U.S.

Department of Transportation
Federal Aviation Administration
Washington, DC

Flight Standardization Board (FSB) Report

Revision: 4
Date: 08/24/2018

Manufacturer
Textron Aviation, Inc.

HS-125 and BAE 125

Models: DH-125, BH-125, HS-125, BAE-125 (Series 1A thru 800)
Hawker 750, 800, 800XP, 850X, 900XP
and
BAE-125-1000, Hawker 1000

Approved by: Small Aircraft Branch

Federal Aviation Administration (FAA)
Small Aircraft Branch
901 Locust Street, Room 332
Kansas City, MO 64106

Office Telephone: (816) 329-3233

Office Fax: (816) 329-3241
Office Email: [email protected]
 TABLE OF CONTENTS
Section Page

RECORD OF REVISIONS............................................................................................................... 3

HIGHLIGHTS OF CHANGE ........................................................................................................... 3

1 PURPOSE AND APPLICABILITY ........................................................................................... 4

2 PILOT TYPE RATING REQUIREMENTS............................................................................... 5

3 MASTER COMMON REQUIREMENTS (MCR) ..................................................................... 5

4 MASTER DIFFERENCES REQUIREMENTS (MDR)............................................................. 6

5 FAA-APPROVED OPERATOR DIFFERENCES REQUIREMENTS (ODR) TABLES ......... 6

6 FSB SPECIFICATIONS FOR TRAINING ................................................................................ 7

7 FSB SPECIFICATIONS FOR CHECKING ............................................................................. 12

8 FSB SPECIFICATIONS FOR CURRENCY ............................................................................ 18

9 AIRCRAFT COMPLIANCE CHECKLIST .............................................................................. 20

10 FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS ............................................. 21

11 APPLICATION OF FSB REPORT ........................................................................................... 22

12 ALTERNATE MEANS OF COMPLIANCE ............................................................................ 23

13 MISCELLANEOUS................................................................................................................... 23

APPENDIX 1. MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE ........................... 24

APPENDIX 2. ACCEPTABLE OPERATOR DIFFERENCES REQUIREMENTS (ODR)

TABLES ........................................................................................................................................... 26

APPENDIX 3. EFB EVALUATION (Rockwell Collins) ............................................................... 53

APPENDIX 4. EFB EVALUATION (Honeywell).......................................................................... 60

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RECORD OF REVISIONS

Revision Sections Date

Original All 06/01/1992
1 2, 7.6, 10.4, Appendices 1 and 5 12/06/2006
2 Appendices1 and 2 02/20/2008
3 8, Appendices1, 2, and 6 12/02/2011
4 All 08/24/2018

HIGHLIGHTS OF CHANGE
Revision 1: Updated paragraph 2 to include Model 850XP; identified Left Seat requirement for Line
Checks in paragraph 7.6; updated information on Training Device Approval Process in
paragraph 10.4; added 800XP and 850XP to the MDR Table and NOTE for C/DSR in Appendix 1;
and added Operational Suitability Report for IFIS-5000 as Class 3 Electronic Flight Bag (EFB) in
Appendix 5.

Revision 2: Added 900XP and 750 to MDR Table, added NOTE for IDS-3000 on EFIS-86 aircraft,
and added C/DSR NOTE to BAe-125-1000 in Appendix 1; and added Sample ODR for 900XP, 750,
and for IDS-3000 on EFIS-86 aircraft in Appendix 2.

Revision 3: Revised paragraph 8 to include requirements for currency and reestablishing currency;
added TFE731-50R for 800XP with SPZ-8000 in Appendices 1 and 2; and added Appendix 6 for
AFGS on CDS/R in BAE-125-1000.

Revision 4: Revised entire document for Section 508 compliance, removed repetitive regulatory
information, changed manufacturer to Textron Aviation, Inc., and added special emphasis
training/checking item as per NTSB safety recommendation.

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1 PURPOSE AND APPLICABILITY
1.1 This Flight Standardization Board (FSB) report specifies Federal Aviation Administration
(FAA) master training, checking, and currency requirements applicable to crews operating
HS-125 series aircraft and the BAe 125-1000 under Title 14 of the Code of Federal Regulations
(14 CFR) parts 91 and 135. This report also addresses 14 CFR parts 61, 141, and 142 issues
regarding the operation of HS-125 or the BAe 125-1000 (e.g., type rating determination).

Provisions of the report include:

• Assigning different type ratings to HS-125 series aircraft and the BAe 125-1000.
• Describing Master Common Requirements (MCR) applicable to HS-125s and MCRs
applicable to the BAe 125-1000.
• Describing Master Differences Requirements (MDR) for crews requiring differences
qualification for mixed fleet flying or transition between HS-125 variants and the
BAe 125-1000.
• Providing examples of Operator Differences Requirement (ODR) tables acceptable to the
FAA.
• Describing an acceptable training program and device characteristics, when necessary, to
establish compliance with pertinent MDRs.
• Setting checking and currency standards including specification of particular check items
that must be administered by the FAA or qualified training establishments.
• Providing information to FAA field offices regarding HS-125 and BAe 125-1000
compliance with 14 CFRs, advisory circulars (AC), or other operational criteria.

1.2 This report also provides:

• Minimum requirements which must be applied by FAA field offices (e.g., MCRs, MDRs,
type rating designations).
• Information which is advisory in nature, but may be mandatory (under part 135 operations
specifications (OpSpec) for particular operators) if the designated configurations apply and
if approved for that operator (e.g., MDR footnotes, acceptable ODR tables).
• Information which is used to facilitate FAA review of an aircraft type or variant proposed
for use by an operator (e.g., compliance checklist for FAA field office use).

NOTE: Various sections within the report are qualified as to whether compliance is
required, is recommended, or is advisory in nature.

1.3 This report addresses all HS-125 variants. It focuses also on the HS-125-800 and
BAe 125-1000. The HS-125-800 aircraft was used as the baseline aircraft for FSB
determinations.

1.4 The provisions of this report are effective until amended, superseded, or withdrawn by
subsequent revisions to this FSB report. Previous HS-125 and BAe 125-1000 FSB reports are
superseded.

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1.5 Terminology.

The term “must” is used in this report and may be used in certain MDR footnotes even though it
is recognized that this FSB report, and the current edition of FAA AC 120-53, Guidance for
Conducting and Use of Flight Standardization Board Evaluations, on which it is based, provides
one acceptable means, but not necessarily the only means, of compliance with parts 61 and 135
requirements. This terminology acknowledges the need for operators to fully comply with this
FSB report’s MDR and ODR provisions if this method is to be used by the operator as the
means of complying with part 135. Operators who choose this method must comply with each
applicable MDR provision, including the footnotes.

2 PILOT TYPE RATING REQUIREMENTS

In accordance with the provisions of 14 CFR parts 1 and 61, different pilot type ratings are
assigned to earlier series HS-125s and the BAe 125-1000 as listed in paragraph 1.3. Any
HS-125 variant (-1A through -900XP) is designated as an “HS-125”, and the BAe 125-1000 is
designated as a “BAE-125”. In the remainder of this report, these aircraft will be referred to
according to these designations.

3 MASTER COMMON REQUIREMENTS (MCR)

3.1 Landing Minima Categories.

Both the HS-125 and BAe-125 are generally considered Category C aircraft for “straight-in
approach” weather minima and Category D aircraft for “circling approach” weather minima
unless otherwise permitted or required by applicable OpSpecs.

3.2 No-Flap Approach.

Training and checking requirements include:

Training for and demonstration of approaches with no flaps is appropriate for both HS-125 and
the BAe-125 aircraft. Credit for demonstration of a “no-flap” approach in an HS-125
(Series -1A through-900XP) aircraft is not creditable for the BAe-125, nor is credit transferable
from the BAe-125 to the HS-125 (Series -1A through -900XP).

3.3 Normal “Final Landing Flap Setting” (Part 91, § 91.126(c)).

The normal “final landing flap setting” per § 91.126(c) is considered to be “flaps 45” for both
HS-125 and BAe-125 aircraft.

3.4 Other Requirements.

No other special or unique requirements common to all HS-125 and BAe-125 aircraft are
identified regarding parts 61, 91, or 135.

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4 MASTER DIFFERENCES REQUIREMENTS (MDR)
4.1 MDR Tables.

Requirements for particular HS-125 variants and the BAe-125 are shown in Appendix 1, Master
Differences Requirements (MDR) Table. These provisions apply when differences between
variants exist which affect crew knowledge, skills, or abilities (e.g., Level A or greater
differences). Limited credit for certain maneuvers is permitted between BAe-125 and HS-125
aircraft, as specified, even though the HS-125 and BAe-125 are assigned Level E for differences
and have different pilot type ratings. This is appropriate since handling qualities and other
characteristics such as cockpit visibility may permit certain credit for training, checking, and
currency related to takeoff and landing.

4.2 MDR Footnotes.

Footnotes to MDR requirements, where they occur, define acceptable “required means” of
compliance. A footnote can indicate requirements that are less restrictive than the basic
designation or more restrictive than the basic designation depending on the significance of the
differences between particular variants.

4.3 Difference Level Definitions.

Difference level definitions are as specified in AC 120-53.

5 FAA-APPROVED OPERATOR DIFFERENCES REQUIREMENTS (ODR)

TABLES
5.1 ODR Tables.

5.1.1 When credit is sought for using a BAe 125-1000 aircraft or simulator as part of a program
to qualify in an HS-125 or vice versa, or when flying a mixed fleet of HS-125s and the
BAe 125-1000 under part 135, that credit should be consistent with approved ODR tables.

5.1.2 Each individual part 135 operator develops ODR tables when differences exist which
affect crew qualification. When developed, sample tables for operators conducting mixed
fleet operations will be shown in Appendix 2, Acceptable Operator Differences
Requirements (ODR) Tables. These ODR tables are provided only as examples and may
not include items that are applicable to particular operators.

5.2 Landing Currency Credit Permitted by ODR Tables.

5.2.1 For part 135, limited credit for certain takeoff and landing maneuvers may be permitted
between BAe-125 and HS-125 aircraft as specified in ODR tables. When approved by the
FAA, an operator may have its pilots satisfy the requirement for three takeoffs and
landings in the previous 90 days (part 135, § 135.247) by accomplishing those takeoffs
and landings in either HS-125 variants, the BAe-125, or by any combination of three

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 takeoffs and landings in HS-125 or BAe-125 aircraft. However, to obtain this credit, a
pilot must remain familiar with respective HS-125 and BAe-125 cockpits, systems, and
procedures by having completed at least three segments in an HS-125 and an additional
three segments in the BAe-125, each within 90 days. However, during these six segments,
the pilot may have been the pilot flying (PF) for only three of the respective takeoffs and
landings (see paragraph 8 regarding currency).

5.2.2 Under part 91, separate takeoff and landing currency is necessary (reference part 61,
§ 61.57).

5.3 Distribution of FAA-Approved ODR Tables.

Distribution of the FAA-approved ODR tables should be as follows: original FAA-approved

ODR tables are to be retained by the operator; copies of FAA-approved ODR tables are to be
retained by the certificate-holding district office (CHOO). A copy of approved ODR tables
should be provided to the HS-125 and BAe-125 FSB Chair, Small Aircraft Branch.

6 FSB SPECIFICATIONS FOR TRAINING

6.1 General.

6.1.1 Airmen Experience.

The provisions of this section of the report apply to programs for experienced airmen
(e.g., airmen who have previous experience in parts 91 or 135 operations, former military,
commuter or corporate pilots with turbine powered aircraft experience). For airmen not
having such experience, additional requirements may be necessary as determined by the
principal operations inspector (POI), FSB, and the Air Transportation Division.

