air Conditioning

Environmental-No changes NO NO

Pressurization-No Changes NO NO

ATA 022-Auto Flight

No Changes NO NO

ATA 023-Communications

-COMM 1& 2 changes in AVIO architecture-Transponder 1 & 2 changes in AVIO architecture -Audio system changes in AVIO architecture-Audio page display changes

NO NO SU B B

ATA 027-Flight Controls

-Stall protection line select key removed-Pitch trim display changes

NO NO HO A A

ATA 028-Fuel

-No Changes NO NO

ATA 030- Ice & Rain Protection

-OAT and TAT display Locations change-Windshield Heat operation changes-Pitot/Static heat operation changes

NO NO HO A A

ATA 032-Landing Gear

No Changes NO NO

ATA 033-Lights

No Changes NO NO

ATA 034-Navigation

-NAV 1 & 2 Change in AVIO architecture-ADF option added to display functionality-DME option added to display functionality-PFD differences in NAV data locations-3rd Attitude Indicator option added

NO NO CPT B B

Options-ADF added NO MINOR SU B B

Options-DME added NO NO SU A A

Electrical -5 Mechanical Circuit Breakers added-ECB page display changes

NO MINOR SU B B

Multi Function Display-Set-up page differences

Sensor page Settings page

NO MINOR CPT B B

Multi Function Display-OPS page differences

Weights page changes OAT and V speeds page

changes System test page changes

NO MINOR CPT B B

C-6



COMPLIANCE METHOD

TRAINING CHKG/CURR


PROCCHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

Multi Function Display -Single Knob replaces rocker switch

NO NO SU A A

Options-Skywatch Traffic Alert System (TAS) added

NO MINOR CPT B B

Options-Honeywell Terrain Awareness Warning System (TAWS) added

NO MINOR CPT B B

Primary Flight Display-Timer functionality added-Overlay of TAS and Radar functionality-Single knob replaces rocker switch-Flight information data location changes

NO MINOR CPT B B

Weather Radar-Honeywell Weather Radar System added

NO MINOR CPT B B

ATA 076-Engines

-No Changes NO NO

C-7



Definitions used in the ODR TablesHO = HandoutSU = Stand-Up LectureCPT = Cockpit Procedures TrainerSIM = Simulator Training

DIFFERENCE AIRCRAFT: Eclipse EA-500 Avio NG 1.5 with FIKIBASE AIRCRAFT: Eclipse EA-500 / ETT / Avio NG 1.0APPROVED BY:(POI) _________________________________

COMPLIANCE METHOD

TRAINING CHKG/CURR

DESIGN REMARKS FLT CHAR

PROC CHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

Weights No change to MCTW No No

Dimensions No changes No No

Limitations Multiple for icing to include failure conditions.

Major Major SU B B


COMPLIANCE METHOD

TRAINING CHKG/CURR

MANEUVER REMARKS FLT CHAR

PROC CHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

PTS Maneuvers Handling/Airspeed Changes with Ice Protection Equipment ON

Major No SIM B B

C-8



COMPLIANCE METHOD

TRAINING CHKG/CURR

SYSTEMS REMARKS FLT CHAR

PROC CHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

ATA 05Time Limits/ Maintenance Checks

Spring Cartridge – 10,000 hrsWind Shield electrostatic coating – 50 hrsIcephobic (Phase break®) coating – 300 hrs

No No SU B B

ATA 07Lifting & Shoring

No changes No No

ATA 08Leveling & Weighing

No changes No No

ATA 09Towing & Taxiing

Addition of rudder spring Minor No SU B B

ATA 10Parking & Mooring

No changes No No

ATA 11Placards & Marking

Addition of one anti ice/de Ice switch to the center switch panel

No Minor SU B B

ATA 12Servicing

No changes No No

ATA 20Standard Practices Airframe

No changes No No

ATA 21Air Conditioning

No changes No No

ATA 22Auto Flight

Significantly increased A/P functionality with expanded engagement limitations

No Major SIM D B

ATA 23Communications

Addition of more static wicks No No SU B B

ATA 24Electrical Power

No changes No No

ATA 25Equipment / Furnishings

No changes No No

ATA 26Fire Protection

No changes No No

ATA 27Flight Controls

-Advanced stall protection-Rudder spring-Increased VFE

Minor Minor SU B B

ATA 28Fuel

No changes No No

ATA 29 No changes No No

C-9



COMPLIANCE METHOD

TRAINING CHKG/CURR


PROC CHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

Hydraulic Power

ATA 30Ice and Rain Protection

-Center switch panel anti-ice switch added-De-ice boot operation-Windshield heat operation-Phase break®-Ice inspection light-Icing cues-Definition of icing conditions-Failure conditions

