U.S.

Department of Transportation
Federal Aviation Administration
Washington, DC

Flight Standardization Board Report

Revision: 6
Date: 06/21/2021

Manufacturer:
Bombardier, Inc.

Type Certificate Marketing

TCDS Identifier Pilot Type Rating
Data Sheet (TCDS) Name
T00003NY BD-700-1A10 Global BBD-700
Express
T00003NY BD-700-1A10 Global BBD-700
Express XRS
T00003NY BD-700-1A10 Global 6500 BBD-700
T00003NY BD-700-1A10 Global 6000 BBD-700
T00003NY BD-700-1A11 Global 5500 BBD-700
T00003NY BD-700-1A11 Global 5000 BBD-700
T00003NY BD-700-1A11 Global 5000 BBD-700
GVFD

Approved by the Aircraft Evaluation Division

Federal Aviation Administration
Transport Aircraft Long Beach Aircraft Evaluation Group
3690 Paramount Blvd., Suite 100
Lakewood, CA 90712-4137

Office Telephone: (562) 627-5317

Office Fax: (562) 627-5210
Office Email: 9-AVS-AFS-100@faa.gov
 TABLE OF CONTENTS
1. RECORD OF REVISIONS .................................................................................................. 3
2. INTRODUCTION ................................................................................................................. 3
3. HIGHLIGHTS OF CHANGE .............................................................................................. 3
4. BACKGROUND .................................................................................................................... 4
5. ACRONYMS ......................................................................................................................... 5
6. DEFINITIONS....................................................................................................................... 9
7. PILOT TYPE RATING ...................................................................................................... 10
8. RELATED AIRCRAFT...................................................................................................... 10
9. PILOT TRAINING ............................................................................................................. 10
10. PILOT CHECKING ........................................................................................................... 12
11. PILOT CURRENCY ........................................................................................................... 13
12. OPERATIONAL SUITABILITY ...................................................................................... 14
13. MISCELLANEOUS ............................................................................................................ 14
APPENDIX 1. DIFFERENCES LEGEND ............................................................................... 15
APPENDIX 2. MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE ................. 17
APPENDIX 3. DIFFERENCES TABLES ................................................................................ 18
APPENDIX 4. THALES HUD SYSTEM ................................................................................. 44
APPENDIX 5. ENHANCED FLIGHT VISION SYSTEM (EFVS) ....................................... 48
APPENDIX 6. GLOBAL EXPRESS/XRS TO GLOBAL 6000 AND GLOBAL 5000 TO
GLOBAL 5000 GVFD ................................................................................................................ 49
APPENDIX 7. HONEYWELL BATCH 2+ TO BATCH 3 SOFTWARE UPGRADE ........ 52
APPENDIX 8. GVFD SOFTWARE UPGRADE VERSION 4.3.1 (VERSION 3) TO 4.5.8
(VERSION 4.5)............................................................................................................................ 54
APPENDIX 9. RNP AR 0.3 ........................................................................................................ 56
APPENDIX 10. GVFD SOFTWARE UPGRADE VERSION 4.5.8 (VERSION 4.5) TO 5.1.3
(VERSION 5.0)............................................................................................................................ 59
APPENDIX 11. GLOBAL 5000/GLOBAL 6000 STEEP APPROACH OPERATIONS ..... 62
APPENDIX 12. GLOBAL 5000 GVFD/GLOBAL 6000 TO GLOBAL 5500/GLOBAL 6500
DIFFERENCES TRAINING ..................................................................................................... 65

Page 2 of 68
1. RECORD OF REVISIONS
Revision Number Section(s) Date
Original All 07/14/1999
1 All 01/14/2005
2 2, 7, 9, 10, 11, Appendices 3, 6, and 7 09/02/2005
3 Appendix 6 08/28/2008
4 Appendix 8 04/04/2012
5 All 06/21/2018
6 All 06/21/2021

2. INTRODUCTION
Aircraft Evaluation Groups (AEG) are responsible for working with aircraft manufacturers
and modifiers during the development and Federal Aviation Administration (FAA)
certification of new and modified aircraft to determine:

1) The pilot type rating;

2) Flight crewmember training, checking, and currency requirements; and
3) Operational suitability.