6.1.2 HS-125 training program new to a part 135 operator (without differences between HS-125
variants).

Numerous training programs for any one HS-125 variant are already FAA-approved. POIs
of operators initially introducing an HS-125 type for an operator not currently using
HS-125s, and where differences between aircraft are not a factor, may approve such
programs consistent with other programs previously approved by the FAA for HS-125s
and the current edition of AC 61-89, Pilot Certificates: Aircraft Type Ratings, (e.g., for an
operator introducing one or more HS-125-600 with no differences between individual
aircraft).

a) For information regarding previously approved programs, FAA POIs of other existing
HS-125 operators or training organizations may be consulted. In the event of
uncertainty regarding evaluation of a proposed program, the HS-125 FSB Chair
should be consulted.
b) When such programs are approved, operators should be aware if variants are to be
added (HS-125-700 added to a fleet of HS-125-600s) or differences are to be

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 introduced within a fleet (e.g., navigation systems updated for part of the fleet), ODR
table development, and FAA approval is necessary prior to operation of those aircraft
with differences.

6.1.3 BAe 125-1000 training program new to an operator.

BAe-125 part 135 training programs (with no differences between aircraft, where no
mixed fleet operations with HS-125 aircraft occur, and where no transition or currency
credit is sought) should meet or exceed each provision of this report related to the
BAe-125. If available, a sample of an acceptable part 135 program will be provided in
Appendix 3, EFB Evaluation (Rockwell Collins). MDRs and ODRs do not apply for
BAe-125-1000 only operations. Part 91 operators should be encouraged to provide an
equivalent program.

6.1.4 Existing HS-125 or BAe-125 training programs with differences between aircraft.

For part 135 operations when more than one variant of HS-125 or combinations of
HS-125 and BAe-125 are flown in a mixed fleet, differences training programs meeting
criteria specified by MDR tables must be described in ODR tables and approved by the
FAA.

Any existing HS-125 program that is less comprehensive than recommended by this
report should amend ODR tables to meet MDRs and develop a new training program
based on the revised ODR. Any changes proposed to existing programs making those
programs less restrictive than this report should not be approved without prior
coordination with the HS-125 FSB Chair. For part 91, operators should be encouraged to
provide an equivalent program.

6.1.5 Takeoff safety.

Particular emphasis on certain takeoff safety related topics are appropriate during training.
This includes emphasis on the following:

• The meaning and proper use of V1.

• The importance of prompt and correct execution of a rejected takeoff (RTO) when
necessary.
• The need to minimize exposure to high-speed RTOs for minor difficulties unrelated to
the ability of the aircraft to continue a safe takeoff.
• Proper lineup and use of available runway.
• Correct accountability for clutter and/or reduced braking friction.
• Consideration of necessary engine-out obstacle clearance requirements (§ 135.379) or
equivalent if operating under part 91.

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6.1.6 Specialized training.

Specialized training should be conducted with regard to the areas of high altitude
aerodynamics, physiology, meteorology; windshear training; and Traffic Alert and
Collision Avoidance System (TCAS).

a) With crewmembers new to the BAe-125 or HS-125, special training must be applied
to the area of high altitude aerodynamics, physiology, and meteorology. Requirements
for this are outlined in § 61.31(g).
b) While no requirement currently exists for mandated windshear training under parts 91
or 135, training organizations and operators should ensure that all crewmembers are
familiar with the provisions of the current edition of AC 00-54, Pilot Windshear
Guide. This windshear training aid communicates key windshear information relevant
to flightcrews.
c) Terrain Awareness and Warning System (TAWS) and TCAS training must be
included in training programs. This training should be consistent with current FAA
guidance for applicable equipment.
d) Training should emphasize the use of stabilized approach criteria for non-precision
approach procedures, the use of vertical guidance (vertical navigation (VNAV)) when
available, techniques for stabilized non-precision approaches such as continuous
descent final approach (CDFA) as appropriate when other vertical profiles are not
available, and the avoidance of configuration changes at low altitudes.
e) Training programs must include training in all installed optional equipment.

6.1.7 Hazardous weather and winter operations.

Proper precautions and procedures regarding hazardous weather/winter operations, which

may be unique to HS-125 and BAe-125 aircraft, should be addressed. For example, topics
such as proper use of wing/tail anti-ice, flap clearance on snow covered ground surfaces,
antiskid braking characteristics when stopping on slippery runways, use of procedures
described in the windshear training aid, hazards associated with rejecting takeoffs near V1
on slippery runways, and other such topics are appropriate for emphasis in training
programs.

6.1.8 Crewmember emergency training (reference § 135.331).

Appropriate emergency training must be given to each crewmember on the location, type,
function, and operation of each item of emergency equipment that may be different on
each HS-125 variant or the BAe-125. Training may be accomplished by pictures or
videotape if, prior to line operation, adequate knowledge of equipment use is
demonstrated to an FAA inspector, an authorized representative of the Administrator, or a
check pilot for that variant in a static aircraft or approved training device.

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 a) Where equipment is common, instruction may be adjusted for those crewmembers
qualified and current on other HS-125 variants or the BAe-125 provided records are
available which demonstrate that crewmembers meet § 135.331 requirements. For
example, where elements of interior configurations are common, training may be
simultaneously credited for variants.
b) For different emergency equipment, doors, communications, or other interior
configuration elements, even when within the same series (e.g., HS-125-600), training
on emergency equipment for each variant is required in accordance with MDRs.
c) For part 91 operations, equivalent training is recommended.

6.1.9 Training for BAe-125 “seat dependent” tasks.

For part 135 operations, proper accomplishment of certain HS-125/BAe-125 tasks,

procedures, or maneuvers require training of a crewmember for a particular seat position
(i.e., left seat, right seat). Thus, training programs, including those programs leading to
airman certification for an airline transport pilot (ATP) or type rating, should recognize
and address the necessary seat position related tasks for the applicable crewmember or
certification that is intended. For example, an applicant for addition of a BAe-125 type
rating to an ATP would be expected to receive training in ground taxi by use of the nose
wheel steering, including transitioning to or from the nose wheel steering during
crosswind takeoffs or landing. Each training program should, accordingly, address seat
dependent tasks or maneuvers to the extent necessary to satisfy crew qualification
objectives.

Seat dependent tasks for both the HS-125 and BAe-125 are Level B from the left seat to
the right seat and Level E from the right seat to the left seat.

Procedures and/or maneuvers which are considered to have seat dependent elements are as
follows:

• Use of nose wheel steering during taxi.

• RTO.
• Crosswind takeoffs and landings.

Other items which could, in some circumstances, have seat dependent elements and may
need to be considered and addressed under part 135 (as determined by each operator and
POI on a case-by-case basis) include the following:

• Category (CAT) II/III operations.

• Engine inoperative landings.
• Emergency communications.
• Loss of all generators.
• Emergency descent.
• Operation on emergency power.

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 For part 91 operations, the completion of equivalent training is recommended for left and
right seat positions.

6.2 Initial, Upgrade, or Transition Training.

6.2.1 Pilots: initial, transition, and upgrade ground training (reference § 135.345).

Pilots initial, upgrade, and transition ground training is accomplished in accordance with
§ 135.345. When more than one variant is to be flown or transition from one variant to
another is to be accomplished, appropriate ground instruction in differences is required for
each variant consistent with MDR provisions.

6.2.2 Pilots: initial, transition, and upgrade flight training (reference § 135.347).

Pilots initial, upgrade and transition flight training is accomplished in accordance with
§ 135.347. When flight training is accomplished and several variants are to be flown,
flight training should suitably address each variant consistent with MDR provisions.

6.3 Differences Training (Reference §§ 135.321 and 135.347).

6.3.1 General. Unless an initial or transition program is completed for each variant, differences
training is necessary for each variant as shown in the MDR.

When available, samples of acceptable ODR tables for differences are shown in
Appendix 2.

a) The differences programs of Appendix 2 for a mixed fleet assumes a trainee has
completed initial, upgrade, or transition training and will receive differences training
for the other variant or variants.
b) Coverage of differences may be completed coincident either with each phases of
Initial, upgrade, or transition training or following completion of the training.

6.3.2 Differences ground training.

Differences ground training in the topics applicable to the pertinent variant group or
groups and shown by sample ODR tables of the equivalent is required.

6.3.3 Differences flight training.

Differences flight training is required in the topics and maneuvers applicable to the
pertinent variant group or groups that are shown by sample ODR tables.

6.3.4 Engine intermix.

Engine intermix operations (i.e., for various HS-125 series aircraft) are acceptable as
specified by the Airplane Flight Manual (AFM) provided engine intermix limits and
performance are clearly addressed and this information is clearly available to the
flightcrew and easily interpreted. Levels are per approved MDR/ODR differences tables.

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 6.3.5 HS-125/BAe 125-1000 flight management system (FMS) differences.

When Level C or greater requirements are shown for differences training due to FMS,
training must include “hands-on” instruction with the FMS and its components.

6.4 Recurrent Training.

6.4.1 Recurrent training must include appropriate training in accordance with § 135.351 for
each variant group consistent with the items and levels specified by MDR and ODR tables
for differences training.

6.4.2 Recurrent flight training requires appropriate maneuvers and procedures to ensure that an
airman can meet the requirements of § 135.293(b). Maneuvers and procedures addressed
must account for each variant operated. ODR table provisions identify differences in
maneuvers or procedures between variants which must be addressed in the operator’s or
training center’s recurrent program. The extent of the competency check is determined by
the Administrator or authorized check pilot.

7 FSB SPECIFICATIONS FOR CHECKING

7.1 General.

7.1.1 Separate HS-125 and BAe-125 checks/evaluations.

Checks or evaluations specified by part 61, part 135 subpart G, and FAA Order 8900.1
apply separately to HS-125 and BAe-125 variants except as permitted by MDRs and
ODRs.

Section 135.347 training/checking differences items within each of the HS-125 variants
and the BAe-125 are accomplished as specified by MDRs and ODRs. Equivalent
checking for part 91 pilot in command (PIC) and second in command (SIC) crew
positions is recommended.

7.1.2 Areas of emphasis.

The following areas of emphasis should be addressed during checks:

a) Manual and automatic flight. Proficiency with both manual and automatic flight in
normal and non­normal situations including the use of appropriate flight guidance
system (FGS) modes.
b) Unique features. Proper use or understanding of features not commonly found on
other parts 91 or 135 transport aircraft at the present time such as rudder bias, digital
electronic engine control (DEEC), full-authority digital engine control (FADEC), and
flight control system breakout.
c) Unique flight characteristics. Proper response to flight characteristics which are
different from earlier -125 series aircraft (e.g., lateral control following an engine

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 failure during takeoff/missed approach, and reduced flap/no-flap approaches and
landings).
d) Master Minimum Equipment List (MMEL) use. Dispatch relief under the provisions
of the company minimum equipment list (MEL) should receive emphasis as part of
the normal checking process in order to address those issues related to crew workload
and safety. This is particularly important in the extended range BAe-125.
e) Stabilized approaches. The use of stabilized approach criteria, including avoidance of
configuration changes at low altitudes.
f) Other characteristics. Timely and correct response to situations that could be
experienced with long-range aircraft, such as proper enroute fuel monitoring and
management on long range flights and proper performance of long-range/overwater
navigation procedures (if applicable).

7.2 Maneuvers/Procedures or Special Characteristics.

7.2.1 FMS demonstration of competency.

a) FMS checking for the BAe 125-1000, or for HS-125 series aircraft if an FMS is
installed, should include a demonstration of both normal and non-normal procedures
as necessary. Specific items and flight phases to be checked include any applicable
initialization, takeoff, departure, cruise, arrival, precision and non-precision approach,
missed approach, holding, diversion to an alternate or route change, and pertinent
non-normals.
b) For long-range remote area or oceanic operations, FMS use may include emphasis on
items such as proper step-climb considering enroute winds, engine-out diversion
planning, and fuel management.
c) For all -125 series aircraft where navigation is accomplished through use of an FMS, a
high degree of proficiency with basic FMS features should be exhibited to initialize or
find necessary information to safely accomplish a flight, to properly configure the
aircraft (e.g., confirm V-speeds), and to satisfy commonly accepted air traffic control
(ATC) clearances without undue delay. However, it is recognized that demonstration
of mastery of each and every feature of FMS, use of the full range of alternative
techniques, use of the optimum technique for a particular task, or use of extra/optional
features and other such “mastery level” skills common to experienced FMS users may
not necessarily be mature at the time of initial certification of an applicant. The key
factor to be evaluated is whether the applicant can safely, confidently, and
expeditiously use the FMS to achieve the desired outcome and assure safe flight
without undue errors, delays, distractions, or unsafe results.
d) Proper FMS use in conjunction with outside visual traffic scan, particularly in terminal
areas, should be demonstrated. Prolonged fixation on FMS significantly detracting
from outside scan should be avoided.

