JOEB EMBRAER 500

JOINT AVIATION AUTHORITIES

JOINT OPERATIONAL EVALUATION BOARD

(Draft) REPORT

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EMBRAER 500 (PHENOM 100)

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1. CONTENTS
Page

1. CONTENTS 2

2.. REVISION RECORD 3

3. GLOSSARY 4

4. EXECUTIVE SUMMARY 6

5. OPERATIONAL EVALUATION 7
5.1 History
5.2 Overview
5.3 Process
5.4 Results

6 SINGLE PILOT OPERATIONS 10

6.0 General 10
6.1 Pilot profiles and training 11
6.2 Minimum Equipment 11
6.3 Conditions/Limitations 11
6.4 Single pilot operations and EMB-500 12

7. MASTER DIFFERENCE REQUIREMENTS (Reserved) 13

8.

9.
OPERATOR DIFFERENCE REQUIREMENTS (Reserved)

INITIAL PILOT TYPE RATING TRAINING COURSE

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9.1 Training
9.2 Checking
9.3 Flight Simulator

10. DIFFERENCES TRAINING COURSE (Reserved) 17

11. SPECIAL EMPHASIS TRAINING 18

12. RECURRENT TRAINING 20

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13. RECENT EXPERIENCE 21

14. CABIN CREW REQUIREMENTS 22

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15. COMPLIANCE WITH EU-OPS K & L 23

16. MASTER MIIMUM EQUIPMENT LIST 24

17. ELECTRONIC FLIGHT BAG 25

18. ALL WEATHER OPERATIONS 26

19. MISCELLANEOUS 27
19.1 Approach Category
19.2 Specific Issues

APPENDIX 1. EVALUATION TEAM MEMBERS 28

APPENDIX 2 MASTER DIFFERENCE REQUIREMENTS (Reserved) 29

APPENDIX 3 OPERATOR DIFFERENCE REQUIREMENTS (Reserved) 30

APPENDIX 4 INITIAL TYPE RATING TRAINING COURSE 31

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2. REVISION RECORD

Issue Nr. Date Pages

0 18 May 2009 All

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3. GLOSSARY

AC Advisory Circular
ADF Automatic Direction Finder
ADC Air Data Computer
ADS Air Data System
AEG Aircraft Evaluation Group
AFCS Automatic Flight Control System
AFM Airplane Flight Manual
AGL Above Ground Level
AHRS Attitude and Heading Reference System
AMC Acceptable Means of Compliance
ANAC Agência Nacional de Aviação Civil
AOA Angle Of Attack
AOC Air Operator Certificate
AOM Airplane Operations Manual
AP Autopilot
ATC Air Traffic Control
ATPL Airline Transport Pilot License
ATR Automatic Thrust Reserve
AUX Auxiliary

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AWO All Weather Operations
CAP Crew Awareness Procedure
CB Circuit Breaker
CCP Crew Coordination Procedure
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CDU Control Display Unit
CG Center of Gravity
CPD Common Procedures Document
CPL Commercial Pilot License
CVR Cockpit Voice Recorder
CWS Control Wheel Steering
DA Decision Altitude
DH Decision Height
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DCU Display Control Unit

EASA European Aviation Safety Agency
EFB Electronic Flight Bag
EFIS Electronic Flight Instrument System
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EICAS Engine Indicating and Crew Alerting System

FAA Federal Aviation Administration
FADEC Full Authority Digital Electronic Control
FAR Federal Aviation Regulation
FCL Flight Crew Licensing
FDR Flight Data recorder
FFS Full Flight Simulator
FGCS Flight Guidance Control System
FMA Flight Mode Annunciator
FMS Flight Management System
FSB Flight Standardization Board
FTD Flight Training Device
GIA GARMIN Integrated Avionics
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
HAA Height Above Aerodrome
IAS Indicated Air Speed
IEM Interpretative and Explanatory Material
IESI Integrated Electronic Standby Instrument
IFR Instrument Flight Rules
ILS Instrument Landing System

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IMC Instrument Meteorological Conditions

IPT Integrated Procedures Trainer
ISA International Standard Atmosphere
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
JOEB Joint Operational Evaluation Board
JSET Joint Simulator Evaluation Team
LH Left Hand
LFE Landing Field Elevation
LIFUS Line Flying Under Supervision
LOFT Line Oriented Flight Training
LW Landing Weight
M Mach
MMO Maximum Operating Mach
MAC Mean Aerodynamic Chord
MAN Manual
MAX Maximum
MDA Minimum Descent Altitude
MDR Master Difference requirements
MEA Minimum En-route Altitude
MFD Multi-Function Display
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MSL
MTOW
MZFW
Mean Sea Level
Maximum Take-Off Weight
Maximum Zero Fuel Weight

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NAA National Aviation Authority
NM Nautical Miles
OAT Outside Air Temperature
ODR Operator Difference Requirements
OPERA Optimized PERformance Analyzer
PF Pilot Flying
PFD Primary Flight Display
PIC Pilot In Command
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PNF Pilot Not Flying