This report lists those determinations for use by:

1) FAA employees who approve training programs;

2) FAA employees and designees who certify airmen; and
3) Aircraft operators and training providers to assist them in developing their flight
crewmember training, checking, and currency for certificated operators.

3. HIGHLIGHTS OF CHANGE
The purpose of this revision is to identify the training, checking, and recurrent requirements
required for pilot certification for the Global 5500 and Global 6500 in accordance with the
current edition of FAA Advisory Circular (AC) 120-53, Guidance for Conducting and Use of
Flight Standardization Board Evaluations, and a Flight Standardization Board (FSB)
conducted on November 4, 2019. The Global 6500 is an ultra-long-range, high-speed,
business/corporate airplane. The Global 5500 is a derivative of the Global 6500 designed to
operate at Mach 0.90. “Bombardier Enhanced Vision System” has been updated to
“Enhanced Flight Vision System (EFVS).” Administrative editing has been made throughout
the document for clarification, FAA writing guidelines, and revised Flight Standardization
Board Report (FSBR) requirements. Due to significant changes and a new report format,
revision bars are not used in this revision.

Page 3 of 68
4. BACKGROUND
In May 1999, the Transport Aircraft Long Beach AEG formed an FSB that evaluated the
BD-700-1A10 as defined in FAA Type Certificate Data Sheet (TCDS) No. T00003NY using
the methods described in AC 120-53. Global Express is a marketing designation for the
Model BD-700-1A10 aircraft. The Global Express was found to be operationally suitable.

In August and September 2004, the FSB evaluated the BD-700-1A11 aircraft as defined in
TCDS No. T00003NY. The evaluation was conducted using the methods described in
AC 120-53. Global 5000 is a marketing designation for the Model BD- 700-1A11 aircraft.
The Global 5000 was found to be operationally suitable.

In the fall of 2004, the FSB evaluated the Thales Head-Up Display (HUD) System for the
Global Express and Global 5000 aircraft. It, as well as the associated Airplane Flight Manual
(AFM) change, was found to be operationally suitable for all phases of flight, including
U.S. Category (CAT) I and II operations when authorized. Training, checking, and currency
requirements are listed in Appendix 4, Thales HUD System.

From December 2004 through May 2005, the FSB evaluated the EFVS for the Global
Express and Global 5000 aircraft. It, as well as the associated AFM change, was found to be
operationally suitable. Training, checking, and currency requirements are listed in
Appendix 5, Enhanced Flight Vision System.

In January 2005, Bombardier introduced changes to the BD-700-1A10 Global Express

aircraft. These changes included improved performance, increased range with the addition of
a forward fuel tank, fast refueling technology, and new cabin features, such as increased
cabin pressurization. Other optional features became standard equipment, including the
EFVS. This improved version of the BD-700-1A10 became the new production model and is
marketed as the Global Express XRS. The Global Express and Global Express XRS may be
referenced together in this report as “Global Express/XRS.”

In January and February 2012, the FSB evaluated the BD-700-1A10 aircraft equipped with
Global Vision Flight Deck (GVFD), which is marketed as the Global 6000, and also the
BD-700-1A11 aircraft equipped with GVFD, which is marketed as the Global 5000 GVFD.
The evaluation was conducted using the methods described in AC 120-53. The GVFD
software version evaluated was Software Version 4.3.1. The Global 6000 and Global 5000
GVFD were both found to be operationally suitable. Training, checking, and currency
requirements are listed in Appendix 6, Global Express/XRS to Global 6000 and Global 5000
to Global 5000 GVFD.

In December 2012, the FSB evaluated the Global Express and Global 5000 Honeywell
Batch 3 Software Upgrade. It, as well as the associated AFM change, was found to be
operationally suitable. Training, checking, and currency requirements are listed in
Appendix 7, Honeywell Batch 2+ to Batch 3 Software Upgrade.

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 In June 2013, the FSB evaluated the GVFD Software Version 4.3.1 (Version 3) to 4.5.8
(Version 4.5) Software Upgrade. It, as well as the associated AFM change, was found to be
operationally suitable. Training and checking requirements are listed in Appendix 8, GVFD
Software Upgrade Version 4.3.1 (Version 3) to 4.5.8 (Version 4.5).

June 20, 2013, A FSB was convened to evaluate operational suitability and to determine
training, checking, and currency requirements for conducting steep approaches in the
Global 5000 and Global 6000 aircraft. FSB member training and flying took place at the
Bombardier Aerospace facility in Wichita, KS.