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7.2.2 “No-flap” approaches.

Checking regarding “no-flap” approaches for HS-125 series aircraft or the BAe-125 is
conducted in accordance with the provisions of paragraph 3.2. “No-flap” and “hydraulic
system abnormal” approaches may be combined and should be addressed during training.

7.2.3 Engine-out handling.

Engine-out handling in the BAe-125-1000, in specific regimes, represents a qualitative

change when compared to earlier HS-125 series aircraft. An engine failure on takeoff or
missed approach, in the case of the 125-1000, requires significantly more rudder and the
use of rudder trim when compared to earlier HS-125 series aircraft. While the rudder bias
system on the BAe-125 functions in the same manner as on earlier HS-125 series aircraft,
it does not compensate fully for the increased thrust on the Pratt & Whitney (PW) 305
engines. This introduces some handling qualities unique to the -1000. Crews must be able
to safely demonstrate their ability to handle the aircraft in the engine-out configuration.

7.2.4 HS-125 specific items.

Since HS-125 variants have been in parts 91 and135 service for an extended period of
time, and acceptable checking procedures have been previously established by the FAA,
no specific items beyond those listed in paragraph 7.2.1 through 7.2.3 are identified in this
report. Questions regarding specific items for HS-125 variants may be addressed to the
HS-125 FSB Chair.

7.2.5 BAe 125-1000 specific items.

This section is not intended to be an inclusive listing of all BAe 125-1000 items that
should be addressed during checking. Rather, it is intended to highlight those airplane
specific items noted by the FSB during its evaluation effort. Items included here represent
specific emphasis items:

a) Checklists. Applicants should clearly demonstrate the ability to find pertinent items
and accurately use BAe 125-1000 non-normal checklists in a timely manner.
b) AFCS. Crews should have a clear understanding of Guidance Control Panel use,
including confirmation of mode arming. They need also understand engagement and
use of main instrument panel and electronic attitude display indicator (EADI)
annunciations as these relate to the AFCS. Crews should be sufficiently familiar with
Guidance Control Panel use, annunciations, and AFCS to easily and reliably satisfy
routine flight path control requirements, comply with typical ATC clearances, and
respond to non-normal situations such as engine failure or emergency descent. Crews
should demonstrate a clear understanding regarding which modes are armed or active
and how to select the mode desired. Crews should exhibit confidence in actions taken
to accomplish particular maneuvers and be able to respond to those situations where
the aircraft fails to respond as anticipated.
c) FADEC system (PW 305 engine). The PW 305 engine incorporating a FADEC system
bears no relationship to the PW 731 or previous engines installed on earlier HS-125

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 variants. The FADEC fault lights, as a part of this new engine, are also new to
the -1000 and have important implications for crewmembers. The PW 305 engine
itself reflects some very significant differences in terms of both performance and
operation. Normal, abnormal, and emergency procedures have changed with regard to
these engines, and these features need to be fully understood by crewmembers. Crews
should be able to demonstrate a clear understanding of this new engine and the
associated FADEC system and be capable of responding expeditiously to both
abnormal and emergency situations.
d) Flight control system/aileron and elevator breakout. The flight controls perform the
same functions on the -1000 as on earlier series -125 aircraft. Specific changes have
taken place, however, and additional aerodynamic devices are fitted to the aircraft. To
the pilot flying in normal operation, no differences other than control forces are
experienced. Probably the most significant changes are reflected in the elevator and
aileron controls. These have been redesigned on the BAe 125-1000 to allow for a
breakout (split elevator or ailerons) in the event of a control jam. Whereas the cockpit
controls are mechanically linked together, the design is such that, if a control becomes
jammed, force can be applied to the other control to cause the mechanical connection
to be broken (“breakout”), allowing control of one-half of the control surfaces (aileron
or elevator). Crewmembers need to demonstrate a complete understanding of new
flight control features with particular emphasis on elevator/aileron breakout and
associated implications should it become necessary to “breakout” controls.
e) Communication radio management. Clear understanding and use of the
communication radio panels and audio control panels should be demonstrated. This is
particularly important when flight training device (FTD) and simulator training
sessions may not fully incorporate simulated ATC.
f) Fuel system. Significant changes have taken place with the fuel system on the -1000
when compared to earlier HS-125 variants. Detailed background knowledge is
required regarding its use. Major changes include the following:
• Introduction of a second ventral fuel tank installed in an enlarged wing-fuselage
fairing (FWD).
• All fuel control valves now electrically actuated.
• Introduction of a fuel contents gauging system for both ventral tanks.
• Low pressure shutoff valves (LP. cocks) controlled via fire handles.
• Crossfeed valve, interwing transfer valve, and ventral fuel transfer valves
controlled by roof panel switches.
• Modified roof panel switches.

Because of the criticality of fuel computations during long-range/overwater flights, crews

should be particularly familiar with fuel management procedures and the manner in which
fuel computations are made and displayed on the FMS.

a) Electrical system. The overall architecture of the -1000 electrical system when
compared to earlier HS-125 series aircraft reflects significant changes. These, in
conjunction with corresponding alterations to procedures and limitations, need to be
completely understood by crewmembers.

Page 15 of 65
 b) Other unique features. Other features unique to the -1000 are apparent in the following
systems:
• Environmental/air conditioning.
• Hydraulic.
• Oxygen.
• Master Warning System (MWS).

7.3 Type Ratings.

7.3.1 Oral exam.

Unless otherwise specified by ODR tables, the oral portion of a type rating practical test
need only address the variant(s) to be flown for the practical test. For qualification in
accordance with ODR tables, an appropriate oral exam for the pertinent variant(s) should
be administered by an FAA inspector or qualified pilot examiner.

7.3.2 Pilot seat to be used.

The practical test for an HS-125 or BAE-125 ATP or type rating must be demonstrated
from the left pilot seat.

7.3.3 Variant to be used.

Airmen may complete the necessary practical test in any HS-125 variant for issuance of
an HS-125 pilot type rating, and in any BAE 125-1000 for issuance of a BAE-125 type
rating.

7.3.4 Differences.

Before airmen serve as PIC under part 135 in a variant other than that in which a type
rating practical test was completed, differences qualification in accordance with MDR
provisions must be completed. For part 91, the completion of equivalent differences
training for PIC and SIC crew positions is recommended.

7.3.5 Preflight inspection exemptions.

Operators qualifying aircrews in one or more variants and who conduct the “interior and
exterior visual preflight inspection” portion of practical tests under provisions of an
exemption should separately apply provisions of that exemption to HS-125 and
BAe 125-1000 variants. Where crewmembers fly more than one variant and differences in
emergency equipment exist, operators should account for those differences in a manner
acceptable to the FAA when applying provisions of an exemption.

7.3.6 Airmen employed under parts 91 or 135.

To the maximum extent possible, a practical test for an applicant intending to operate
under parts 91 or 135 should be conducted in a variant of the same group as that intended

Page 16 of 65
 to be flown (e.g., test conducted using an HS-125-600 series aircraft for an applicant
intending to fly an HS-125-600). In the event this is not possible or practical, or where an
HS-125 or BAE-125 type rating is sought and no specific HS-125 or BAe-125 operation is
planned or intended, the test may be conducted using any respective HS-125 variant
(for the HS-125 type rating) or a BAe 125-1000 (for the BAE-125 type rating). In this
instance, and following a successful test, the applicant should be advised of the need to
complete subsequent differences training if other variants are to be flown. The inspector
should recommend that at least one of the following provisions be met prior to serving as
PIC of a different variant than the one in which the original test was accomplished.

a) Completion of differences qualification in accordance with or equivalent to that

specified for part 135 (e.g., compliance with MDRs and ODRs).
b) Completion of a proficiency check in accordance with § 61.58 in the variant(s) to be
flown.
c) Completion of a proficiency check in accordance with or equivalent to that specified
by part 135.

7.4 Proficiency Checks/Evaluations.

7.4.1 Separate HS-125 and BAe 125-1000 proficiency checks.

Except as specified in approved ODR tables, proficiency checks/evaluations are

administered separately for HS-125 variants and the BAe 125-1000. A PIC receiving a
proficiency check must occupy the left seat in the HS-125 and BAe-125 aircraft.

7.4.2 Proficiency checks address each variant flown.

When a proficiency check/evaluation addresses qualification in more than one variant

(HS-125 series aircraft), the check may primarily address one variant. However, portions
of the check should be accomplished in relevant combinations of training devices,
simulators, or aircraft to ensure assessment of competency related to other variants flown.

7.4.3 Substitution of recurrent flight training.

Satisfactory completion of a § 135.293(b) competency check may be substituted for

recurrent flight training as permitted in § 135.351 for either the respective HS-125 or
BAE 125-1000 types.

7.4.4 Alternating proficiency checks.

If crews fly HS-125 variants and the BAe 125-1000 in a mixed fleet, proficiency checks
should alternate each 6 months for PICs and annually for SICs between these two variant
groups. When alternating checks are accomplished, the differences assessment for
respective HS-125 variants being evaluated may be satisfied by ground training, written
questionnaire, oral review, or other method approved by the POI.

Page 17 of 65
 7.4.5 Section 61.58 checks.

Proficiency checks which may be required in accordance with § 61.58 should be

administered using the same variant or a variant within the same group as the aircraft
intended to be flown unless otherwise authorized by the FAA.

7.5 Use of FTDs for Specific Check/Evaluation Items.

HS-125 and BAe 125-1000 FTDs may be used for specific checking items for the ATP, type
rating, proficiency check, or proficiency evaluation when approved for that checking item by the
FSB, National Simulator Program (NSP), and POI consistent with the level of checking
specified by this report (reference paragraph 10.2.3).

7.6 Line Checks (§ 135.299) and Supervised Operating Experience (SOE) (§ 61.64(g)).

Line checks must be accomplished by the Administrator or by a check pilot in accordance with
the provisions of § 135.299. Pertinent ODR items should be addressed as needed in those
instances where a crewmember operates more than one variant (HS-125) in line operations. A
PIC receiving a line check must occupy the left seat in the HS-125 and BAe-125 aircraft.

SOE must be conducted by individuals qualified in the respective variant (HS-125) or type
(BAE-125) in accordance with applicable 14 CFRs and this report. The recipient of SOE must
occupy the left seat to receive PIC credit for SOE.

7.7 Qualifications of FAA Inspectors or Check Airmen.

For purposes of airman certification, FAA inspectors, Designated Pilot Examiners (DPE), or
check airmen should have completed appropriate qualification for the respective HS-125 variant
or the BAe 125-1000. Unless otherwise specified by the FAA, airman certification for HS-125
variants and the BAe 125-1000 should only be accomplished by individuals qualified in the
respective HS-125 variant(s) or the BAe 125-1000.

8 FSB SPECIFICATIONS FOR CURRENCY

8.1 Currency (Recency of Experience).

8.1.1 Currency required by §§ 61.57 and 135.247.

Currency is addressed separately for the HS-125 and BAe 125-1000 unless otherwise
approved through ODR tables. For programs approved through ODR tables, currency
must comply with MDRs.