POH Pilot „s Operating Handbook
PTM Pilot Training Manual
QRH Quick Reference Handbook
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RH Right Hand
RNP Required Navigation Performance
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
SFTD Synthetic Flight Training Device
SOP Standard Operating Procedure
STD Synthetic Training Device
TAWS Terrain Awareness and Warning System
TCAS Traffic Alert and Collision Avoidance System
TGL Temporary Guidance Leaflet
TIS Traffic Information System
TRTO Type Rating Training Organization
VA Design maneuvering speed
VFE Maximum flaps extended speed
VFR Visual Flight Rules
VLE Maximum landing gear extended speed
VLO Maximum landing gear operating speed
VMC Minimum control speed
VMo Maximum operating speed
VNAV Vertical Navigation
VS Stall speed
WOW Weight on Wheels

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4. EXECUTIVE SUMMARY

In March and April 2009 an operational evaluation was carried out of the Embraer 500, also known as
Phenom 100.
This evaluation was carried out by a team of 5 operational experts. Participating in this team were:
Joint Operational Evaluation Board (JOEB) of the European Aviation Safety Agency/Joint Aviation
Authorities (EASA/JAA) and ANAC, the Brazilian aviation authorities.
A Flight Standardization Board (FSB) of the Federal Aviation Administration (FAA) performed an
evaluation and completed the FSB report at an earlier stage.
The individual Boards are responsible for reporting their findings to their respective Authorities in
separate reports. This report is the EASA/JAA JOEB report.

The Joint Operational Evaluation was conducted in compliance with the JAA Terms of References for
JOEBs and the JOEB handbook. Further guidance was found in the Common Procedures for
Conducting Operational Evaluations (Common Procedures Document).

The EMB-500 design is a new design by Embraer. From a pilot‟s perspective the most important
features are the certification for Single Pilot operations and the use of the Garmin 1000 integrated
avionics package as standard equipment.
During this evaluation, special attention was given to single pilot operational aspects.

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Embraer has determined that the EMB-500 should be a new type rating, leading to a T-5 test program
and level E checking. Only a full transition training course will meet the training and checking
objectives and the operational evaluation was performed accordingly.
This report specifies the EASA/JAA minimum requirements for the initial Type Rating Training Course,
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Checking and Currency on the EMB-500. No comparison was made between the EMB-500 and any
other Embraer model aircraft and credit for training, checking and currency on another model may only
be given after a comparing evaluation is performed and the results are accepted by EASA/JAA.

The report is aimed at helping private and commercial operators in the development of training
programs. The report is a reflection of the status at the time of writing and provisions in this report are
effective until amended, superseded or withdrawn by subsequent operational evaluation
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determinations.
The Type Rating training course is an intense and demanding course. Pilots without any previous
experience with EFIS, FMS and integrated avionics will benefit from additional training, which should
preferably be completed before entry into this course.
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The EMB-500 is an airplane with a complexity and with capabilities, which can be compared to larger
business and transport airplanes and it is operated in the same environment. It is therefore
recommended, that non-AOC holders follow the requirements and recommendations in this report.

The scope of the evaluation was limited to Approach Category I operations and standard take-off
minima. If an operator would seek approval for operations below standard take-off minima in the
future, further JOEB involvement would be necessary.

………………………. ……………………

Evan Nielsen Jaap Meijer

Flight Standards Manager Chairman JOEB EMB-500

Date: Date:

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5. OPERATIONAL EVALUATION

5.1 History
The EMB-500 was designed as a new member in the Embraer family.
The program was officially launched in 2005. ANAC and FAA certified the aircraft in December
2008. EASA certification followed in April 2009.

Changes to the AFM and related documents have to be approved by the Aviation Authority of
the manufacturer‟s country, Brazil, as well as by EASA

5.2 Overview
The EMB-500 is a swept, low wing executive aircraft, designed for up to 5 passengers and 1
cockpit crew. The airplane features a pressurized cabin, 2 jet engines and an integrated
avionics suite, the GARMIN 1000.

The MTOW of the EMB-500 is 4750 kg (10.450 lbs). The maximum speeds are 275 KIAS (Vmo) / M
0.70 (Mmo) at a maximum altitude of 41,000 ft MSL.
The maximum demonstrated Crosswind Component for a dry runway is 17 Kts.

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The aircraft is equipped with two Pratt and Whitney PW617F-E medium by-pass ratio turbofan
engines. Normal thrust rating is 1695 lbs per engine up to 77° F. An Automatic Thrust Reserve (ATR)
system, when armed for take-off, increases the thrust on the operating engine in case of an engine
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failure in the take off phase of flight. The thrust reserve is also available on two engines, when the pilot
positions the thrust levers beyond the TOGA position.

The primary flight controls, elevators, ailerons and rudders are mechanically operated by control
cables. Trim systems are installed for rudder, aileron and elevator and operate electrically. The
Automatic Flight Control System, a subsystem of the GARMIN 1000 avionics system, is a fully
integrated flight control system. It includes a dual channel two-axis autopilot with automatic pitch trim
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control and a yaw damper.

The trailing edge flaps are electrically operated and can be selected to 4 positions: 0 - 1 - 2 - 3/Full (40
degrees).
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The GARMIN 1000 EFIS and avionics package features one primary flight display and the associated
controls on each side of the cockpit, one multi-function display and controls and one FMS control
panel in the center panel.