Major Major SU B B

ATA 31Instruments

VFE for landing flaps increased No Minor SU B B

ATA 32Landing Gear

No changes No No

ATA 33Lights

-Ice inspection light-Strobe light usage with ice accretion on the wingtips

No Minor SU B B

ATA 34Navigation

-Garmin G400W-FMS overlay-PFD LSKs-A/P connectivity

No Major SIM D C

ATA 35Oxygen

No changes No No

ATA 36Pneumatic

-De-ice boots Major Major SIM B B

ATA 37Vacuum

No changes

ATA 38Water / Waste

No changes

ATA 45Central Maint. System

No changes

ATA 51Structures

No changes

ATA 52Doors

No changes

ATA 53Fuselage

Extra static wicks No No SU B B

ATA 54Nacelles / Pylons

No changes

C-10



COMPLIANCE METHOD

TRAINING CHKG/CURR


PROC CHNG

LVLA

LVLB

LVLC

LVLD

CHK CURR

ATA 55Stabilizers

Extra static wicks No No SU B B

ATA 56Windows

No changes

ATA 57Wings

-Extra static wicks-Black paint at the wingtips to help identify ice

No Minor SU B B

ATA 71Powerplant

No changes

ATA 72Turbine

No changes

ATA 73Engine Fuel and Control

No changes

ATA 74Ignition

No changes

ATA 75Air

No changes

ATA 76Engine Controls

No changes

ATA 77Engine indicating

No changes

ATA 78Engine exhaust

No changes

ATA 79Engine oil

No changes

ATA 80Starting

No changes No No

C-11


APPENDIX D – BOARD RECORD

D.1 Original FSB Evaluation of Base EA-500 Aircraft

TIME AND LOCATION – Phase I of the EA-500 FSB convened on September 23, 2006, in Albuquerque, New Mexico, at EAC corporate headquarters. Due to aircraft problems, the FSB adjourned on October 6, 2006, without completing its work and was delayed for approximately two months. The FSB reconvened on December 6, 2006, and again on January 16, 2007. The EA-500 FSB was completed on January 26, 2007.

BOARD COMPOSITION – All five FSB members held airline transport pilot certificates with an airplane category and multiengine class rating, and one or more type ratings. They were experienced general aviation or air carrier inspectors, with an extensive background in airman evaluation and certification. Two FSB members completed all Eclipse training prerequisites prior to beginning the type rating program.

Although the European Aviation Safety Agency (EASA) has assigned a representative to the EA-500 project, their representative did not participate in the original FSB process due to other commitments.

FSB TRAINING – Ground and flight training was scheduled and provided by EAC instructors in accordance with the FITS Accepted program. Systems ground training was completed at the EAC training facilities in Albuquerque. Cockpit and systems integration training was accomplished in an EA-500 aircraft connected to a ground power unit (GPU), since a CPT was not yet available.

All flight training was conducted in the EA-500 Airplane by the EAC instructor staff. Training flights originated from Albuquerque International Sunport (KABQ), with the exception of a final training flight and type rating practical test for the first two FSB members, which were completed at Four Corners Regional Airport (KFMN), Farmington, New Mexico, due to weather conditions at KABQ.

The FSB performed an evaluation of all PTS maneuvers required for an airman to receive an airman certificate with an EA-500S type rating. The FSB completed approximately 80 hours of aircraft operations, including type rating practical tests, to determine if the EA-500 was suitable for operations under Parts 91 and 135. Additionally, the FSB evaluated normal, abnormal, and emergency procedures, which are included in the airplane flight manual (AFM).

FSB TESTS – Board members completed the type rating practical test in accordance with Airline Transport Pilot and Aircraft Type Rating Practical Test Standards for Airplane, dated August 2006, Document No. FAA-S-8081-5E. This method of evaluating a new aircraft type, entering service for the first time in the United States, is described and referred to in AC 120-53 as the T-5 Test. The T-5 Test is used for evaluating a new base aircraft when a new type rating designation will be required, and when a variant does not exist.

D.2 Interim FSB for Related EA-500 Aircraft with ETT and Avio NG 1.0 Upgrades

D-1


TIME AND LOCATION – An interim FSB was held in Albuquerque, New Mexico, from January 8-10, 2008, to evaluate the proposed differences between the EA-500 base model and the EA-500 related aircraft.

BOARD COMPOSITION – The FSB for evaluating the EA-500 variants included four of the original five FSB members. The four members who were present completed EAC’s proposed differences training.