8.1.2 Currency for mixed fleet flying operations.

Various currency levels are specified between HS-125 variant group (1A through -900XP)
and the BAe 125-1000. This does not preclude alternating currency credit between
HS-125 variant group (1A through -900XP) and the BAe 125-1000. This is appropriate

Page 18 of 65
 since handling qualities of HS-125 variants and the BAe 125-1000 (in the “normal”
regime) are similar. Takeoffs and landings performed in HS-125 variants and the
BAe 125-1000 are equivalent provided differences currency is maintained in accordance
with approved ODR table provisions.

When MDR/ODR specifies Level B currency, currency is maintained by operating the

variant through a flight segment in the previous 180 days.

When MDR/ODR specifies Level C currency, currency is maintained by operating the

variant aircraft through a complete flight segment within the previous 90 days.

When MDR/ODR specifies Level D or E currency, currency is maintained by operating

the variant aircraft through three complete flight segments within the previous 90 days.

For part 91 operations, an equivalent level of standards regarding crewmember

understanding of aircraft performance, systems knowledge, and procedural issues should
be ensured for PIC and SIC.

8.1.3 Use of the term “segment” as applied to currency.

For purposes of this FSB report, a segment consists of the following flight phases or
maneuvers: preflight, start. taxi, takeoff, climb, cruise, descent, approach, landing, and
shutdown. Credit for a segment requires that a crewmember serve in an appropriate
cockpit crew position (left or right pilot seat) during the necessary flight phases or
maneuvers but does not require the crewmember to physically control the aircraft or
autopilot during those phases/maneuvers. Both pilots may take credit for a segment even
though only one actually controls the aircraft during the takeoff or landing.

8.2 Methods for Reestablishing Currency.

8.2.1 Reestablishing currency at Level B. Currency is reestablished at difference Level B by

review of placards, limitations, and operating procedures prior to operating the variant.

8.2.2 Reestablishing currency at Level C. Currency is reestablished at difference Level C by

operating the variant with a qualified PIC for at least one flight segment, completing a line
check with a line check pilot, completing a proficiency check in the variant, or compliance
with § 61.57 recent flight experience requirements in variant.

8.2.3 Reestablishing currency at Level D or E. Currency is reestablished at difference Level D

or E as specified in §§ 61.57, 61.58, and 135.247 or as specified by approved ODR tables.

Page 19 of 65
9 AIRCRAFT COMPLIANCE CHECKLIST
9.1 General.

Compliance checklists are provided as an aid to FAA Flight Standards offices in identifying
those specific rules or policies for which compliance has already been demonstrated to FAA for
a particular aircraft type, variant or variant group. The checklist also notes rules or policies
which remain to be demonstrated to Flight Standards offices by operators.

9.2 HS-125 Compliance Checklist.

Due to prior 14 CFR 91/135 operating experience of the HS-125 fleet of aircraft, a Compliance
Checklist for the HS-125 has not been included in this report. Inspectors who may need to
establish compliance with operating rules for a new operator or HS-125 variant new to that
operator are encouraged to coordinate with the POI of another part 91 or 135 operator currently
operating HS-125s.

9.3 BAe 125-1000 Compliance Checklist. A BAe 125-1000 compliance checklist is maintained on
file at the Small Aircraft AEG.

9.4 Discussion of Specific Compliance Items.

9.4.1 Emergency evacuation/BAe 125-1000.

Beyond ascertaining that the aircraft met the general certification requirements established
under 14 CFR part 25, § 25.803(a), the FSB did not conduct formal emergency evacuation
demonstrations. The requirements of § 135.123 must be accomplished by the operator.

9.4.2 Ditching demonstration/BAe 125-1000.

While no specific requirement for a ditching demonstration exists under parts 91 or 135,
operators/crewmembers must comply with the requirements of § 135.331 and must be
familiar with the general handling characteristics and procedures outlined in the aircraft
performance manual.

9.4.3 HS-125 forward observer seat.

The forward observer seat is considered acceptable for use under § 135.75. No forward
passenger seat was demonstrated suitable.

9.4.4 BAe 125-1000 forward observer seat.

The forward observer seat is designed to meet the requirements of § 135.75. No forward
passenger seat was demonstrated suitable.

Page 20 of 65
 9.4.5 Proving tests.

Proving Tests to comply with § 135.145 should be conducted in accordance with FAA
Order 8900.1, Volume 3, Chapter 29.

10 FSB SPECIFICATIONS FOR DEVICES AND SIMULATORS

10.1 Device and Simulator Characteristics.

Device and simulator characteristics pertinent to HS-125 and BAe-125 variants are as specified
by 14 CFR parts 60, 135, and 142, and the FAA NSP, except as described below.

10.2 Special Requirements.

Special device or simulator characteristics are described for training, checking, and
reestablishing currency as follows:

10.2.1 Different engine display formats.

When different engine display formats are used due to operation with different engine
types (HS-125-1A through -800XP), in addition to simulator or FTD training for an
appropriate variant, crews should be exposed to the alternate engine instrument
presentations by some additional means (e.g., computer-based training (CBT), simulator,
photos, drawings) adequate to ensure proper display interpretation and use.

10.2.2 Combinations of devices and simulators.

The combination of devices and simulators should adequately address training

requirements resulting from differences in optional equipment (e.g., thrust reverser
differences based on different engine types, single vs. double cue flight director (FD)
systems, inertial navigation system (INS)).

10.2.3 Use of FTDs for specific check/evaluation items.

Since during static operations certain FAA approved BAe 125-1000 FTDs may have
identical characteristics to Level C or D simulators, specific ATP, type rating, or
proficiency check/evaluation items may be completed in those FTDs. This may be
appropriate for items such as FMS preflight/initialization or engine start abnormals. Under
part 135, specific checking credit in such instances must be approved by the POI
following coordination with the NSP. When such credit is approved by the POI, use of
this credit for a particular check is at the discretion of the FAA inspector or check pilot
conducting the evaluation. Under part 91 operations, equivalent standards should be
maintained for PIC and SIC crew positions.

Page 21 of 65
 10.2.4 Use of FTDs as a minimum acceptable means for reestablishing currency.

In those instances where ODR tables may identify use of an FTD as a minimum
acceptable means to reestablish certain currency provisions, the FSB has determined that
certain FTDs may be used even though they may not fully satisfy FAA Level 6 FTD
requirements. POI approval of such exceptions requires both NSP and FSB concurrence
on a case­by-case basis.

10.3 Aircraft Simulator and Device Compatibility (Reference § 135.335).

When variants are flown in mixed fleets, the combination of simulators and devices used to
satisfy MDR and ODR provisions should address specific variants flown by that operator. The
acceptability of differences between devices, simulators, and aircraft operated should be
addressed by the POI.

10.4 Device Approval.

Requests for device approval should be made to the POI/Training Center Program Manager
(TCPM). If device characteristics clearly meet established FAA criteria and have been qualified
by the NSP, the POI/TCPM may approve those devices for that certificate holder. Where
devices do not clearly satisfy a given level, the POI/TCPM should request advice from the FSB
Chair, NSP, or the Air Transportation Division.

11 APPLICATION OF FSB REPORT

11.1 Operators with any Single Variant (No Differences).

Apply relevant parts of this report (e.g., type rating designation, checking maneuvers related to
parts 91 or 135) following the effective date of this report.

11.2 Part 135 Operators with a Mixed Fleet.

11.2.1 Apply relevant parts of this report (e.g., type rating designation, checking maneuvers
related to parts 91 or 135) following the effective date of this report. In addition,
compliance with MDRs, ODRs, and other relevant FSB report provisions is required.

11.2.2 “HS-125” series aircraft.

For the HS-125 series aircraft, compliance should be within a period of 12 months from
the date of approval of this report (e.g., operators mixed fleet flying HS-125 series aircraft
should have ODR tables approved by the FAA) or obtain alternate compliance. Since
FAA review and approval of programs, devices, training methods, and other items
requires a reasonable period of time and since operators may need to apply for approval,
operators should plan to submit proposed ODR tables to POIs within 10 months of the
date of this report in order to ensure timely review and approval of their respective
program(s).

Page 22 of 65
 11.2.3 BAe 125-1000 aircraft.

For the BAe 125-1000, compliance should be established prior to any part 135 operations.
Part 91 operators should be encouraged to apply equivalent appropriate provisions except
that certain items such as pilot type rating designation are required, even under part 91.
These items have been noted where applicable.

12 ALTERNATE MEANS OF COMPLIANCE

12.1 Approval Level and Approval Criteria.

Alternate means of compliance to differences requirements of part 135 subparts G and H for
mixed fleet operations, other than as specified in provisions of this report, must be approved by
the FSB. If alternate compliance is sought, operators must show that the proposed alternate
means provides an equivalent level of safety to the provisions of AC 120-53 and this FSB
report. Analysis, demonstrations, proof of concept testing, differences documentation, or other
evidence may be required.

12.2 Equivalent Safety.

In the event alternate compliance is sought, training program length, simulator approvals, and
device approvals may be significantly limited and reporting requirements may be increased to
ensure equivalent safety. The FAA will generally not consider relief through alternate
compliance unless sufficient lead time has been planned by an operator to allow for any
necessary testing and evaluation.

12.3 Interim Programs.

In the event of clearly unforeseen circumstances in which it is not possible for an operator to
comply with MDR provisions, the operators may seek an interim program rather than a
permanent alternate compliance method. Financial arrangements, scheduling adjustments, and
other such reasons are not considered unforeseen circumstances for the purposes of this
provision.

13 MISCELLANEOUS
Reserved.

Page 23 of 65
 APPENDIX 1. MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE

HS-125 HS-125 HS-125 HS-125 Hawker Hawker Hawker

Base Hawker Hawker BAe Hawker
Related Series Series Series Series 800XP 800XP 800XP
Aircraft 850XP 900XP 125-1000 750
Aircraft ↓ 1A-400 600 700 800 SPZ8000 EFIS-86 Proline 21
→ (*) (*) (**) (*)
(*) (*) (*) (*) (*) (*) (*)
HS-125
C/C/B D/C/B E/E/E
Series D/D/B D/D/B D/D/B D/D/B D/D/B D/D/B D/D/B D/D/B
(1,8) (2) (3)
1A-400
HS-125 D/C/B A/A/B
Series 600 C/C/B C/C/B D/C/B D/C/B D/C/B D/C/B D/C/B E/E/D D/C/B
(2) (8)
HS-125
Series 700 D/D/B C/C/B A/A/B C/B/B D/C/B D/C/B D/C/B D/C/B D/C/B E/D/B D/C/B

HS-125 A/A/B
Series 800 D/D/B C/C/B C/B/B C/B/B B/B/B C/B/B C/B/B C/B/B E/D/B D/C/B
(5)
HS-125
A/A/B
800XP D/D/B D/C/B D/C/B C/B/B C/B/B C/B/B C/B/B C/B/B E/C/B C/B/B
(5, 6)
SPZ8000
HS-125
A/A/B
850XP D/D/B D/C/B D/C/B B/B/B C/B/B C/B/B C/B/B C/B/B E/D/B C/B/B
(7)
EFIS-86
HS-125
A/A/B
800XP D/D/B D/C/B D/C/B C/B/B C/B/B C/B/B A/A/B B/A/B E/E/C A/A/B
(4)
Proline 21
HS-125 A/A/B
850XP D/D/B D/C/B D/C/B C/B/B C/B/B C/B/B A/A/B B/A/B E/E/C A/A/B
(4)
HS-125 A/A/B
900XP D/D/B D/C/B D/C/B C/B/B C/B/B C/B/B B/A/B B/A/B E/E/C B/A/B
(4)

Page 24 of 65
 HS-125 HS-125 HS-125 HS-125 Hawker Hawker Hawker
Base Hawker Hawker BAe Hawker
Related Series Series Series Series 800XP 800XP 800XP
Aircraft 850XP 900XP 125-1000 750
Aircraft ↓ 1A-400 600 700 800 SPZ8000 EFIS-86 Proline 21
→ (*) (*) (**) (*)
(*) (*) (*) (*) (*) (*) (*)
BAe E/E/E A/A/B
125-1000 E/E/D E/D/B E/D/B E/C/B E/D/B E/E/C E/E/C E/E/C E/E/C
(3) (5)
Hawker A/A/B
750 D/D/B D/C/B D/C/B D/C/B C/C/B C/B/B A/A/B A/A/B B/A/B E/E/C
(4)

NOTES:

1) Except A/A/A within a Given Variant.

