Appendix 1
34. Use of emergency gear system (special emphasis item).
35. Stick pusher system (special emphasis item).
36. Use of alternate trim (special emphasis item).
37. Circling approach procedures.
38. Operations into icing conditions including handling qualities and performance (special emphasis item).
39. Garmin 400W LRNS.
40. TOGA system.
41. High speed approaches at airports with high levels of air carrier traffic (special emphasis item).
42. Optional Systems Operations including Weather Radar, TAS, and TAWS.
6. MENTOR PROGRAM. The mentoring program is for pilots with low flight time or experience in turbine-powered aircraft. It is intended to provide the pilot with additional experience, under the watchful eye of an experienced mentor. Additionally, the training provider designs a mentor program for pilots who received their type rating in a traditional type rating program. If an applicant meets the experience requirement listed below (after successful completion of the type rating training program) prior to taking the practical test, then equivalency has been met and the FAA will not require post-type-rating training.
a. Mentor Supervised Events. After successfully completing a traditional type rating training program, the pilot will be required to perform a number of events under mentor supervision. The matrix below lists the minimum number of events for a specific pilot experience level. Tailor events to individual requirements, as dictated by the pilot’s typical operating profile. After an assessment of the pilot’s prior experience and level of performance during type training, the training provider will assign him or her an individualized profile that will prescribe a list of events and the number of times the pilot should accomplish each event.
There is no specific fixed number of flight hours required for a given pilot’s mentoring program, unless the minimum hour requirements of part 61, § 61.64 apply.
b. Mentor Providers. Since a mentor program is part of initial training, the training provider oversees that program. The establishment of organizations providing only mentor services is expected and training providers may contract with these mentor service providers.
In this case the training provider and the mentor services provider will work closely together in developing mentor programs tailored to the pilot, considering the pilot’s experience and performance during the type rating training.
c. Assigned Profile. A pilot will not have completed the training provider’s EA-500 training program until he or she completes the assigned profile and the mentor is satisfied without reservation that the pilot is safe to operate consistently as a solo pilot in the EA-500.
Appendix 1
d. Required Mentoring Documentation. The training provider needs to document that the pilot has received the required mentoring. This documentation should include certification that the pilot has satisfactorily completed the assigned mentoring as listed in his or her mentor profile. The training provider shall issue the pilot a certificate or sign-off indicating that the required mentoring is complete.
e. Mentor Matrix/Profile. The matrix below will be used to identify a pilot’s initial profile based on previous flight experience. Subsequently, as determined by the manager of flight training, the training provider assigns an individual profile based on performance in the type rating training. This profile will be provided to the pilot and mentor prior to initiating their mentoring program. If the pilot meets one portion of a higher experience level, but only a lower portion of another, the pilot should complete the mentoring program of the lower experienced pilot. For example, if the pilot has over 5,000 hours but only one type rating, then that pilot should complete the “MODERATE EXPERIENCE PILOT” mentor profile.
LOW
EXPERIENCE PILOT
MODERATE
EXPERIENCE PILOT HIGH
EXPERIENCE PILOT Flight Time Under 1000 1000-5000 Over 5000 Type Ratings None One Multiple TASKS # of Tasks # of Tasks # of Tasks
1. Class A airspace 5-9 3-5 1-2
2. Class B airspace 3-5 2-3 1-2
3. Class C/D airspace 3-5 2-3 0-2
4. Class E/G airspace 3-5 2-3 1-2
5. Short runway operation 5-7 3-5 3-5
6. Approaches: precision 5-7 3-5 1-3
7. Approaches: non-precision 5-7 3-5 1-3
8. Circling approaches 5-7 3-5 1-3
9. Missed approaches 5-7 3-5 1-3
10. Landings 15-20 10-15 5-10
11. Maximum range flight 2-3 1-2 0-1
12. Actual instrument meteorological conditions (IMC) flights 3-5 2-3 1-2
13. Flight above flight level (FL) 350 2-3 1-2 0-1
14. Total full mission scenarios 3-7 2-3 1-2
15. Autoflight and systems integration 5-7 3-5 1-3
16. Night operations 2-3 2-3 1-2
17. Special operations Varies Varies Varies
(1) Event Categories and Specific Events. The following are specific/expanded events the pilot should accomplish within each event category. They are not all inclusive and the mentor and/or pilot may add an event if it will enhance the overall experience.