In April 2016, the FSB evaluated the GVFD Software Version 4.5.8 (Version 4.5) to 5.1.3
(Version 5) Software Upgrade. It, as well as the associated AFM change, was found to be
operationally suitable. Training and checking requirements are listed in Appendix 10, GVFD
Software Upgrade Version 4.5.8 (Version 4.5) to 5.1.3 (Version 5.0).

In November, 2019 an FSB was established to evaluate the training, checking, and currency
requirements between the Global 5000 GVFD/Global 6000 (base aircraft) and
Global 5500/Global 6500 (related aircraft). The FSB was conducted from November 5
through 11, 2019 at the CAE Civil Aviation Training Solutions (CATS) center in
Montreal QC, Canada. The FSB evaluated handling qualities between the base and related
aircraft. The FSB used a Global 6000 (C-GDRU) and the Global 6500 (C-GDRX). Training
and checking requirements are listed in Appendix 12, Global 5000 GVFD/Global 6000 to
Global 5500/Global 6500 Differences Training. Training and checking was found to be
suitable.

5. ACRONYMS
• 14 CFR Title 14 of the Code of Federal Regulations
• AC Advisory Circular
• ACFT Aircraft
• ACO Aircraft Certification Office
• ACP Audio Control Panel
• ACS Airman Certification Standards
• ADF Automatic Direction Finder
• ADS-C Automatic Dependent Surveillance-Contract
• AEG Aircraft Evaluation Group
• AEO All-Engines-Operating
• AFCS Automatic Flight Control System
• AFD Airport Facility Directory
• AFM Airplane Flight Manual
• AFMS Airplane Flight Manual Supplement
• AGL Above Ground Level
• A/P Autopilot
• ATP Airline Transport Pilot
• ATS Automatic Throttle System

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• AV Audiovisual Presentation
• BATC Bombardier Aircraft Training Center
• CAFM Computerized Airplane Flight Manual
• CAI Computer-Assisted Instruction
• CAS Crew Alerting System
• CAT Category
• CATS Civil Aviation Training Solutions
• CBT Computer-Based Training
• CCP Curser Control Panel
• CIFP Computerized In-Flight Performance
• CNS Communication, Navigation, and Surveillance
• CPDLC Controller-Pilot Data Link Communications
• CPT Cockpit Procedures Trainer
• CRM Crew Resource Management
• CTP Control Tuning Panel
• DA Decision Altitude
• DC Direct Current
• DU Display Unit
• ECL Electronic Checklist
• EDM Emergency Descent Mode
• EFB Electronic Flight Bag
• EGPWS Enhanced Ground Proximity Warning System
• EFIS Electronic Flight Instrument System
• EFVS Enhanced Flight Vision System
• EICAS Engine Indicating and Crew Alerting System
• EMS Electrical Management System
• EVS Enhanced Vision System
• FAA Federal Aviation Administration
• FAF Final Approach Fix
• FANS Future Air Navigation System
• FCOC Fuel Cooler Oil Cooler
• FCOM Flightcrew Operating Manual
• FDA Flight Director Annunciator
• FFS Full Flight Simulator
• FGC Flight Guidance Computer
• FGP Flight Guidance Panel
• FMA Flight Mode Annunciator
• FMS Flight Management System
• FPM Feet per Minute
• FPV Flight Path Vector
• FSB Flight Standardization Board
• FSBR Flight Standardization Board Report
• FSIMS Flight Standards Information Management System