2) Assumes Transition from a 600 Series to the 1A Series (or Vice-Versa).
3) Assumes Transition from 1A or 3A/RA Series Aircraft to BAe-125-1000 (or Vice-Versa).
4) For Collins Proline 21 Equipped Aircraft, the Installation of IFIS-5000 Requires C/B/C.
5) Installation of Honeywell Epic CDS/RON SPZ-8000 Aircraft is C/B/C, AFGS option is C/B/C.
6) Installation of TFE 731-50R Engine on SPZ-8000 Aircraft is B/A/B.
7) Installation of Collins IDS-3000 on Proline 2 EFIS-86 Aircraft is D/C/C.
8) Installation of TFE 731 Engine on RR Viper Engine Aircraft is C/C/B.
(*) Type Rating HS-125 is for: HS-125/1A, HS-125/3A-RA, HS-125/400, HS-125/600, HS-125/700, HS-125/800,
Hawker 800XP, Hawker 850XP, Hawker 900XP, Hawker 750.
(**) Type Rating BAE-125 is for BAe-125-1000 and Hawker 1000.

Page 25 of 65
 APPENDIX 2. ACCEPTABLE OPERATOR DIFFERENCES REQUIREMENTS (ODR) TABLES

This Design Differences table from the BAe-125-800A, Hawker 800 to the BAe-125-800A, Hawker 800 with CDS/R lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
BAe-125-800A,
Hawker 800

TO RELATED
AIRCRAFT:
BAe-125-800A,
Hawker 800
with CDS/R
Instrument Panel Replace EADI/EHSI/ALT with No Minor C B C
Layout PFD. Replace MFD to left side (FTD)
Instrument Controls Controls for CRS/HDG/ALT No Minor C B C
Layout moved to bottom instrument (FTD)
panel (RI-553)
Instrument Panel Several EFIS annunciators are No Minor B B B
Annunciators deleted or moved to center (CPT)
pedestal.
Standby Flight Moved location of Standby No Minor A A B
Instruments Instruments
ATA 22 No Change No Minor A A A
Autoflight
ATA 23 No Change No Minor A A A
Communications
ATA 31 CAS messaging is added to the No Minor C B B
Indicating/Recording MFD for CDS/R monitoring (FTD)
Systems only

Page 26 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
BAe-125-800A,
Hawker 800

TO RELATED
AIRCRAFT:
BAe-125-800A,
Hawker 800
with CDS/R
ATA 34 5x5-inch EFIS displays No Minor C B C
Navigation replaced by 8x10-inch EFIS (FTD)
displays:
Attitude Indicator, Horizontal
Situation Indicator
Analog instruments replaced
with 8x10-inch EFIS:
Altimeter, RMI
ATA 34 New EFIS format selections; No Minor C B C
Navigation added PFD/MFD menu control (FTD)
through joystick; New
reversion controller
ATA 34 FMS NZ-9XX to NZ-2000 No Minor C B C
Navigation (ICBT)
ATA 34 Flight director mode selection No Minor A A A
Navigation is menu selection on CDU
(CD-820)
ATA 34 Altitude pre-selector controller No Minor B A A
Navigation is new. Altitude Baro Set is (CPT)
provided on the EFIS display
controller
ATA 34 No Change No Minor A A A
Navigation

Page 27 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
BAe-125-800A,
Hawker 800

TO RELATED
AIRCRAFT:
BAe-125-800A,
Hawker 800
with CDS/R
ATA 34 TCAS integrated with EFIS No Minor C A C
Navigation display and display control (CBT)
panels
ATA 34 TAWS integrated with EFIS No Minor C A C
Navigation display and display control (CBT)
panels

Page 28 of 65
This maneuver Differences table from the BAe-125-800A, Hawker 800 to the BAe-125-800A, Hawker 800 with CDS/R lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
BAe-125-800A,
Hawker 800

TO RELATED
AIRCRAFT:
BAe-125-800A,
Hawker 800
with CDS/R
Inflight Maneuvers Replace EADI/EHSI/ALT No Minor C B C
with PFD (FTD)
Instrument Replace EADI/EHSI/ALT No Minor C B C
Procedures with PFD (FTD)
Emergency Replace EADI/EHSI/ALT No Minor C B C
Procedures with PFD (FTD)
Abnormal Replace EADI/EHSI/ALT No Minor C B C
Procedures with PFD (FTD)

Page 29 of 65
This Design Differences table from the Hawker 900XP to the Hawker 800XP/850XP lists the minimum differences levels operators
must use to conduct differences training and checking of flightcrew members.

FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
Hawker 900XP

TO RELATED
AIRCRAFT:
Hawker
800XP/850XP
General Airplane Factory winglets are changed No No A A B
Configuration for the 850XP and 900 XP
from the 800XP. Winglets
include dual LED red and
green position lights, both LED
assemblies in each wingtip are
required to be operative to
meet night operation
certification. (This difference is
not specific to 900XP
Airworthiness New minimum operating No No A A B
Limitations weight.
Change operating
temperatures.
New crosswind takeoff limit
Change wing tactile check
requirement.
Engine limits for approved oil
and fuel
Change in circuit breaker
procedures
New brake energy limits
Placards and Overhead placard for engine No No A A B
Markings limits has changed

Page 30 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 900XP

TO RELATED
AIRCRAFT:
Hawker
800XP/850XP
Servicing TFE731-50R has different oil No No A A B
and fuel requirements from the
TFE731-5BR
Engines Replaced TFE731-5BR-1H No Yes A A B
turbofan engines with
TFE731-50R engines
Flight Deck 3 position ignition switch is No Yes A A B
incorporated for “Auto” “On”
and “Off”
Instrument Panel Master warning system has No Yes B A B
Layout additional annunciators for new (CBT/AVT)
DEEC fault conditions
ATA 24 Standby Inverter is removed in No Yes A A A
Electrical Power late Proline 21 800XP, 850XP,
and 900XP. (This difference is
not specific to 900XP)
ATA 31 Master warning system No No A A A
Indicating/Recording changes to accommodate new
Systems engine limitations.
Engine fuel annunciator
temperature parameter is
removed.
ATA 35 Crew oxygen masks are full No Yes A A B
Oxygen face masks as standard
equipment

Page 31 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 900XP

TO RELATED
AIRCRAFT:
Hawker
800XP/850XP
ATA 34 Change FMS software revision No No A A A
Navigation level.
Third stall warning channel
(pneumatic) is removed in late
800XP, 850XP, and 900XP.
(This difference is not specific
to 900XP)
ATA 45 DEECs have ability to store No No A A A
Central Maintenance data to support trend monitor
System and fault recording
ATA 46 IFIS-5000 is available option No Yes C B C
Information Systems with 800XP and standard (ICBT/FTD)
equipment for 850XP and
900XP (This difference is not
specific to 900XP)
ATA 71 Cowling latches change, Oil No Yes A A A
Powerplant Filter bypass access door is
removed
ATA 72 Replaced TFE731-5BR-1H No No A A B
Engine (Turbine) turbofan engines with
TFE731-50R engines
ATA 73 New DEEC is primary fuel No No A A B
Engine Fuel and control
Control

Page 32 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 900XP

TO RELATED
AIRCRAFT:
Hawker
800XP/850XP
ATA 74 Replaced 2 position switch No Yes B A B
Ignition with 3 position “Auto” “On” & (CBT/AVT)
“Off” switch.
DEEC controls igniters in
“Auto” based on Thrust Lever
Angle and Engine Rollback.
New ignition/exciter boxes are
used
ATA 77 New limits on Engine No No A A A
Engine Indicating Instruments
ATA 79 Approved oils and oil No No A A B
Engine Oil consumption rate oil bypass
indicator removed from engine
location. TFE731-50R has oil
filter bypass indicators and
chip detector indicators located
in rear equipment bay.
ATA 80 Starting ITT limits have No No A A B
Starting changed and N2 rotation to
introduce fuel

Page 33 of 65
This Maneuver Differences table from the Hawker 900XP to the Hawker 800XP/850XP lists the minimum differences levels
operators must use to conduct differences training and checking of flightcrew members.

FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
Hawker 900XP

TO RELATED
AIRCRAFT:
Hawker
800XP/850XP
Engine Start Amount of engine rotation No No A A B
at fuel introduction
Preflight Deleted preflight action to No Yes B A B
check the oil filter bypass (CBT/AVT)
since it is no longer
applicable. Change engine
cowling latches.
New check procedure for
APR. New preflight action
for Engine Computer.
New check procedure for
engine anti-ice
Takeoff Changes in operation of No Yes A A B
ignition switches for before
takeoff and after takeoff
Abnormal Nodified the air start No Yes B A B
Procedures procedures and added (CBT/AVT)
procedures for additional
DEEC annunciators for the
MWS.
Add APR to TAWS
response procedures

Page 34 of 65
FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 900XP

TO RELATED
AIRCRAFT:
Hawker
800XP/850XP
Emergency Added two red No Yes B A B
Procedures annunciators for the (CBT/AVT)
DEECs. Smoke procedures
change for full face oxygen
masks

Page 35 of 65
This Design Differences table from the BAe-125-800A with EFIS-86 to the BAe-125-800A with Collins Proline IDS-3000 lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
BAe-125-800A
with EFIS-86

TO RELATED
AIRCRAFT:
BAe-125-800A
with Collins
Proline IDS-
3000
Instrument Panel Replace pilot and co-pilot No Minor D C C
Layout EADI/EHSI/ALT with pilot (FTD 6)
and co-pilot PFDs. Replace
MFD. Remove engine
instruments
Instrument Controls Controls for Course, Heading, No Minor C B C
Layout Altitude moved to glareshield (FTD)
eyebrow. Radar control
relocated.
Instrument Panel Installed at various locations at No Minor B B C
Annunciators pilot, center, and co-pilot (CPT)
instrument panel
Standby Flight Moved location of standby No Minor A A B
Instruments instruments, change
backlighting
ATA 23 RMU Retained but relocated No No A A A
Communications
ATA 31 Annunciators changed, No Minor C B C
Indicating/Recording removed, or relocated (Fuel, (FTD)
Systems APR, T/R, EFIS Fans, Nav,
Autoflight, GPWS)

Page 36 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
BAe-125-800A
with EFIS-86

TO RELATED
AIRCRAFT:
BAe-125-800A
with Collins
Proline IDS-
3000
ATA 34 5x6-inch EADI/EHSI displays No Yes D C C
Navigation replaced by 8x10-inch EFIS (FTD 6)
displays (PFD); attitude
indicator/horizontal situation
indicator.
Analog instruments replaced
with 8x10-inch EFIS (PFD);
airspeed/mach, altimeter,
vertical speed, RMI
New EFIS format, control, and
selections; two display control
panels, one course heading
panel, two digital interface
units, two cursor control panels
ATA 34 Upgraded existing dual FMS No No A A A
Navigation from UNS-1D to D+
ATA 34 Flight director FCC-86(e) is No No A A A
Navigation retained

Page 37 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
BAe-125-800A
with EFIS-86

TO RELATED
AIRCRAFT:
BAe-125-800A
with Collins
Proline IDS-
3000
ATA 34 Altitude preselect controller is No Minor B A A
Navigation new. Altitude baro set is (CPT)
provided on the EFIS Display
Controller. Replaced Dual
ADC-86A Air Data Computers
with Dual ADC-85A.
ATA 34 Navigation display available on No Minor C B B
Navigation each flight display (ICBT)
ATA 34 TCAS integrated with EFIS No Minor B A B
Navigation display and display control
panels
ATA 34 TCAS integrated with EFIS No Minor B A B
Navigation display and display control
panels
ATA 46 IFIS-5000 installed for No Yes C B C
Information Systems electronic charts and/or (ICBT/FTD)
weather
ATA 77 Analog instruments replaced No Minor C B B
Engine Indicating with 8x10-inch EFIS: N1, N2, (FTD)
ITT, Fuel Flow, Oil Pressure,
Oil Temperature

Page 38 of 65
This Maneuver Differences table from the BAe-125-800A with EFIS-86 to the BAe-125-800A with Collins Proline IDS-3000 lists
the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
BAe-125-800A
with EFIS-86

TO RELATED
AIRCRAFT:
BAe-125-800A
with Collins
Proline
IDS-3000
Inflight Maneuvers Replace EADI/EHSI/ALT No Minor C B C
with PFD (FTD)
Instrument Replace EADI/EHSI/ALT No Minor D B C
Procedures with PFD (FTD 6)
Emergency Replace EADI/EHSI/ALT No Minor C B C
Procedures with PFD (FTD)
Abnormal Replace EADI/EHSI/ALT No Minor C B C
Procedures with PFD (CPT)

Page 39 of 65
This Design Differences table from the Hawker 800XP with Proline 21 to the Hawker 700 lists the minimum differences levels
operators must use to conduct differences training and checking of flightcrew members.

FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
Hawker 800XP
with Proline 21

TO RELATED
AIRCRAFT:
Hawker 700
Weights Maximum takeoff weight No Minor A A B
limitation of 27,000 pounds
and maximum ramp weight of
27,120 pounds
Limitations Change loading and flight No Minor A A B
envelope. Change fuel quantity
and loading. Change to single
FMS limitations. Remove
ventral tank speed limit.
Placards and Overhead placard revised for No Minor A A B
Markings max ramp weight and max
takeoff weight. Extinguisher
bottle placard inside external
baggage compartment.
Servicing Replaced ventral fuel tank with No Minor A A B
external baggage unit. Rear
equipment bay has two
hatches.
Flight Deck Removed ventral fuel transfer No Minor A A B
valve control

Page 40 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
with Proline 21

TO RELATED
AIRCRAFT:
Hawker 700
Instrument Panel Adjusted to single flight No Minor A A B
Layout management system, added
baggage compartment smoke
detection and baggage door
latch annunciation. Added
baggage compartment fire
extinguisher control.
ATA 21 Modified to provide cabin air No Minor A A B
Air Conditioning to baggage unit
ATA 24 Added circuit breakers and No No A A B
Electrical Power fuses for external baggage
compartment
ATA 26 Added a new fire extinguisher No Minor A A B
Fire Protection in the external baggage unit
ATA 28 Replaced ventral fuel tank with No No A A B
Fuel external baggage compartment
ATA 31 Added two smoke annunciators No Minor A A B
Indicating/Recording in external baggage unit.
Systems Changed rear bay door
annunciator function. Added
baggage compartment smoke
detection and baggage door
latch annunciation. Added
baggage compartment fire
extinguisher control.

Page 41 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
with Proline 21

TO RELATED
AIRCRAFT:
Hawker 700
ATA33 Add lighting to the external No Minor A A B
Lights baggage unit
ATA 34 Changed to single No Yes A A B
Navigation FMS-6000/Single GPS-4000A
as standard with dual
FMS/GPS as option
ATA 46 IFIS-5000 standard equipment No Minor A A B
Information Systems instead of optional. Single
FSU-5010 standard, Dual
FSU-5010 optional

Page 42 of 65
This Maneuver Differences table from the Hawker 800XP with Proline 21 to the Hawker 700 lists the minimum differences levels
operators must use to conduct differences training and checking of flightcrew members.

FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
Hawker 800XP
with Proline 21

TO RELATED
AIRCRAFT:
Hawker 700
Preflight Preflight checks now three No Minor A A B
hatches for external
baggage compartment and
smoke and fire suppression
condition
Normal Procedures External check add two No Minor A A B
external baggage
compartment hatches.
Before start check add
EBC panel
Abnormal Delete ventral fuel No Minor A A B
Procedures abnormal.
Add external baggage
compartment door unlock
and Hatch unlock.
Change rear bay door
procedures
Emergency Add external baggage No Minor A A B
Procedures compartment smoke
procedures

Page 43 of 65
This Design Differences table from the Hawker 800XP (SPZ-8000) with TFE731-5BR to the Hawker 800XP (SPZ-8000) with
TFE731-50R lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew
members.

FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
General Airplane Engine modification requires No Yes A A B
Configuration concurrent modification for
winglets and lead acid batteries
Airworthiness Change Operating No No A A B
Limitations temperatures.
New Crosswind Takeoff Limit
Engine Limits for approved Oil
and Fuel.
Change in Circuit Breaker
Procedure
Placards and Overhead placard for engine No No A A B
Markings limits has changed
Servicing TFE731-50R has different oil No No A A B
and fuel requirements from the
TFE731-5BR
Engines Replaced TFE731-5BR-1H No Yes B A B
turbofan engines with (AI)
TFE731-50R engines

Page 44 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
Flight Deck Three position ignition switch No Yes A A B
is incorporated for “Auto”,
“On”, or “Off”. Auto is
controlled by engine DEEC
Instrument Panel Master warning system has No Yes B A B
Layout additional annunciators for new (AI)
DEEC fault conditions
Aerodynamic Winglets required addition for No No A A B
Controls engine change to TFE731-50R
ATA 24 Addition of L&R DEEC ADC, No No A A B
Electrical Power L&R N1 COMP, and L TAT
HEAT circuit breakers on DA-
D circuit breaker assembly on
face of vestibule behind
copilot. Lead acid battery
modification 25F-8903A
required.

Page 45 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
ATA 31 Master warning system No Yes A A B
Indicating/Recording changes to accommodate new
Systems engine indications; ENG 1
CMPTER and ENG 2
CMPTER red overhead
annunciator, FUEL ^ (up arros)
changed to FUEL/ENG ^,
added ENG 1 CMPTER MM
and ENG 2 CMPTR MM
indications, added ENG DEEC
MINOR indicator on lower
center instrument panel.
D to A converter added for
annunciator signals and N1
compensator.
ATA 45 DEECs have ability to store No No A A A
Central Maintenance data to support trend monitor
System and fault recording
ATA 54 IPPS for TFE 731-50R No No A A A
Nacelles/Pylons installed

Page 46 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
ATA 57 Winglet kit HBC Mod Kit No No A A A
Wings 140-1703, and service bulletin
57-3810 must be installed
ATA 71 Cowling latches change, oil No No A A A
Powerplant filter bypass access door is
removed
ATA 72 Replaced TFE731-5BR-1H No No A A A
Engine (Turbine) turbofan engines with
TFE731-50R engines
ATA 73 New DEEC is primary fuel No No A A B
Engine Fuel and control.
Control Thommen ADC added for
DEEC data.
ATA 74 Replaced two-position ignition No Yes B A B
Ignition switch with three position (AI)
ignition switch for “Auto”,
“On”, or “Off”. DEEC controls
igniters in Auto based on thrust
lever angle and engine
rollback. New ignition/exciter
boxes are used.

Page 47 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
ATA 77 New limits on Engine No No A A B
Engine Indicating instruments.
Moved green LED climb
indicator from face of ITT
gauge to position next to ITT
gage.
N1 and Oil gauge remarked, N2
and ITT change gages to LED
digital display
ATA 78 Engine exhaust/thrust reverser No No A A A
Engine Exhaust part of IPPS for TFE 731-50R.
No change to thrust reverser
operation.
ATA 79 Approved oils and allowable No No A A B
Engine Oil oil consumption rate have
changed.
Oil filter bypass indicator
removed from engine location.
TFE731-50R has oil filter
bypass indicators located in
rear equipment bay.

Page 48 of 65
FROM BASE DESIGN REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
ATA 80 Starting ITT limits have No No A A B
Starting changed and N2 rotation to
introduce fuel

Page 49 of 65
This Maneuver Differences table from the Hawker 800XP (SPZ-8000) with TFE731-5BR to the Hawker 800XP (SPZ-8000) with
TFE731-50R lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew
members.

FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR

AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
Engine Start Engine start fuel No No A A B
introduction 12%
Preflight Deleted preflight action to No Yes B A B
check the oil filter bypass (AI)
since it is no longer
applicable.
Change engine cowling
latches.
New check procedure for
APR.
New preflight action for
engine computer
New check procedure for
engine anti-ice.

Page 50 of 65
FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
Takeoff Changes in operation of No Yes A A B
ignition switches for
before takeoff and after
takeoff.
Takeoff power and
V-speed charts revised for
effective engine thrust.
Climb/Cruise/Descent Climb charts revised for No No A A B
effective engine thrust
Landing Landing performance No No A A B
charts revised
Abnormal Procedures Modified the air start No Yes B A B
procedures and added (AI)
procedures for additional
DEEC annunciators for
the MWS.

Page 51 of 65
FROM BASE MANEUVER REMARKS FLT PROC TRAINING CHK CURR
AIRCRAFT: CHAR CHNG
Hawker 800XP
(SPZ-8000)
with TFE731-
5BR

TO RELATED
AIRCRAFT:
Hawker 800XP
(SPZ-8000)
with TFE731-
50R
Emergency Added two red No Yes B A B
Procedures annunciators for the (AI)
DEECs. Lead acid battery
modification is required to
make available two BATT
HOT red annunciators to
use for engine computer

Page 52 of 65
 APPENDIX 3. EFB EVALUATION (Rockwell Collins)

Rockwell Collins Proline 21 with IFIS-5000

(IFIS-5000 Integrated Flight Information System)
Class 3 Electronic Flight Bag Operational Evaluation

Table of Contents

1) Purpose and Applicability

2) EFB Description
3) Mounting
4) EFB Lighting and Reflectivity
5) EFB Procedures and Database Revisions
6) Flight Standardization Board (FSB) Specifications for Training
7) FSB Specifications for Checking
8) FSB Specifications for Currency
9) FSB Specifications for Devices and Simulators
10) Environmental Testing (Environmental Testing (High Intensity Radiated Field (HIRF),
Electromagnetic Interference (EMI), Decompression)
11) Instructions for Continued Airworthiness (ICA)
12) Compliance Checklist
13) List of EFB Affected Documents
14) Alternate Means of Compliance

1. PURPOSE AND APPLICABILITY

The following is provided for the benefit of Federal Aviation Administration (FAA) principal
operations inspectors (POI) and aircraft operators for their use in determining the acceptance of
Electronic Flight Bag (EFB) applications. The evaluation was conducted in December 2006, as
per Advisory Circular (AC) 120-76A, Guidelines for the Certification, Airworthiness, and
Operational Approval of Electronic Flight Bags Computing Devices. The Collins Integrated
Flight Information System (IFIS) is certified Class 3 EFB hardware and Type C applications.
Class 3 hardware is installed equipment and requires Aircraft Certification Service (AIR)
involvement and Aircraft Evaluation Group (AEG) involvement. Applications are classified as
Type C due to the interactiveness of the electronic charts with the aircraft. The charts can be
manipulated (i.e., zoomed, scrolled) as Type B, but are classified Type C because aircraft present
position is provided on the installed display on the airport depictions and charts. Note that, in the
electronic charts section, this function has been certified as a situational awareness tool and is not
intended to alleviate the crew from carrying primary navigational reference materials such as
paper charts. Per AC 120-53A, the EFB functions are classified as training Level C, checking
Level B, and currency Level C.

Page 53 of 65
This Appendix is applicable for operational approval of the IFIS-5000 system as an EFB. This
Appendix is applicable the following aircraft with the IFIS-5000 installation:

• Hawker 800XP.
• Hawker 850XP.
• Hawker 900XP.
• Hawker 750.