Appendix 1
(a) Class A airspace:
1. Perform flight in RVSM airspace and exhibit adequate knowledge of airspace requirements.
2. Exhibit adequate knowledge of using high-altitude charts.
3. Select optimum cruise FL and exhibit adequate knowledge of speed vs. range performance.
4. Compute fuel requirements at planned FL and ± 2,000 feet of planned FL.
5. Compute/update fuel requirements during flight and discuss implications.
6. Exhibit adequate knowledge of diversion requirements and planning.
7. Plan descent to terminal area (descent point and rate); discuss implications and techniques of late descent (ATC, planning error, etc.).
8. Monitor pressurization for proper scheduling; exhibit adequate knowledge of pressurization system.
9. Obtain destination and potential diversion and alternate weather using proper procedures.
(b) Class B airspace:
1. Fly a Standard Terminal Arrival Route (STAR) to an airport in Class B airspace.
2. Fly an instrument approach to an airport in Class B airspace.
3. Perform an arrival and departure with no preventable missed radio calls.
4. Fly a Standard Instrument Departure (SID) or a Graphical Obstacle Departure Procedure (ODP).
5. Exhibit adequate knowledge of arrival and terminal airspeed requirements and restrictions.
6. Exhibit adequate knowledge of charted visual approaches.
(c) Class C/D airspace:
1. Fly to an unfamiliar airport.
2. Fly to a non-radar Class D airport.
Appendix 1
3. Exhibit adequate knowledge of airspace dimensions and entry requirements.
4. Exhibit adequate knowledge of land-and-hold short operations (LAHSO).
(d) Class E/G airspace:
1. Fly to an unfamiliar airport.
2. Fly a visual flight rules (VFR) pattern entry/departure.
3. Obtain airport weather info via appropriate method (Automated Weather Observing System (AWOS), automated surface observing system (ASOS), automated terminal information service (ATIS), ATC, etc.).
4. Obtain clearance void time via Flight Service Station (FSS).
5. Perform an Obstacle Departure Procedure (ODP).
6. Perform an instrument flight rules (IFR) departure.
(e) Short runway operation (1.3 times minimum length required):
1. Perform takeoff.
2. Perform landing.
3. Discuss personal minima regarding short runways.
(f) Precision approaches:
1. Fly stabilized final approach segment.
2. Fly approach using AP to decision altitude (DA) or the lowest altitude authorized by the AFM and AP Limitations, whichever is higher.
3. Fly hand-flown approach.
4. Fly simulated single engine approach.
5. Fly day approach.
6. Fly night approach.
7. Fly approach using radar vectors.
8. Fly full published approach.
Appendix 1
9. Fly high-speed/late configuration approach.
10. Exhibit adequate knowledge of the instrument landing system (ILS) and procedures.
(g) Non-precision approaches:
1. Fly stabilized final approach segment.
2. Fly approach using AP.
3. Fly hand-flown approach.
4. Fly simulated single engine approach.
5. Fly day approach.
6. Fly night approach.
7. Fly approach using vectors.
8. Fly full published approach.
9. Discuss personal minimum for circling approach (day and night).
(h) Circling approaches:
1. Fly a stabilized circling approach to the runway of intended landing (two-engine VFR).
2. Maintain appropriate distance from the airport during the maneuver.
NOTE: Do not exceed 30 degrees of bank angle.