5.3 Process

During the Operational Evaluation of the EMB-500 a number of distinct steps could be recognized in
the process:
 Initial evaluation of ground school Aug. 2008
 Feedback (initial) Aug.. 2008
 Re-evaluation ground school March 2009
 Type Rating training course evaluation April 2009
(in-aircraft training)
 Draft JOEB report May 2009
 Final JOEB report TBD
 SFTD (FFS) evaluation TBD
 Type Rating training course evaluation TBD
(FFS training)
 Amended JOEB report TBD

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The initial evaluation, as requested by Embraer based on a T-5 test program, was performed by 10
operational experts:
 Two representing EASA/JAA,
 Two representing FAA‟s Aircraft Evaluation Group
 One from FAA Headquarters
 One FAA Training Center Program Manager
 Four from ANAC
The team leader was from the authority of the manufacturer, ANAC.
This group received initial ground school instruction at the Facilities of CAE/Simuflite at Dallas - Fort
Worth, TX.
Ground school training is a combination of instructor led power point presentations and interactive
training in a fixed base, flat screen training device, the Integrated Procedures Trainer, IPT.
In addition to the classroom presentations and the IPT training, Embraer offers Web Based Training to
better prepare for the ground school classes. During the initial evaluation, WBT was not offered as a
structural part of the ground school and was therefore not evaluated.
During the initial evaluation (August 2008), it became apparent, that the ground school, as presented
at that time, could not be considered to be ready for recommendation for approval in accordance with
JAR-FCL standards. The comments, remarks and suggestions for improvements were communicated
during a de-briefing on the last day.

The re-evaluation was performed in March 2009.

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This time, a team of 2 EASA operational experts and 4 ANAC test subjects (1 with a medium level of
experience and 3 with a minimum level of experience), as well as 2 ANAC evaluators attended the
upgraded ground school at CAE/Simuflite in Dallas. The ground school examination was performed in
accordance with EASA/JAA standards for all 6 pilots.
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The EMB-500 Flight Simulator was not available at the time and flight training was performed in 3
experimental aircraft, at the Embraer production test flight center at Sao Jose dos Campos, Brazil.
Additionally, a total of 4 Operational Suitability flights were executed by the JOEB to validate the
proposed AFM normal, abnormal and emergency procedures and to establish operational suitability in
the actual operational environment.

During the evaluation, a total of some 122 comments were raised. The majority of those comments
concern the abnormal/emergency procedures and the QRH. A web-based application was used to
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communicate between the team members and the manufacturer. The responses from Embraer were
evaluated and the status determined (i.e. “closed” or “open”).

At the end of the re-evaluation period, initial feedback was provided to Embraer during a de-briefing
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on the last day.

The JOEB is responsible for conducting future evaluations of the EMB-500 aircraft, its derivatives and
of all changes to the aircraft, such as software modifications and/or the addition of new systems. The
Board will then determine the associated impact on training, checking and currency and will amend
this report accordingly.

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5.4 Results

1. In accordance with the provisions in JAR-FCL a Single License Endorsement is assigned to

the EMB-500. The License Endorsement is: EMB-500. For the Embraer 505 (or Phenom 300),
the License Endorsement EMB-505 will be used.

2. Type rating training must be performed by SFI‟s/CRI‟s/TRI‟s and the skill test must be
conducted by a SFE/TRE/CRE under the responsibility of a TRTO. CAE/Simuflite is an
approved TRTO, however, while in-aircraft training and checking take place at Embraer,
Embraer has, until now, not obtained a TRTO approval.

3. At the time of the initial evaluation a EMB-500 flight simulator was not available.
However, flight training in an approved simulator should be considered the standard and in-
aircraft training should only be approved in an exceptional case.

4. The JOEB identified 4 possible combinations for operations and training:

o Single Pilot operations – In Aircraft training
o Multi Crew operations – In Aircraft training
o Single Pilot operations – Full Flight Simulator training
o Multi Crew operations – Full Flight Simulator training

5. The JOEB evaluated, so far, one training course: Single Pilot operations – In Aircraft

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training. The In Aircraft training course, as evaluated, was found to be sufficient for
experienced pilots only. The JOEB proposes improvements to the course, mainly to the
ground school, before approval of the proposed Type Rating training course can be
recommended..
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6. The JOEB proposes to discuss, in a broader sense, single pilot operations of this category of
airplanes and develop a common operational standard.

7. Special attention should be given to the entry level for candidate-pilots

8. For multi-crew operations, crew coordination procedures must be established, preferably by

the operator, as part of the SOP‟s.
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9. The environment and Air Traffic Control issues at Sao Jose dos Campos contribute to a
significant increase, at times beyond acceptable limits, in workload during single pilot- in
aircraft training.
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10. Operational suitability was established during 4 Operational Suitability flights.

The JOEB had several additional findings during the Operational Suitability flights. The
findings were also documented in the Web based application. As a further result of these
flights, the comments on the proposed MMEL were completed.

11. The QRH is considered to be not mature at this stage and procedures require a thorough
review. Single Pilot operations will have to be supported by relatively simple, straight forward
procedures, which are easy to perform.