2. EFB DESCRIPTION
IFIS-5000 SYSTEM.

The IFIS provides supplemental information, such as weather and electronic charts, in the
cockpit via adaptive flight displays (AFD). The IFIS functions are intended to provide situational
awareness only and do not provide alerts or warnings. The three major functions provided by the
IFIS-5000 are: support for navigational charts, enhanced map overlays, and graphical weather
images. The charts function allows the viewing of selected Jeppesen aeronautical charts. The
enhanced maps function is split into an application and a server that together provide map
overlays of geopolitical, airspace, airway data, and visual navigation information. The graphical
weather function option provides various weather images, such as next generation weather radar
(NEXRAD). The graphical weather system is operator selected as either XM or Universal, but
only one of these graphical weather systems is approved to be installed.

The Collins IFIS-5000 system consists of the following major equipment items:

Qty Description
1 or 2* File Server Unit (FSU)-5010
2 Cursor Control Panel (CCP)-3000
2 Data Link Communications System Communications Management Unit (CMU)-4000
(Advanced General Aviation Research Simulator (AGARS)/Universal Only)
2 Control Display Unit (CDU)
2 Adaptive Flight Display (AFD)-3010E

* Dual FSU-5010 installation is required for EFB operational approval for “paperless”
operation, or an alternative source of EFB information is required to provide dual
redundancy.

FSU-5010.

The FSU-5010 is a dedicated line replaceable unit (LRU) with three major functions that
provides the processing platform for the IFS: solid-state memory, a processor capable of running
one or more applications, and high-speed Ethernet communications with other avionics. The
FSU provides the mass data storage within its mass storage hardware, necessary for up-linked
graphical weather, enhanced map overlays, and electronic charts displayed on the multifunction
display (MFD). Ethernet bussing provides the high-speed connection to the MFD. The

Page 54 of 65
high-speed Ethernet connection minimizes the time taken to respond to a display request from
the pilot while providing a level of integrity to the data being transmitted.

CCP-3000.

The CCP-3000 is mounted in the flight deck to provide additional pilot controls necessary for the
chart function. These functions include:

• Selection and deselection of the chart display on the MFD.

• Zooming a specific area of a chart to provide better readability.
• Panning a chart to view different areas of the chart while zoomed.
• Rotation of charts between landscape and portrait orientation.
• Selection of a specific chart from the thousands contained in the database.

IFIS-5000 FUNCTIONS.

Electronic charts, graphical weather and enhanced map overlays functions each require an active
subscription. Collins IFIS-5000 Operator’s Guide must be immediately available to the
flightcrew.

Electronic Charts.

The electronic aeronautical charts and approach plates are intended to provide ease of chart
access and improved situational awareness by allowing the display of aircraft present position on
geo-referenced charts. The electronic charts function is not intended to alleviate the crew from
carrying adequate primary material in the form of paper charts. Operational approval for EFB is
required to substitute electronic charts for paper charts.

The electronic charts feature will typically provide information to include (but is not necessarily
restricted to): the display of charts for arrival, approach, departure, airport, and Notices to
Airmen (NOTAM). Access to the electronic charts format is via a CCP chart button. Integration
with the Collins flight management system (FMS) flight plan data provides easy access to all
charts pertinent to the flight plan. Pilot entered station IDs are allowed. The electronic chart
function provides aircraft position on all geo-referenced charts.

The FMS transmits flight plan information (origin airport, destination airport, destination arrival,
destination approach, and alternate airport) used by the electronic chart function. Charts
associated with each flight plan element are listed on the MFD’s chart selection menu. A single
action selects any of these charts for immediate display.

IFIS-5000 electronic chart feature includes:

• Approach charts.
• Terminal area arrival/departure charts.
• Airport diagrams.
• Chart NOTAMs.

Page 55 of 65
If airport diagrams are referenced to geographical coordinates, an aircraft symbol is
superimposed on the airport diagram to enhance position awareness. Approach charts referenced
to geographical coordinates also have an aircraft symbol superimposed on the chart to enhance
situational awareness.

Enhanced Map Overlays.

The FSU provides several map databases that contain data that can be overlaid on the MFD
present position (PPOS) and plan maps. These databases include:

• Geographic data (lakes, rivers, and political boundaries).

• Airways (“Victor” airways and “jet” routes).
• Airspace depictions.

The enhanced map application does not serve as the primary means in the cockpit for positional
information. The features provided by the enhanced map application are considered to only
provide minor hazards in cruise. Enhanced map overlays are advisory and not to be used for
navigation.

Navigation data related to approach is provided by the charts application.

Graphical Weather Function.

The IFIS-5000 system will support several graphical weather functions, but the weather radar
(WX) is the primary means for aiding “tactical” short-range navigation decisions, while the
strategic planning is performed using the longer-range graphical weather data. Graphical weather
may not be substituted for WX to provide thunderstorm detection and avoidance information in
compliance with 14 CFR requirements.

The graphical weather function provides weather information to pilots to enhance their
awareness of the flight situation to provide a strategic meteorological overview. The intention is
to improve operation safety and efficiency. The graphical weather feature provides the display of
stored graphical weather images. The pilot is able to select from a menu of available graphical
weather images that are stored in the FSU. Stored images are downlinked through the XM or
universal CMU receiver to the FSU. The data received is broadcast from a ground weather
service provider. The graphical information can be panned and zoomed using the CCP joystick
and zoom buttons. The information provided is:

• NEXRAD radar images.

• Echo tops (altitude, speed, and direction of the tops of major storm cells).
• Graphical and textual Aviation Routine Weather Report (METAR).
• Graphical and textual significant meteorological information (SIGMET).
• Textual Airman’s Meteorological Information (AIRMET).
• Textual Terminal Aerodrome Forecast (TAF).

Page 56 of 65
3. EFB MOUNTING
EFB applications are displayed on the MFD and have been certified as part of the type design.

4. EFB DISPLAY AND REFLECTIVITY

The EFB has been evaluated in both low light and full sunlight. The display is readable under the
full range of lighting without distraction.

5. EFB PROCEDURES AND DATABASE REVISIONS

The database effectivity format that is displayed on the MFD is designed to allow the flightcrew
(or maintenance personnel) to ascertain the currency of the installed databases. The databases
listed on this page include:

• FMS database (28-day update cycle).

• Charts (14-day update cycle).
• Airspace (28-day update cycle).
• Geographic (update on user demand).
• Political (update on user demand).
• Graphical weather (update on user demand).

The database effectivity format provides information regarding the begin date, end date, and
currency status of each of the installed databases. When databases are selected on the page, the
format also provides detailed information regarding the database regions of coverage. When an
installed database is out of date, the flightcrew is provided a CHECK DATABASE STATUS
annunciation (only when on the ground) in the lower format window. When this annunciation is
displayed, the operator can select the database effectivity page and a NOT CURRENT
annunciation (in yellow) is displayed in the status column.

6. FLIGHT STANDARDIZATION BOARD (FSB) SPECIFICATIONS

FOR TRAINING
Level C training requires mastering the FMS and EFB functions. As a minimum, the crew should
use the FMS to flight plan and the EFB electronic chart functions to pull up the airport depiction
charts, Standard Instrument Departures (SID), arrival procedures, and approach charts. Pilots
should master the graphic weather depiction functions to obtain METARS and TAFs for origin,
destination, and alternate airports.

7. FSB SPECIFICATIONS FOR CHECKING

Checking level is set at Level B. Level B checking requires a demonstration of proficiency in a
task or system. A check is required for initial, transition, or differences training. The check may
be administered by a company chief pilot, company check pilot, a Designated Pilot Examiner
(DPE), Training Center Evaluator (TCE), or other FAA representative. Recommended tasks
include demonstrating competency in using the FMS to integrate use of the electronic chart

Page 57 of 65
functions to display departures, arrivals, and approaches, and utilizing the graphical weather text
functions.

8. FSB SPECIFICATIONS FOR CURRENCY

Currency level is set at Level C. Currency is required in using the FMS and EFB electronic
charts and weather depictions. The crewmember must fly the IFIS-5000 within 90 days or
reestablish currency in the system by re-accomplishing the Level B checking requirements
specified by this report. For 14 CFR part 91 operations only, the Level B checking requirements
of this report may be accomplished under the supervision of an appropriately current and
qualified pilot in command (PIC) for the purpose of reestablishing IFIS-5000 system currency.

9. FSB SPECIFICATIONS FOR DEVICES OR SIMULATORS

The Level C training specified above may be conducted in an HS-125 simulator or aircraft that is
equipped with the IFIS-5000 system. The Level B checking specified above (i.e., FMS, EFB)
may be conducted in a simulator or aircraft that is equipped with the IFIS-5000 system. There
have been no standalone FMS/IFIS trainers evaluated.

10. ENVIRONMENTAL TESTING (HIGH INTENSITY RADIATED

FIELD (HIRF), ELECTROMAGNETIC INTERFERENCE (EMI),
DECOMPRESSION)
HIRF and Indirect Effects of Lighting (IEL) for the IFIS-5000 system was tested per the
High Intensity Radiated Fields (HIRF) and Lightning Indirect Effects Test Procedure. The
system meets certification basis requirements and special conditions for the High Intensity
Radiated Fields and Indirect Effects of Lightning Compliance Report.

11. INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA)

ICA for the IFIS-5000 system are addressed in accordance with aircraft certification
requirements and available through normal ICA distribution processes.

12. COMPLIANCE CHECKLIST

Compliance checklists are provided as an aid to identify those specific rules or policies for which
compliance has been demonstrated to the FAA regarding the IFIS-5000 system. The checklist
includes rules or policies for which compliance must be demonstrated by individual operators.
Not all rules, policies, or variants are necessarily listed or addressed.

The provisions of this report have shown compliance with the following regulations as they were
in effect during the evaluation in December 2006:

1) Part 91, §§ 91.9, 91.21, 91.103, 91.167, 91.169, 91.503, 91.605, 91.1023, 91.1025,
91.1063, 91.1065, 91.1067, 91.1069, 91.1073, 91.1075, 91.1077, 91.1079, 91.1081.
2) Title 14 CFR part 135, §§ 135.21, 135.23, 135.63, 135.81, 135.83, 135.144, 135.179,
135.213, 135.293, 135.297, 135.299, 135.323, 135.325, 135.327, 135.329.

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13. LIST OF EFB AFFECTED DOCUMENTS
The following is a list of procedures, documents, and affected manuals concerning operational
approval of the IFIS-5000 for use as an EFB:

• Collins IFIS-5000 Operator’s Guide.

• Flightcrew Operating Manual (FCOM).
• Flightcrew training program.
• Training courseware (flightcrew, maintenance personnel, operations personnel).
• Company maintenance procedures.
• Component maintenance manuals.
• Minimum equipment list (MEL).
• Data delivery and management procedures.
• EFB configuration control procedures.

14. ALTERNATE MEANS OF COMPLIANCE

Approval Level and Approval Criteria. Alternate means of compliance to the provisions of
this report must be approved by the Small Aircraft Branch. If alternate compliance is sought,
operators will be required to establish that any proposed alternate means provides an equivalent
level of safety to the provisions of AC 120-76A and this FSB report. Analysis, demonstrations,
proof of concept testing, differences documentation, or other evidence may be required.

Requires Equivalent Safety. In the event alternate compliance is sought, training program hour
reductions, simulator approvals, and device approvals may be significantly limited and reporting
requirements may be increased to assure equivalent safety. The FAA will generally not consider
relief through alternate compliance means unless sufficient lead time has been planned by an
operator to allow for any necessary testing and evaluation.

Unforeseen Circumstances. In the event of clearly unforeseen circumstances in which it is not

possible for an operator to comply with report provisions, the operators may seek an interim
equivalent program rather than a permanent alternate compliance method. Financial
arrangements, schedule adjustment, and other such reasons are not considered “unforeseen
circumstances” for the purposes of this provision.