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• FSTD Flight Simulation Training Device
• FTD Flight Training Device
• GNSS Global Navigation Satellite System
• GPS Global Positioning System
• GVFD Global Vision Flight Deck
• HF High Frequency
• HO Handout
• HSI Horizontal Situation Indicator
• HUD Head-Up Display
• IAF Initial Approach Fix
• IAC Integrated Avionic Computer
• IAP Instrument Approach Procedure
• ICBI Interactive Computer-Based Instruction
• IFIS Integrated Flight Information System
• ILT Instructor-Led Training
• IMC Instrument Meteorological Conditions
• IR Infrared
• ISA International Standard Atmosphere
• ISI Integrated Standby Instrument
• KIAS Knots Indicated Airspeed
• LNAV Lateral Navigation
• LPV Localizer Performance with Vertical Guidance
• MDR Master Differences Requirements
• MEL Minimum Equipment List
• MFD Multifunction Display
• MFF Mixed Fleet Flying
• MFW Multifunction Window
• MKP Multifunction Keypad
• MLW Maximum Landing Weight
• MMO Maximum Mach Number
• MTO Maximum Takeoff
• MTOW Maximum Takeoff Weight
• NAS National Airspace System
• NM Nautical Mile
• OEI One-Engine-Inoperative
• OMR Operating Manual Revision
• PBN Performance-Based Navigation
• PFD Primary Flight Display
• PF Pilot Flying
• PIC Pilot in Command
• PM Pilot Monitoring
• PTG Pilot Training Guide
• PTT Part Task Trainer

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• QRH Quick Reference Handbook
• RA Resolution Advisory
• RF Radius to Fix
• RNP Required Navigation Performance
• RNP AR Required Navigation Performance Authorization Required
• RPM Revolutions per Minute
• RSP Reversionary Selection Panel
• SATCOM Satellite Communications
• SBAS Satellite-Based Augmentation System
• SL Sea Level
• SOP Standard Operating Procedures
• SIC Second in Command
• STC Supplemental Type Certificate
• SU Stand-Up Instruction
• SVS Synthetic Vision System
• TAWS Terrain Awareness and Warning System
• TC Type Certificate
• TCAS Traffic Alert and Collision Avoidance System
• TCBI Tutorial Computer-Based Instruction
• TCCV Turbine Case-Cooling Valve
• TCDS Type Certificate Data Sheet
• TOLD Takeoff and Landing Data
• TDZE Touchdown Zone Elevation
• TFR Temporary Flight Restriction
• V1 Takeoff Decision Speed
• VGP Vertical Glidepath
• VHF Very High Frequency
• VMC Visual Meteorological Conditions
• VMCA Minimum Control Speed (Air)
• VMCG Minimum Control Speed (Ground)
• VMCL Minimum Control Speed (Landing)
• VPTH Vertical Path
• VR Takeoff Rotation Speed
• VSD Vertical Situation Display
• W&B Weight and Balance
• WAAS Wide Area Augmentation System
• XM Satellite Radio

Page 8 of 68
6. DEFINITIONS
These definitions are for the purposes of this report only.

6.1 Base Aircraft. An aircraft identified for use as a reference to compare differences with
another aircraft.

6.2 Current. A crewmember meets all requirements to operate the aircraft under the
applicable operating part.

6.3 Differences Tables. Describe the differences between a pair of related aircraft, and the
minimum levels operators must use to conduct differences training and checking of
flightcrew members. Differences levels range from A to E.

6.4 Master Differences Requirements (MDR). Specifies the minimum levels of training
and checking required between a pair of related aircraft, derived from the highest level
in the Differences Tables.

6.5 Mixed Fleet Flying (MFF). The operation of a base aircraft and one or more related
aircraft for which credit may be taken for training, checking, and currency events.

6.6 Operational Evaluation. The AEG process to determine pilot type rating, minimum
flightcrew member training, checking and currency requirements, and unique or special
airman certification requirements (e.g., specific flight characteristics, no-flap landing).

6.7 Operational Suitability. The AEG determination that an aircraft or system may be used
in the National Airspace System (NAS) and meets the applicable operational regulations
(e.g., Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 133, and 135).

6.8 Qualified. A flightcrew member holds the appropriate airman certificate and ratings as
required by the applicable operating part.

6.9 Related Aircraft. Any two or more aircraft of the same make with either the same or
different type certificates (TC) that have been demonstrated and determined by the
Administrator to have commonality.

6.10 Seat-Dependent Tasks. Maneuvers or procedures using controls that are accessible or
operable from only one flightcrew member seat.

6.11 Special Emphasis Area. A training requirement unique to the aircraft, based on a
system, procedure, or maneuver, which requires additional highlighting during training.
It may also require additional training time, specialized flight simulation training
devices (FSTD), or training equipment.

6.12 Specific Flight Characteristic. A maneuvers or procedure with unique handling or

performance characteristics that the FSB has determined must be checked.