12. Some items require special emphasis during training. They are mentioned in paragraph 11.

13. A compliance checklist against EU-OPS K and L was provided by Embraer. No compliance
check was performed, due to the unavailability of production aircraft.

14. The MMEL was offered for evaluation, discussed and amended as necessary (see para 16).

15. The EMB-500 Flight Simulator at CAE/Simuflite in Dallas will be evaluated by a JSET team.

16. Some features of the Garmin 1000 suite are considered to be a class 3 EFB. This was not
evaluated

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6. SINGLE PILOT OPERATIONS

6.0 General
While Commercial Air Transport operations (as regulated by EU-OPS 1) require 2 qualified pilots,
non-commercial operations are not limited by any such requirement once the airplane is certified for
single pilot operations. This would allow private, non-commercial operations, by a properly licensed,
single pilot without further considerations.
The JOEB, during this evaluation, took the position, that all flights in the same airspace and at the
same time must operate at a common, equivalent level of safety.
A team of 2 pilots, operating in accordance with well established and thoroughly trained operating
procedures, is, almost without exception, essential for the high level of safety which has been
established in aviation over the last 40 years. Studies on the subject of Human Factors and Crew
Resource Management, performed during the last decennia have shown, that the performance of a 2-
pilot crew is not only much better, than the performance of a single pilot, but also much better, than
twice the performance of one pilot.
This, of course, assumes optimized interfaces between the crew and the aircraft and adequate
procedures.

The new generation of pressurized VLJ aircraft, unlike the previous light piston aircraft generation, is
capable to fly at high speeds between 0 and 40.000+ ft, while certified for single pilot operations.

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Single Pilot operations can, as explained above, not be considered to be of the same safety level as
Multi Pilot operations and if we accept, without restrictions or conditions, this relatively new category of
complex, high performance airplanes, to operate in the same airspace at the same time as the
established operations at their accepted high level of safety, the overall level will be reduced to a lower
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level as well.
It would mean, that all studies performed, lessons learned and measures taken during last 40 years to
improve the safety in the aerial transport, would be disregarded.

Single pilot operations will never be at the same level as Multi Pilot operations, unless full
compensation can be found for the missing team member.
This compensation may be found in a higher level of qualification of the pilot (skill, knowledge and
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experience), a higher degree of automation, a cutomized interface with the aircraft, more simplified,
yet effective procedures and more stringent limitations for situations in which compensations are not
available.

Evidently, it will be more difficult to find experienced pilots, who have established their career, to
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operate this type of aircraft. The operation will mainly depend on the younger and less experienced
pilots, who are still at the beginning of their career.

Based on all considerations, the board concludes, that it is possible to safely operate these aircraft in
single pilot configuration, but adequate measures must be taken to maintain the overall level of safety
at the high level to which we have grown accustomed. A lower level of safety is considered to be not
acceptable.

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6.1 Pilot profiles and training

Comparing multi crew operations with single pilot operations, while aiming for an equivalent level of
safety for both types of operation, the conclusion must be, that the single pilot, by himself, will have to
perform all tasks of both multi-crew pilots and still be in control of the situation at all times. The single
pilot will be the commander of the airplane, as well as the pilot flying, without the backup of a
monitoring and task-sharing co-pilot, during all phases of flight, in normal, as well as in abnormal
situations. He will also need to perform some kind of monitoring function.
His/her levels of knowledge, skill and experience must be adequate for this situation to maintain the
required high level of safety. These key elements in a pilot‟s proficiency relate to much more than just
aircraft systems and procedures. They are also applicable to, for instance, in-flight management and
failure management,
It is the Board‟s recommendation to require, for single pilot operations in a pressurized, turbine
powered airplane, a level of knowledge, skill and experience at least at ATPL, or eqiuivalent level.
For single pilot operations, a requirement for age and level of medical certification should be
considered.

Flight training should be performed in an approved Full Flight Simulator. This is the only way to
provide an opportunity to train all critical emergency procedures and vary the environmental
circumstances.
In-aircraft training should be allowed only as a temporary solution, in case the FFS is not available.
In this case, the pilot should also have a background on high performance, turbine-powered,

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pressurized aircraft.

6.2 Minimum Equipment

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VLJ‟s are fast and fly at high altitude in the same airspace than commercial aircraft.
For these reasons:
An serviceable autopilot must be available for dispatch the flight. If, during flight, the autopilot fails
and/or is no longer available the flight should be terminated. This requires an appropriate and clear
instruction in the SOP.
The TCAS equipment (TA RA) and the associated training should be mandatory.
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The weather radar must be mandatory to dispatch in adverse weather conditions, IMC and by night.
A head-set and chart holder must be available for “hands free” communication and easy reference to
documentation.
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6.3 Conditions/Limitations

Maximum flight level in single pilot operations.

The aircraft volume is very small and a decompression will lead to a fast reduction of pressure in the
cabin and cockpit. When pressurization is lost, the time of useful consciousness without additional
emergency oxygen is much longer at Flight Level 310, than at Flight Level 410. There must, therefore,
be an altitude limit for operations without permanently wearing the oxygen mask to minimize the risk of
the pilot becoming unconscious, before correctly donning the mask. It is recommended to permanently
wear an oxygen mask, any time when operating at FL 310 or above.