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 APPENDIX 4. EFB EVALUATION (Honeywell)

Honeywell Advanced File and Graphics Server (AFGS) with CDS/R

(Common Display System Retrofit)
Class 3 Electronic Flight Bag Operational Evaluation

Table of Contents

1) Purpose and Applicability

2) EFB Description
3) EFB Location
4) EFB Lighting and Reflectivity
5) EFB Procedures and Database Revisions
6) Flight Standardization Board (FSB) Specifications for Training
7) FSB Specifications for Checking
8) FSB Specifications for Currency
9) FSB Specifications for Devices and Simulators
10) Environmental Testing (High Intensity Radiated Field (HIRF), Electromagnetic Interference
(EMI), Decompression)
11) Instructions for Continued Airworthiness (ICA)
12) Compliance Checklist
13) List of EFB Affected Documents
14) Alternate Means of Compliance

1. PURPOSE AND APPLICABILITY

The following is provided for the benefit of Federal Aviation Administration (FAA) principal
operations inspectors (POI) and aircraft operators for their use in determining the acceptance of
Electronic Flight Bag (EFB) applications. The evaluation was conducted in December 2011, as
per Advisory Circular (AC) 120-76A, Guidelines for the Certification, Airworthiness, and
Operational Approval of Electronic Flight Bags Computing Devices. The Advanced File and
Graphics Server (AFGS) is certified Class 3 EFB hardware and Type C applications. Class 3
hardware is installed equipment and requires Aircraft Certification Service (AIR) involvement
and Aircraft Evaluation Group (AEG) involvement. Applications are classified as Type C due to
the interactiveness of the electronic charts with the aircraft. The charts can be manipulated
(i.e., zoomed, scrolled) as Type B, but are classified Type C because aircraft present position is
provided on the installed display on the airport depictions and charts. Note that, in the electronic
charts section, this function has been certified as a situational awareness tool and is not intended
to alleviate the crew from carrying primary navigational reference materials such as paper charts.
Per AC 120- 53A, the EFB functions are classified as training Level C, checking Level B, and
currency Level C.

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This Appendix is applicable for operational approval of the AFGS system as an EFB. This
Appendix is applicable the following aircraft with the AFGS installation on the Control Display
System/Retrofit (CDS/R):

• Hawker 800.
• HS-125-800A.
• BAE-125-1000.
• Hawker 1000.

2. EFB DESCRIPTION
AFGS SYSTEM.

The AFGS provides supplemental information, such as weather and electronic charts, in the
cockpit via multifunction displays (MFD). The AFGS functions are intended to provide
situational awareness only and do not provide alerts or warnings. The functions provided by the
AFGS are approach charts and graphical weather images. The charts function allows the viewing
of selected Jeppesen aeronautical charts. The graphical weather function option provides various
weather images, such as next generation weather radar (NEXRAD). The graphical weather
system is XM.

The AFGS system consists of the following major equipment items:

Qty Description
1* AFGS-L
1 Multifunction display controller (MC)-800 MFD controller
1 Display unit (DU)-1080 (MFD)
1 AFGS Ethernet Port
1 XM antenna and receiver

* Dual AFGS installation is not available for EFB operational approval for “paperless”
operation or an alternative source of EFB information is required to provide dual
redundancy.

AFGS.

The AFGS is a dedicated line replaceable unit (LRU) that provides the processing platform for
the AFGS system. The AFGS provides the mass data storage within its mass storage hardware,
necessary for up-linked graphical weather and electronic charts displayed on the MFD. Ethernet
bussing provides the high-speed connection to the MFD. The high-speed Ethernet connection
minimizes the time taken to respond to a display request from the pilot while providing a level of
integrity to the data being transmitted.

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MC-800.

The MC-800 is mounted in the flight deck to provide pilot controls necessary for weather and
chart function. These functions include:

• Selection and deselection of weather radar (WX) and chart display on the MFD.
• Zooming a specific area to provide better readability.
• Panning a to view different areas of the charts.
• Rotation of charts between landscape and portrait orientation.
• Selection of a specific chart from the thousands contained in the database.

AFGS Functions.

Electronic charts and graphical weather functions each require an active subscription. Honeywell
Primus Epic Control Display System for Retrofit Pilot’s Manual must be immediately available
to the flightcrew.

Electronic Charts.

The electronic aeronautical charts and approach plates are intended to provide ease of chart
access and improved situational awareness by allowing the display of aircraft present position on
geo-referenced charts. The electronic charts function is not intended to alleviate the crew from
carrying adequate primary material in the form of paper charts. Operational approval for EFB is
required to substitute electronic charts for paper charts.

The electronic charts feature will typically provide information to include (but is not necessarily
restricted to): the display of charts for arrival, approach, departure, airport, and Notices to
Airmen (NOTAM). Access to the electronic charts format is via a Cursor Control Panel (CCP)
chart button. Integration with the Collins flight management system (FMS) flight plan data
provides easy access to all charts pertinent to the flight plan. Pilot entered station IDs are
allowed. The electronic chart function provides aircraft position on all geo-referenced charts.

The FMS transmits flight plan information (origin airport, destination airport, destination arrival,
destination approach, and alternate airport) used by the electronic chart function. Charts
associated with each flight plan element are listed on the MFD’s chart selection menu. A single
action selects any of these charts for immediate display.

IFIS-5000 electronic chart feature includes:

• Approach charts.
• Terminal area arrival/departure charts.
• Airport diagrams.
• Chart NOTAMs.

If airport diagrams are referenced to geographical coordinates, an aircraft symbol is

superimposed on the airport diagram to enhance position awareness. Approach charts referenced

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to geographical coordinates also have an aircraft symbol superimposed on the chart to enhance
situational awareness.

Graphical Weather Function.

The AFGS system supports graphical weather functions, but the WX is the primary means for
aiding “tactical” short-range navigation decisions, while the strategic planning is performed
using the longer-range graphical weather data. Graphical weather may not be substituted for WX
to provide thunderstorm detection and avoidance information in compliance with 14 CFR
requirements.

The graphical weather function provides weather information to pilots to enhance their
awareness of the flight situation to provide a strategic meteorological overview. The intention is
to improve operation safety and efficiency. The graphical weather feature provides the display of
stored graphical weather images. The pilot is able to select from a menu of available graphical
weather images. Images are downlinked through the XM receiver to the AFGS. The data
received is broadcast from a ground weather service provider. The graphical information can be
panned and zoomed using the CC joystick and range controls. The information provided is by
subscription and available weather is determined by the XM weather provider.

3. EFB LOCATION
EFB applications are displayed on the MFD and are certified as part of the type design.

4. EFB DISPLAY AND REFLECTIVITY

The EFB has been evaluated in both low light and full sunlight. The display is readable under the
full range of lighting without distraction.

5. EFB PROCEDURES AND DATABASE REVISIONS

The database effectivity displayed on the MFD is intended to allow the flightcrew
(or maintenance personnel) to ascertain the currency of the installed databases. The database
effectivity provides information regarding the begin date, end date, and currency status of each
of the installed databases. Additional selected information provides detailed information
regarding the database regions of coverage. Database coverage and currency is the responsibility
of the operator.

6. FLIGHT STANDARDIZATION BOARD (FSB) SPECIFICATIONS

FOR TRAINING
Level C training is required for EFB functions. As a minimum, the crew should use the EFB
electronic chart functions to pull up the airport depiction charts, Standard Instrument Departures
(SID), arrival procedures, and approach charts. Use of the MC-800 cursor control joystick is
workload intensive for viewing electronic charts; therefore, two-pilot coordination is essential to
ensure timely availability of required information. Pilots should master the graphic weather

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depiction functions to obtain Aviation Routine Weather Reports (METAR) and Terminal
Aerodrome Forecasts (TAF) for origin, destination, and alternate airports.

7. FSB SPECIFICATIONS FOR CHECKING

Checking level is set at Level B. Level B checking requires a demonstration of proficiency in a
task or system. A check is required for initial, transition or differences training. The check may
be administered by a company chief pilot, company check pilot, a Designated Pilot Examiner
(DPE), Training Center Evaluator (TCE), or other FAA representative. Recommended tasks
include demonstrating competency in using the FMS to integrate use of the electronic chart
functions to display departures, arrivals, and approaches and utilizing the graphical weather text
functions.

8. FSB SPECIFICATIONS FOR CURRENCY

Currency level is set at Level C. Currency is required in using the FMS and EFB electronic
charts and weather depictions. The crewmember must use the AFGS for at least one flight
segment within 90 days or reestablish currency in the system by re-accomplishing the Level B
checking requirements specified by this report. For 14 CFR part 91 operations only, the Level B
checking requirements of this report may be accomplished under the supervision of an
appropriately current and qualified pilot in command (PIC) for the purpose of reestablishing
AFGS system currency.

9. FSB SPECIFICATIONS FOR DEVICES OR SIMULATORS

The Level C training specified above may be conducted in an HS-125 simulator or aircraft that is
equipped with the AFGS system. The Level B checking specified above (i.e., EFB) may be
conducted in a simulator or aircraft that is equipped with the AFGS system.

10. ENVIRONMENTAL TESTING (HIGH INTENSITY RADIATED

FIELD (HIRF), ELECTROMAGNETIC INTERFERENCE (EMI),
DECOMPRESSION)
HIRF and Indirect Effects of Lighting (IEL) for the AFGS system was tested per the High
Intensity Radiated Fields (HIRF) and Lightning Indirect Effects Test Procedure. The system
meets certification basis requirements and special conditions for the High Intensity Radiated
Fields and Indirect Effects of Lightning Compliance Report.

11. INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA)

ICA for the AFGS system are addressed in accordance with aircraft certification requirements
and available through normal ICA distribution processes.

12. COMPLIANCE CHECKLIST

Compliance checklists are provided as an aid to identify those specific rules or policies for which
compliance has been demonstrated to the FAA regarding the AFGS system. The checklist

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includes rules or policies for which compliance must be demonstrated by individual operators.
Not all rules, policies, or variants are necessarily listed or addressed.

The provisions of this report have shown capability to comply with the following regulations as
they were in effect during the evaluation in December 2011:

1) Part 91, §§ 91.9, 91.21, 91.103, 91.167, 91.169, 91.503, 91.605, 91.1023, 91.1025,
91.1063, 91.1065, 91.1067, 91.1069, 91.1073, 91.1075, 91.1077, 91.1079, 91.1081.
2) Title 14 CFR part 135, §§ 135.21, 135.23, 135.63, 135.81, 135.83, 135.144, 135.179,
135.213, 135.293, 135.297, 135.299, 135.323, 135.325, 135.327, 135.329.

13. LIST OF EFB AFFECTED DOCUMENTS

The following is a list of procedures, documents, and/or manuals affected concerning
operational use of the AFGS for use as an EFB:

• Airplane Flight Manual (AFM) Supplement.

• Honeywell Primus Epic Control Display System for Retrofit Pilot’s Manual.
• Flightcrew Operating Manual (FCOM).
• Flightcrew training program.
• Training courseware (flightcrew, maintenance personnel, operations personnel).
• Company maintenance procedures.
• Component maintenance manuals.
• Minimum equipment list (MEL).
• Data delivery and management procedures.
• EFB configuration control procedures.

14. ALTERNATE MEANS OF COMPLIANCE

Approval Level and Approval Criteria. Alternate means of compliance to the provisions of
this report must be approved by the Small Aircraft Branch. If alternate compliance is sought,
operators will be required to establish that any proposed alternate means provides an equivalent
level of safety to the provisions of AC 120-76A and this FSB report. Analysis, demonstrations,
proof of concept testing, differences documentation, or other evidence may be required.

Requires Equivalent Safety. In the event alternate compliance is sought, training program hour
reductions, simulator approvals, and device approvals may be significantly limited and reporting
requirements may be increased to assure equivalent safety. The FAA will generally not consider
relief through alternate compliance means unless sufficient lead time has been planned by an
operator to allow for any necessary testing and evaluation.

Unforeseen Circumstances. In the event of clearly unforeseen circumstances in which it is not

possible for an operator to comply with report provisions, the operators may seek an interim
equivalent program rather than a permanent alternate compliance method. Financial
arrangements, schedule adjustment, and other such reasons are not considered “unforeseen
circumstances” for the purposes of this provision.

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