Page 9 of 68
7. PILOT TYPE RATING
7.1 Type Rating. The Bombardier Global Express/XRS, Global 6000/Global 6500,
Global 5000, and Global 5000 GVFD/Global 5500 all share the same pilot type rating,
which is designated as BBD-700.

7.2 Common Type Ratings. Not applicable.

7.3 Military Equivalent Designations. Military aircraft that qualify for the BBD-700
type rating can be found at www.faa.gov under “Licenses & Certificates,”
“Airmen Certification,” “Online Services,” “Aircraft Type Rating Designators.”
This webpage is kept up-to-date and can be found at
https://www.faa.gov/licenses_certificates/airmen_certification/.

8. RELATED AIRCRAFT
8.1 Related Aircraft on Same TCDS. The Global Express/XRS, Global 6000/Global 6500,
Global 5000, and Global 5000 GVFD/Global 5500 are all related.

8.2 Related Aircraft on Different TCDS. Not applicable.

9. PILOT TRAINING
9.1 Airman Experience. Airmen receiving Global Express/XRS, Global 6000/Global 6500,
Global 5000 and/or Global 5000 GVFD/Global 5500 initial type training should have
previous experience in part 91 or 135 air carrier operations and multiengine turbojet or
turboprop aircraft. Pilots without this experience may require additional training.

9.2 Special Emphasis Areas.

9.2.1 Pilots must receive special emphasis on the following areas during initial,
transition, differences, upgrade, and recurrent ground training:

a) Flight management system (FMS).

b) Fuel characteristics and fuel temperature management at high altitudes and
cold temperatures.
c) Wing leading edge contamination and its effect on clean (slats IN/flaps up)
stall speed.
d) Direct current (DC) power system failure modes with emphasis on loss of all
DC electrical power, including the relationship and significance of thermal
circuit breakers in the cockpit circuit breaker panel.
e) Thales HUD (see Appendix 4).
f) EFVS (see Appendix 5).
g) Fuel recirculation inhibits.
h) FMS landing field length.
i) Contaminated runway distances in the AFM performance charts have been
estimated by assuming that the runway is completely contaminated.

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 9.2.2 Pilots should receive special emphasis on the following areas during initial,
transition, differences, upgrade, and/or recurrent Systems Integration Training:

a) Automatic flight control system (AFCS).

b) Primary flight display (PFD) and Flight Director Annunciator (FDA).
c) FMS.
d) Electrical Management System (EMS).
e) Thales HUD (see Appendix 4).
f) EFVS (see Appendix 5).
g) Guidance panel indications/selections for autopilot (A/P), yaw damper, and
coupling.

9.2.3 Pilots must receive special emphasis on the following items during initial,
transition, differences, upgrade, and/or recurrent flight training:

a) Aileron/elevator disconnect (jammed controls in each axis).

b) PFD, multifunction display (MFD), and engine indicating and crew alerting
system (EICAS) reversionary modes.
c) Integrated use of EICAS messages, switch positions, and synoptic pages to
determine aircraft system status.
d) Delayed engine response to full power applications at high altitude (especially
high altitude stalls).
e) Low energy rejected landing from idle thrust.
f) High altitude (above 45,000 ft) handling characteristics with the A/P and yaw
damper inoperative.
g) AFCS Pitch mode characteristics (flight path vs. pitch angle).
h) Traffic Alert and Collision Avoidance System (TCAS).
i) Thales HUD (see Appendix 4).
j) EFVS (see Appendix 5).
k) Loss of all DC Power.
l) Stall warning advance.
m) Loss of Autothrottle during one-engine-inoperative (OEI) flight.

9.2.4 The FSB also found that early exposure to the AFCS, autothrottles, and FMS is
important, especially for pilots with no previous electronic flight instrument
system (EFIS), autothrottle, or FMS experience. Establishing early confidence in
manually flying the aircraft, converting from manual to automatic
(FMS-controlled) flight mode and back, is equally important due to heavy
reliance on the AFCS. In the event of a flight path deviation due to input error or
system malfunction, the flightcrew must be able to comfortably transition from
automatic to manual operation and back in an orderly fashion consistent with
certificate holder’s automation philosophy.

9.3 Specific Flight Characteristics. Maneuvers or procedures required to be checked as

referenced in the Airline Transport Pilot (ATP) and Type Rating for Airplane Airman
Certification Standards (ACS). There are no specific flight characteristics.