APPLICANT’S PROPOSAL – The applicant, Eclipse Aviation, submitted ODR tables that proposed Level C training, Level B Checking and Level B currency for the Avio NG avionics upgrades. For the ETT installation, Eclipse proposed Level A training, Level A checking and Level A currency.

TESTS – The differences training provided by the Eclipse Aviation Training Department included one hour of classroom training for the ETT installation and five hours of ground training for the Avio NG avionics upgrade. Approximately, a one-hour CPT was given to each FSB member.

Following a review of the ODR tables and the manufacturer’s proposal, it was decided that the T-1 test could not be administered. Since the handling qualities of the EA-500 base model and the two variant models was not a factor, the T-2 test was not applicable. Following training, the T-3 test, as specified by AC 120-53, was administered.

The FSB chairman completed the first evaluation flight for the purpose of differences familiarity. Two FSB members, who were the test subjects, completed selected maneuvers from the ATP/Type Rating PTS and completed a line-oriented flying segment. The FSB chairman graded each of the tasks and maneuvers on a one (1) to five (5) scale to establish the basis for the final evaluation of the differences training proposal.

TEST RESULTS – During the conduct of the T-3 test, the FSB noted no significant operational issues that would have resulted from inadequate differences training.

However, the training provider, Eclipse Aviation, presented the differences training for the ETT modification as Level B differences training even though the ODR table that was submitted proposed only Level A training.

The FSB did not agree with the Eclipse proposal that the EA-500 ETT differences training should be at Level A and has set training and checking at Level B, because of the number of changes resulting from this modification to the airplane.

Additionally, the FSB has established a minimum number of hours of CPT systems integration training for the EA-500 variant with the Avio 1.0 NG upgrades of two (2.0) hours for all flight crews undergoing differences training in this related model.

D.3 Interim FSB for Related EA-500 Aircraft with Avio NG 1.5 Upgrades and FIKI Approval

D-2


TIME AND LOCATION – An interim FSB was held in Albuquerque, New Mexico, from November 17-21, 2008, to evaluate the proposed training differences for pilots who were trained in the EA-500 base model, the EA-500 with the ETT installation, or the EA-500 with the Avio NG 1.0 upgrades and would need differences training in the EA-500 related aircraft with Avio NG 1.5 avionics system upgrades and FIKI approval.

BOARD COMPOSITION – This FSB included all five original FSB members, who satisfactorily completed EAC’s differences training program.

TESTS – EAC, the applicant, submitted ODR sample tables and a proposal for training for FSB members. Since handling qualities differences were not expected, they were not evaluated separately and were incorporated with the T-3 test.

Differences training provided by the EAC Training Department included one hour of differences training on the FIKI approval and five hours of ground training on the Avio NG 1.5 upgrades. Each FSB member also received a CPT of approximately 1.5 hours. Following completion of training, the T-3 test was administered in accordance with AC 120-53A.

The FSB chairman completed the first flight and was evaluated by another FSB member. During the remaining flights, the FSB chairman evaluated the other four FSB members, who were the test subjects. Each FSB member completed selected maneuvers and procedures from the ATP/Type Rating PTS and a line-oriented flight segment. Each maneuver and procedure was graded by the FSB chairman on a one (1) to five (5) scale to establish the basis for the training differences that were arrived at by the FSB.

TEST RESULTS – After completion of the T-3 test by all FSB members, it was agreed that the training provided by EAC was a good start, but had to be increased in order to prepare pilots to operate the related aircraft.

For the Avio NG 1.5 upgrades, the FSB recommended that three hours of ground training was adequate, but the last two hours of ground training should be on a computer-assisted device that students could interact with or manipulate in the classroom. Additionally, the FSB recommended that the CPT be increased to two hours and that one flight of two hours be added at in a Level 6/7 FTD or Level A/B simulator or higher.

The FSB concluded that nine hours of differences training was required for the Avio NG 1.5 upgrades with training and checking at Level D and currency at Level C.

For related aircraft with FIKI approval, it was recommended that classroom instruction be increased from one (1) to three (3) hours. The FSB concluded that since the Avio NG 1.5 upgrades and the FIKI approval were part of the same related aircraft modifications, all pilots should be given training in a Level 6/7 FTD or Level A/B simulator to experience the operational airspeed differences when the aircraft is operated with all ice protection equipment ON.The FSB concluded that three hours of differences training was required for the FIKI approval changes to the aircraft with training at Level D and checking and currency at Level B.

D-3


D.4 FSB Board Documents

All documents related to the original Eclipse EA-500 FSB and subsequent interim FSB evaluations of the Eclipse EA-500 are retained at the offices of the MKC-AEG in Kansas City.

D-4