(i) Missed approaches:
1. Fly day missed approach.
2. Fly night missed approach.
3. Fly simulated single engine missed approach.
4. Exhibit adequate knowledge of criteria of when to execute missed approach.
(j) Landings:
1. Perform touchdown at desired point.
2. Perform touchdown at desired speed.
Appendix 1
3. Perform touchdown with proper runway alignment.
4. Perform proper braking relative to runway length and condition.
5. Perform crosswind landing using proper technique.
6. Perform night landing.
(k) Maximum range flight:
1. Plan flight to maximum range, based on proper fuel reserves.
2. Exhibit adequate knowledge of aircraft performance and fuel requirements.
3. Perform in flight update of fuel status.
4. Discuss diversion options before and during flight.
(l) Actual instrument meteorological conditions (IMC) flight:
1. Perform a departure in IMC.
2. Perform an arrival in IMC.
3. Perform an instrument approach in IMC.
4. Perform a minimum of 30 minutes cruise in IMC.
5. Exhibit adequate knowledge of icing potential and procedures.
6. Exhibit adequate knowledge of how and when to avoid severe weather.
(m) Flight above FL 350:
1. Demonstrate proper use of supplemental oxygen.
2. Exhibit adequate knowledge of range and speed relationship above FL 350.
3. Perform maximum mach/airspeed descent from high altitude; exhibit adequate knowledge of maximum operating limit speed (VMO/MMO).
(n) Full mission scenarios. Perform flight combining as many of the above event categories as practical; scenario should reflect typical environment expected to be flown by pilot;
minimum events will be:
1. Takeoff and landing at different airports.
2. Flight in Class A airspace.
Appendix 1
3. Unfamiliar airport operations.
4. Class G airport.
5. Short runway.
NOTE: All flights are essentially “full mission” scenarios.
(o) Autoflight and systems integration. Fly the aircraft using the AP.
1. Use of the AP for holding.
2. Use of the AP for tracking.
3. Use of the AP for capturing altitudes.
4. Use of the AP for reducing cockpit workloads.
5. Use of the AP for circling maneuvers.
6. Review of AP limitations.
(p) Night operations:
1. Exhibit adequate knowledge of interior and exterior aircraft lighting.
2. Exhibit adequate knowledge of airport lighting and operation.
3. Perform VFR arrival/approach/landing at Class G airport.
4. Discuss personal minima for night flying.
(q) Special operations. These events will be specific to the pilot based on recommendations from the type rating training summary. The training provider will also tailor them to the specific operations expected to be flown by the pilot. Finally, the pilot may specifically request them. Examples are:
1. High altitude airport operations.
2. Diversion due to simulated low fuel, poor weather, etc.
3. Aircraft handling/visual maneuvers (stalls, steep turns, etc.).
4. Specific simulated emergencies/abnormal operations.
(2) The Mentor Pilot. A mentor pilot is a professional aviator acting as a coach, co-pilot, teacher, and role model, sharing experience and expertise in the complex environments in which the EA-500 will operate. In some cases, there may be a § 61.64(g) Supervised Operating Experience (SOE) restriction that will place PIC responsibility on the mentor. Although the pilot
Appendix 1 may have the type rating and authorization to act as PIC, the mentoring period is a part of EA-500 training program as per the AFM limitation. The pilot will be in the training mode under the direction and supervision of the mentor pilot. The mentor will be responsible to the training organization and the pilot for the completion of the training program. Adherence to EA-500 standards and procedures; and the core values of knowledge, proficiency and attitude are paramount. The mentor will:
(a) Fly with newly type rated EA-500 pilot in the EA-500 to provide wisdom and guidance to the pilot in all aspects of flight.
(b) Counsel the pilot on methods and techniques to enhance safety and improve the pilot's aviation experience.
(c) Evaluate performance and report progress to the training provider.
(d) Recommend additional training pathways if required.
(e) Uphold the highest standards of proficiency.
(f) Support standard operational procedures established in the AFM and Eclipse EA-500 Flight Training and Standards Manual.
(g) Represent the training provider and the industry as a model of professionalism.