Approach capabilities and Minimum.

The board recommends to apply a margin (50 ft) to the instrument approach minima (DA and MDA) for
single pilot operations. This margin will allow a pilot to transfer from “heads-down” instrument flying
and to make an assessment of the aircraft‟s position, relative to the runway and make a decision,
whether to continue to land or discontinue the approach, before the actual decision point in the
approach procedure is reached.
When applicable, this will require an increase of the minimum value of the RVR/visibility.

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6.4 Single Pilot and Embraer EMB-500

The Embraer EMB-500 is (by ANAC, FAA and EASA) certified for single pilot operations. It is one of a
relatively small group of airplanes, specifically designed and built this way.
A pilot, trained, checked and licensed in an approved manner will be qualified to operate this airplane
to its limits.
The EMB-500 Operational Evaluation Board included pilots with a variety of experience as test
subjects. Although highly motivated, 3 young pilots with low experience have had to terminate their
training before the end of the type rating training course. The group of Instructors involved in their
training estimated, that, even if they would succeed in passing the skill test, they would not be able to
operate the airplane and manage all aspects of flight as a single pilot.
The board, based on this experience and supported by the experience of the more experience test
subjects, concluded, that the minimum level of experience, required to safely operate this airplane and
manage all aspects of a flight, is far above the minimum in JAR-FCL for Type Rating training.

Some support for the single pilot could possibly be found in a very reliable and simple interface with
the aircraft. However, new technology is mainly used to increase the volume of information to the pilot,
rather than creating a lower workload.
While the Garmin 1000 integrated avionics package offers many options to the pilot, it requires, on
average, twice as many actions to select appropriate pages and procedures and insert the correct
references and values, when compared to the “older” technology equipment.
It can be safely concluded, that this system, in its present state does not contribute to keeping the

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workload of the single pilot within reasonable limits.
A contributing factor may be, that experienced pilots, used to classical or half-classical interfaces have
to adapt to this new technology, while for less experienced pilots, this interface could be more helpful.
Furthermore, ground school instruction and training was not sufficient to obtain a full comprehension of
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the system and prepare for all practical applications as experienced during in aircraft training.

The Maximum Take Off Weight (EMB-500: 4750 kg) of this airplane is in the lowest category (<
5700Kgs) and even for JAR-OPS 1 operations the requirements for installed and serviceable
equipment are of a lower level, compared to larger transport airplanes.
For the EMB-500, TCAS is offered only as optional equipment, no radio altimeter is installed and
GPWS is only available in a terrain awareness mode, based on the GPS position and altitude of the
airplane compared to a terrain data base.
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Operations in airspace, shared with larger transport category airplanes, requires, in the opinion of the
board, at least similar equipment to provide an equivalent level of operational safety. And, thus, TCAS
should be standard equipment.
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The Emergency/Abnormal procedures in the QRH (and the POH/AFM) require a major revision. The
board made many remarks and suggestions for improvements.
Procedures, which are now complicated and obviously based on multi-crew operations need to be
reviewed and tailored, if possible, for single pilot operations. It is recommended to create 2 different
QRH‟s, one for single pilot and one for multi-crew operations.
Of course these two versions of the QRH should both comply with the AFM.
In case of an emergency/abnormal situation, single pilot operations do not allow an excessive increase
of the workload, and for this reason more situations will have to result in a termination of the flight. This
requires an appropriate and clear instruction in the SOP‟s.

The type rating flight training should be normally performed in an approved simulator.
In exceptional cases in- aircraft training is acceptable. If in-aircraft training is used, complementary
training in the simulator is required for all abnormal/emergency procedures, which could not be trained
on the airplane.
In-aircraft training will also require additional training for Multi-Crew Coordination/Cooperation
procedures, when the pilots will operate as Multi Crew.
The complementary training on emergency/abnormal procedures will normally have to be completed
as part of the type rating training course. In exceptional cases (like the start up of a new type when no
simulator is available yet), and under certain conditions of pre-requisite experience, this training may
be performed at a later stage, but no later than within 6 months.

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7. MASTER DIFFERENCE REQUIREMENTS

Master Difference Requirements (MDR‟s) for the EMB-500 do not apply, as this airplane is considered
to be a new type, with a new type-rating endorsement in a license.
Paragraph is reserved for possible future variants.

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8. OPERATOR DIFFERENCE REQUIREMENTS

Operator Difference Requirements (ODR) do not apply.

Paragraph is reserved for possible future variants.

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9. INITIAL TYPE RATING TRAINING COURSE

9.1 TRAINING

9.1.0 Suggested entry requirements

The board recommends, for pilots, entering the in aircraft type rating training course, to require
previous experience as presented in the table in Annex 4 for both Single Pilot and Multi Crew
operations. These levels of experience are considered to be one of the requirements for operations at
a level of safety, equivalent to the other operations in the same airspace, at the same time.

9.1.1 Ground school

The 5-day ground school time, as proposed and evaluated, was found to be too short to acquire an
adequate level of knowledge of the aircraft‟s systems.
The written test was of a good level and in accordance with JAR-FCL, but the results of all
participating evaluators proved, that the given time was just too short.
The board recommends to include, in a structured way, the Web Based Training in the training
curriculum. Pre-entry tests will be required to check the candidate-pilot‟s level of knowledge, before
commencing the ground school training at CAE/Simuflite.
The GARMIN 1000 plays an essential role in the operation of the EMB-500.
The board recommends to standardize the use of the many different options of the GARMIN 1000

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Integrated Avionics package and expand the training during ground school, to ensure, that pilots are
fully familiar with all options, which are available and used in day-to-day practice and fully proficient in
making the necessary selections, before actual flight training is started.
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9.1.2 Flight Training.

It is assumed, that, as a standard, flight-training will be performed in a Full Flight Simulator, qualified
and approved as appropriate. However, it can be foreseen, that, in exceptional cases, training will be
performed in the aircraft.
The board evaluated the proposed EMB-500 Type Rating training course, which consisted of Ground
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School training, followed by actual flight training in the aircraft. The Full Flight Simulator training will be
evaluated at a later stage.

The safe operation of the airplane is predicated upon the awareness, at all times, of the airplane‟s
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situation and the Flight Modes and flight parameters. This is valid for both single pilot and Multi Crew
operations.
In Multi Crew operations, strict adherence to Crew Coordination Procedures (CCP‟s) is essential and
should be regarded as mandatory. For Single Pilot operations, an equivalent method of maintaining
awareness at all times should be adopted. For Single Pilot operations, these procedures could be
called Crew Awareness Procedures.
These CCPs/CAP‟s should be fully integrated in the training. The Training Organization, therefore,
should be made aware of these procedures as established by the operator, before training is started.

This airplane is certified for Single Pilot operations, as well as for Multi Crew operations.
The board, therefore, established, that, in principle, there are 4 options for training:
1. Multi Crew – Simulator training
2. Single Pilot – Simulator training.
3. Multi Crew – In-aircraft training
4. Single Pilot – In-aircraft training.
Another possible option is a combination of simulator and in-aircraft training.

Pilots having no relevant experience with the operation of an integrated Avionics, Flight Management
System and Flight Guidance System, like the GARMIN 1000 suite, will benefit from a bridge-course on
this topic. These specific additional courses should ideally be completed before the Full Flight
Simulator training phase.
Areas of special emphasis are covered in a separate paragraph

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The training courses, which are described in more detail in the table APPENDIX 4 are recommended
as the minimum for initial Type Rating qualification training and checking (JAR-FCL), as well as for the
relevant portion of Conversion training and checking (JAR-OPS).

9.1.3 In Aircraft Flight Training

After in aircraft training and successful qualification, pilots will need to complete additional training in
an approved SFTD, to become proficient in those procedures, which could not be safely practiced and
checked in the airplane.
Temporarily, while an approved Full Flight Simulator is not yet available, previous experience on a
turbine powered, pressurized aeroplane should be required to serve as a compensation for the fact,
that a number of critical emergency procedures cannot be practiced.
The additional training still needs to be completed at the earliest possible opportunity, but not later
than 6 months after the initial qualification is completed.

9.1.4 Simulator Flight Training (Multi Crew and Single Pilot)

To be evaluated at a later stage

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9.2 CHECKING

Ground school examination and Type Rating skill test have to comply with JAR-FCL 1.240, 1.261 and
1.262 and the related appendices.
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9.3 FLIGHT SIMULATOR

The first EMB-500 Flight Simulator at CAE/Simuflite in Dallas, TX will be evaluated at a later stage.
The planned dates for the evaluation are now June 15-19 2009.
The result of this re-evaluation and the qualification to level will be incorporated in this report.
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10. DIFFERENCES TRAINING COURSE

Difference training does not apply, as the EMB-500 is a new type. The JOEB did not conduct any
evaluation of possible credits to be taken into account when training from another type to the EMB-
500.
Paragraph reserved for future variants

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11. SPECIAL EMPHASIS TRAINING

Special emphasis during training is recommended for those systems and/or procedures which are
unique to the aircraft or class of aircraft and its operation, in this particular case the single pilot
configuration.
The JOEB has identified several aircraft systems and/or procedures (listed below) that should receive
special emphasis in an approved EMB-500 Training Program:

11.1 Single Pilot Operations.

Ground School:
 High altitude physiology
 Single Pilot resource management
 Operation/Limitations/Failures of the GARMIN-1000 Integrated Avionics System.
 Performance calculations, including wet/contaminated runways
 Weight & Balance calculations, including use of Balance sheet, based on Index

Flight training:
 Use and setup of PFD and MFD.
 Use of Flight Director and Autopilot, monitoring of modes.

 Loss of cabin pressure procedures.