(h) Remain a well-informed aircraft specialist and a resource to fellow pilots. It is the responsibility of the mentor to ensure that every flight is executed with safety as the highest priority. The mentor will follow the policies and procedures contained in the Flight Training and Standards Manual.
(3) Mentor Qualifications. A mentor should be carefully selected based on a superlative record as a professional aviator and aviation instructor, and a demonstrated enthusiasm for aviation in general. Specifically, the following considerations will contribute to the selection process:
(a) Type rated in the EA-500.
(b) Type rated in at least one additional jet aircraft.
(c) 5,000 hours total time.
(d) 3,000 hours PIC.
(e) 1,500 hours PIC turbojet.
(f) Previous experience as a flight instructor, check airman, or Designated Pilot Examiner (DPE) in turbojets.
(g) Able to work with pilots of all levels of experience.
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(h) Operational experience in high density terminal areas.
(i) Knowledgeable and experienced in the use of aviation resources.
(j) A record of outstanding airmanship.
(4) Mentor Training. The mentor provider should establish a mentor training program.
The FAA requires the mentor to complete the mentor training. This training includes the following:
(a) EA-500 transition training.
(b) Aircraft-specific instructor training.
(c) Evaluator and rater reliability training.
(d) Right seat training.
(e) Scenario-based mentor training exercises.
(f) Roles and responsibilities of an EA-500 Mentor Pilot.
(g) Reporting and submission of required documentation.
(h) Making the “OK to Solo” decision.
(i) Standardized operating practices.
(j) The mentor should remain current to conduct mentor operation.
(5) Type Rating Training Records. Pilot training records from EA-500 type rating course are made available to the mentor pilot before and during the pilot mentoring process.
The mentor pilot is to conduct a thorough review of these records before meeting the pilot for the first time and as required during the mentor program.
(6) Mentoring Training Records. Mentor records on the pilot should be kept by the training provider for at least 24 months. The training records will include:
(a) An events completion record.
(b) Number of hours flown on each flight.
(c) Name and certificate number of the authorized mentor pilot.
(d) Mentor name.
(7) Pilot Logbook Endorsement. The training provider and mentor will complete the pilot’s logbook endorsement upon satisfactory completion of all required mentoring events.
It is incumbent on the mentor to ensure that the pilot’s performance demonstrates competence in
Appendix 1 all required events and that he or she demonstrates the ability to act as an unsupervised PIC in the EA-500. Both this endorsement and the Events Completion Record should be completed by an authorized mentor pilot and an authorized training provider’s department official. An example of the logbook endorsement is shown in Figure 1, Endorsements.
(8) Exceptions. The training provider, at their discretion, may allow exception from the mentor program to the following individuals:
(a) Air carrier pilots who operate the EA-500 under 14 CFR part 135.
(b) FAA inspectors whose duties involve evaluation of or checking in the EA-500.
(c) Foreign pilots from an International Civil Aviation Organization (ICAO) member state. These individuals should comply with the mentoring requirements of the foreign state.
(d) Pilots who have a minimum total of 5000 hours, hold at least two turbojet type ratings, and have at least 25 hours PIC time in one of these turbojet aircraft.
NOTE: No pilot may be exempt from the minimum SOE specified in § 61.64 if those provisions apply.
7. RECURRENT TRAINING. Recurrent training intervals in the EA-500 are at 6-month or 1-year intervals, depending on the pilot’s total experience and performance during initial type rating training. Customarily, the EA-500 pilot will accomplish the first recurrent training 6 months after initial type training. Upon successful completion of the second 6 month recurrent training session the training provider may recommend that the recurrent training interval be extended to one year for that pilot. Pilots may complete recurrent training during the calendar-month prior or the calendar-month after the month in which training is due and still maintain their recurrent training target date/month (i.e., pilot due by November 30 may complete recurrent training between October 1 and December 31 and keep November 30 as recurrent target date/month).
a. Recurrent Training—Prerequisites.