 Instrument flying on standby instruments

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 “Golden” failures, failures which cause on or more secondary failures and CAS messages.
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 Use of Backup trim system
 Fuel leaks.
 Smoke procedures, including smoke removal.
 Emergency Gear system
 Stick pusher system
 Approaches/Landings with reduced flap settings
 Loss of autopilot
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11.2 Multi Crew Operations

Ground School:
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 High altitude physiology

 Multi Crew resource management
 Operation/Limitations/Failures of the GARMIN-1000 Integrated Avionics System.
 Performance calculations, including wet/contaminated runways
 Weight & Balance calculations, including use of Balance sheet, based on Index

Flight training:
 Use and setup of PFD and MFD.
 Use of Flight Director and Autopilot, monitoring of modes.
 Multi crew Coordination/Cooperation Procedures.
 “Golden” failures, failures which cause on or more secondary failures and CAS messages.
 Loss of cabin pressure procedures.
 Instrument flying on standby instruments
 Use of Backup trim system
 Fuel leaks.
 Smoke procedures, including smoke removal.
 Emergency Gear system
 Stick pusher system
 Approaches/Landings with reduced flap settings

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The JOEB found that early exposure to the GARMIN 1000, Flight Director and Auto Pilot is important,
especially for pilots with no previous EFIS and/or FMS experience.
Establishing early confidence in manually flying the aircraft, converting from manual to automatic flight
mode and back is equally important due to heavy reliance on the Automatic Flight Control System
(AFCS).
In the event of a flight path deviation due to input error or system malfunction, the flight crew must be
able to comfortably transition from automatic to manual mode and back in an orderly fashion.

The Garmin 1000 makes extensive use of GPS.

ADF and VOR DME procedures are flown as GPS overlay approaches. The VOR/DME‟s can be
selected manually and displayed on the HSI. An ADF is, standard, not installed.
During ILS approaches, when intercepting the Localizer from a GPS lateral path (i.e. not from vectors,
flown in Heading mode) , the switch from GPS to LOC is only made, when the Localizer is actually
intercepted. Glide Slope information is not available until this time.

The limitation for the use of the autopilot at landing is 500ft

Special Flight Characteristics:

The JOEB found one special flight characteristic: The operation of the Stick Pusher at a speed close to
the Stall Speed.

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12. RECURRENT TRAINING

Recurrent training and currency serve to maintain a pilot‟s continued competency for the operational
tasks to be performed. During proficiency checks this competency is established.
It is every operator‟s responsibility to establish a recurrent training and proficiency checking program,
approved by the National Authority, which is relevant to the type of airplane.

The requirements for a recurrent training program may vary with several factors which have a
significant influence. Some of these factors are: exposure of the flight crew member(s), specific routes
and aerodromes used by the operator and new developments in technology. These factors and/or a
combination thereof will determine how much recurrent training will actually be required.

It is recommended to follow the requirements of JAR-OPS, subpart N, paragraph 1.965 as a minimum

and to consider expansion, as appropriate, of these requirements for pilots, who have had only limited
exposure and/or who do not any longer fulfill the currency requirements.

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13. RECENT EXPERIENCE

There are no specific currency requirements applicable to the EMB-500, beyond those of JAR-OPS,
Subpart N, paragraph 1.970 for AOC holders or JAR-FCL 1.026 and 1.245 for private operators.

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14. CABIN CREW REQUIREMENTS

There is no requirement for a cabin crew member on this aircraft. The aircraft has a main door with
integrated air stairs on the LH side of the cabin and 1 over-wing emergency exits on each side. In case
of installation of a partition screen, which renders the cabin invisible from the cockpit, airworthiness
regulations may require a cabin crew member to be present in the cabin.

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15. COMPLIANCE CHECK

Embraer provided a compliance checklist against the equipment requirements in JAR-OPS, subparts
K and L. A verification of compliance was not performed, due to the fact, that no production airplane
was available.

According to the compliance checklist, the aircraft is compliant with the following remarks:

1. JAR-OPS 1.645 Windshield wipers are not installed. Rain repellent coating is applied
to the windscreens
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16. MASTER MINIMUM EQUIPMENT LIST

An evaluation of a EASA Master MEL was performed during this JOEB process.
Single pilot operations require a specific consideration of some items.
Some examples:
 A serviceable auto pilot is mandatory for dispatch of a single pilot operation.
 Automatic pressurization control available for single pilot operations
 TCAS, when installed, available for IFR flights

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17. ELECTRONIC FLIGHT BAG

Using JAR-OPS Temporary Guidance Leaflet (TGL) 36 as a reference, the EFB portion of the
Embraer 1000 suite may be considered to be an Class 3 EFB. The installed software applications
qualify as Type B, as well as Type C.
An operational evaluation of this EFB was neither requested, nor included in the JOEB process.

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18. All Weather Operations

Neither Low Visibility Take-Offs, nor Approach capabilities other than Cat. I ILS, non-precision and
FMS overlay instrument approaches were evaluated during this evaluation. For approval of Low
Visibility Take-Offs a specific evaluation of the aircraft‟s capabilities will need to be performed.

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19. MISCELLANEOUS

19.1 Landing Minimum Category

According to JAR-OPS 1.430 (C), Appendix 2, the EMB-500 is operated as a category B aircraft for all
approaches. Vref is 100 KIAS at the maximum gross landing weight of 4430 kg (landing flap setting
Full)

19.2 Specific Issues

19.2.1. Single Pilot Operations

19.2.1.1. Abnormal/Emergency procedures

The AFM and QRH contain procedures for normal and abnormal situations. These procedures provide
guidance to the operators from the manufacturer. The ultimate responsibility for the safe operation of
an airplane is with the operator(s) and EASA recommends operators to clearly and unambiguously
define these procedures, based on the recommendations from the manufacturer, with due regard to
the difference in available resources for single pilot operations and for multi crew operations.

19.2.1.2. Multiple EICAS messages.

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During some abnormal/emergency situations multiple CAS messages will appear. Especially in those
situations where multiple messages, warnings and/or annunciations are present, a single message
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could be left unnoticed. In the opinion of the JOEB an unambiguous sequence of essential initial steps
should be defined. The crew should be trained to perform those initial steps immediately and, if
necessary, without reference to a document in order to maintain control of the airplane and protect the
flight crew and passengers against adverse effects of the primary failure and related secondary
failures.
Operators are expected to determine optimum procedures, but the manufacturer is expected to
provide guidance for procedures for multiple failures and provide assistance to operators.
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19.2.2. Documentation
Not all comments, made by the JOEB, have been responded to and/or implemented in all documents
(AFM, QRH, PTM, etc.) available at the present time.
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Further verification for a complete follow-up will be necessary.

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APPENDIX 1. MEMBERS OF EVALUATION TEAM

ANAC, Brazil

Roberto Carlos Fernandes AEG, Rio de Janeiro OEB Chairman JOEB Team leader
Alvimar de Lucena AEG, Rio de Janeiro OEB member
Helius Ferreira Araújo AEG, Rio de Janeiro OEB member

Mark, Christian, Savio 3 test subjects, with low experience

FEDERAL AVIATION ADMINISTRATION

Doug Edwards, AEG, Kansas FSB Chairman

Tom Glista
Dan Brown FAA Headquarters
Justin Bouchard Training Center Program Manager

EASA/JAA

Jaap Meijer
Laurent Bloncourt
André Wyllie L. Rodrigues
EASA consultant
DGAC/OCV
EASA consultant
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JOEB member
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APPENDIX 2. MASTER DIFFERENCE REQUIREMENTS (MDR)

Appendix reserved for future variants.

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APPENDIX 3. OPERATOR DIFFERENCE REQUIREMENTS (ODR)

Appendix reserved for future variants

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APPENDIX 4. Initial Type Rating training course.

Recommended experience and training for

Single Pilot /Multi engine / turbo jet Aeroplanes

JAR- FCL1 regulation requires for Single Pilot High Performance Aeroplanes (HPA)

-200h hours total experience

-70h hours Pilot in Command (PIC)
-HPA certificate or Theoretical ATPL

Note: For operations with more than one pilot in aeroplanes, certified for single pilot operations, the
adequate term is Multi Crew Operations

Recommended by JOEB

Combined Full Flight Testing

License and Experience to start Aircraft / Simulator
training Full Flight Training
Simulator (FFS)

Multi crew A Pilot In Command (PIC) should

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8 x 2 hrs in the
Aeroplane and
8 x 4 hrs in a
FFS, 16 hrs as
Skill Test
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Operation on have:
Single Pilot 2 x 2 hrs in a PF
Aeroplane 1/ An ATPL License, FFS
or

2/ A CPL License/IR/ME Rating/MCC

And at least 150h IFR on Multi-Engine
Turbo-Jet or Turbo-Prop Aeroplanes
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as Pilot in Command (PIC),

or

3/ A CPL License/IR/ME Rating/MCC

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And, at least, 500h ME Piston

Aeroplanes
And at least 150h IFR,
or

4/A PPL License with Theoretical CPL

and IR/ME Rating
And 150 h at least as Pilot In Command
on Multi engine Turbo-Jet or Turbo Prop
Aeroplanes.
And at least 150h IFR,,
or

5/A PPL License with Theoretical CPL

And 500h Multi Engine Piston
aeroplanes
And 150h in IFR.

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A Co-Pilot should have:

1/ An ATPL License,
or

2 / A CPL License IR ME MCC

or

3/ A PPL License IR ME MCC

8 x 2 hrs as 8 x 2 hrs as Pilot Skill Test

Single Pilot The Pilot in Command should have Pilot Flying in flying (PF) in a
Operation the Aeroplane Full Flight
1/ An ATPL License, and 2 x 2 hrs in Simulator and 8 x
or a Full Flight 2 hrs as
Simulator Observer on the
2/ A CPL license, right seat
or

3/ A PPL License with a Theoretical

CPL

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And:
Total hours experience :1000 hours,
and 200 h Turbo-Jet or Turbo-Prop
experience as Pilot In Command (PIC),
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and 200h IFR as Pilot in command
(PIC).
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The following ground school curriculum is considered to be the minimum for the initial Type Rating
training and checking for the Embraer EMB-500:

Web Based Training (9 hrs continuous), consisting of

- System presentations in CBT format
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- Learning module for GARMIN 1000

- Knowledge level written test, before starting ground school

Ground School (5,5 days, 40 + 3 hrs), consisting of

- Pre-entry test
- Classroom presentations of aircraft systems, including normal, abnormal and emergency
procedures, and use of PC Garmin tool.
- Classroom presentations on aircraft and system limitations.
- Classroom presentations on Weight & Balance and Performance.
- Systems Integration Training in fixed base simulator to support classroom presentations
(12 hrs per pilot)
- Written Test (scheduled on last day)

The Type Rating training course, based on FFS flight training will be evaluated at a later stage.

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