(1) Pilot Experience Questionnaire. The pilot will complete a pilot experience questionnaire prior to attending recurrent training. The completion of the pilot experience questionnaire provides important information with regards to pilot currency, proficiency, and aircraft use during the previous 6-12 month interval. The training instructor will use information collected from the pilot experience questionnaire to better address a pilot’s level of proficiency in certain areas of operations outlined in the ATP and Type Rating PTS.
(2) Aircraft Systems Training. Prior to arriving for recurrent training, it is a requirement for the pilot to complete the self-paced 16 hour minimum aircraft systems training (can be Web-based training, CD, or DVD) course that covers aircraft systems on the EA-500.
The training provider should provide testing on systems to ensure pilot knowledge. A passing score of 80 percent on the final exam at the end of the training is required to demonstrate knowledge proficiency on the EA-500 systems prior to commencing recurrent training. This is a “train to proficiency” event and should a pilot score less than 80 percent on the final exam,
Appendix 1 the pilot will review deficient areas and take a new exam until he or she achieves a passing score.
Include the following systems in the aircraft systems training:
(a) Aircraft overview.
(b) Avionics overview.
(c) Avio Power Factor (PF).
(d) Avio MFD.
(e) ADC.
(f) Electrical.
(g) Exterior/interior lighting.
(h) Flight controls.
(i) Landing gear and brakes.
(j) Fuel.
(k) Engines and fire protection.
(l) Climate control.
(m) Oxygen.
(n) Ice protection.
b. Recurrent Training—Classroom. The training provider designs the classroom phase of recurrent training to provide the pilot with supplemental knowledge on selected topics relating to the continued safe operation of the EA-500. A review of aircraft systems will include a detailed discussion on new equipment as well as any product improvements to fleet aircraft. Topics should include:
(1) Aircraft systems review.
(2) Standard operating practices review.
(3) Seasonal operating practices review (as required).
(4) Review and analysis of significant safety events in the EA-500 fleet.
(5) Discussion of operating issues identified in the EA-500 fleet.
Appendix 1
c. Recurrent Training-Flight/Approved Simulation Device. The training provider designs the recurrent training course to both refresh seldom practiced skills and maneuvers, as well as maintaining a pilot’s performance to ATP and Aircraft Type Rating PTS. A common thread throughout the training will continue to be the use of single-pilot resource management by constantly evaluating and mitigating risk throughout all phases of flight. The instructor’s role is to first coach, then evaluate. The instructor normally conducts this section during 2 days. The instructor designs the first flight day as a maneuvers and instrument refresher. The instructor will assist and explain the maneuvers and procedures, and emphasize techniques for single-pilot operations. Day two is an evaluation to ATP and Aircraft Type Rating PTS. The instructor should construct it as a scenario-like event. This scenario should include normal, abnormal, and emergency operations. The instructor’s role will shift primarily to observing and evaluating pilot performance to a satisfactory level in each task. Throughout the observation and evaluation, the instructor’s ultimate responsibility is to train the pilot to proficiency. The instructor corrects known deficiencies immediately and pilot performance is brought up to ATP and Aircraft Type Rating PTS. The instructor should ensure that the pilot demonstrates a high level of SRM (RM, ADM, AM, SA, and CFIT awareness). The following should be included in the flight/approved simulator training:
(1) Engine start malfunctions.
(2) Normal and crosswind takeoffs.
(3) Normal climb out and local area clearance.
(4) VFR Maneuvers (as required).
(5) ILS approaches.
(6) Very high frequency Omnidirectional Range (VOR) or Localizer (LOC) approaches.
(7) Circling approaches.
(8) Other Instrument/Visual Approaches (as required).
(9) MFD failure and reset.
(10) Cabin altitude caution/emergency descent.
(11) Missed approaches (two-engine, single engine, partial flap).
(12) Engine failure on climb out.
(13) Holding: engine failure and engine restart.
(14) Landing gear failure and emergency gear extension.
(15) Selected emergency procedures.