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 9.4 Seat-Dependent Tasks. Pilots must receive training in these seat-dependent tasks:

a) Tiller usage (left seat): initial, recurrent, upgrade, and transition training.
b) Thales HUD (left/right seat as applicable)1: initial, recurrent, upgrade, and transition
training.
c) EFVS (left/right seat as applicable)2: initial, recurrent, upgrade, and transition
training.

9.5 Regulatory Training Requirements Which Are Not Applicable to the BD-700-1A10
and BD-700-1A11. None.

9.6 FSTDs.

a) Aircraft systems integration training should be completed in a Level 5 FSTD or

higher.
b) Thales HUD (single or dual installation) training must be completed in a Thales
HUD system-equipped aircraft or a Thales HUD system-equipped Level C FFS,
with a daylight visual display or a Level D FFS (see Appendix 4).

9.7 Training Equipment. There are no specific systems or procedures that are unique to the
Global Express/XRS, Global 6000/Global 6500, Global 5000, Global 5000
GVFD/Global 5500 that require specific training equipment.

9.8 Differences Training Between Related Aircraft. Pilots must receive differences
training between the Global Express/XRS, Global 6000/Global 6500, Global 5000, and
Global 5000 GVFD/Global 5500 if applicable. The level of training is specified in
Appendix 3, Differences Tables.

10. PILOT CHECKING

10.1 Landing from a No-Flap or Nonstandard Flap Approach. The probability of
flap extension failure on the Global Express/XRS, Global 6000/Global 6500,
Global 5000 and Global 5000 GVFD/Global 5500 is extremely remote due to system
design. Therefore, demonstration of a no-flap approach and landing during pilot
certification is not required.

1
Thales HUD. (Single installation for the left seat is optional for the Global Express and Global 5000 aircraft while
single installation for the left seat is standard for the Global Express XRS, Global 6000/Global 6500, and
Global 5000 GVFD/Global 5500 aircraft. A dual installation is optional for the Global 6000 and Global 5000 GVFD
aircraft.) See Appendix 4 for pilot training and checking requirements for operators flying HUD-equipped aircraft.
2
EFVS. (Single installation for the left seat is optional for the Global Express and Global 5000 aircraft while single
installation for the left seat is standard for the Global Express XRS, Global 6000/Global 6500 and Global 5000
GVFD/Global 5500 aircraft. A dual installation is optional for the Global 6000/Global 6500 and Global 5000/
Global 5500 GVFD aircraft.) See Appendix 5 for pilot training and checking requirements for operators flying
EFVS-equipped aircraft.

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 10.2 Specific Flight Characteristics. Maneuvers or procedures required to be checked as
referenced in the ATP and Type Rating for Airplane ACS. There are no specific flight
characteristics.

10.3 Seat-Dependent Tasks. Pilots must be checked in these seat-dependent task:

a) Tiller Usage (left seat); initial, recurrent, upgrade, and transition checking.
b) Thales HUD (left seat/right seat as applicable), if installed. Initial, recurrent,
upgrade, and transition checking (see Appendix 4 for specific checking
requirements).
c) EFVS (left seat/right seat as applicable), if installed. Initial, recurrent, upgrade, and
transition training (see Appendix 5 for specific checking requirements).

10.4 Other Checking Items.

a) Proficiency in manual and automatic (including FMS) flight in normal, abnormal,

and emergency situations must be demonstrated at each proficiency/competency
check by all crewmembers.
b) The use of manual modes to operate systems such as electrical, hydraulic,
pressurization, environmental, etc., and emergency equipment must be
demonstrated at each proficiency/competency check by all crewmembers.

10.5 FSTD. Thales HUD must be checked in a Thales HUD system-equipped Level C FFS
with a daylight visual display or a Level D FFS (see Appendix 4).

10.6 Equipment. There are no specific systems or procedures that are unique to the Global
Express/XRS, Global 6000/Global 6500, Global 5000, or Global 5000 GVFD/Global
5500 that require specific equipment.

10.7 Differences Checking Between Related Aircraft. Pilots must receive differences
checking between the Global Express/XRS, Global 6000/Global 6500, Global 5000,
and Global 5000 GVFD/Global 5500 if applicable. The level of checking is specified
in Appendix 3.

11. PILOT CURRENCY

Pilots must maintain currency in the following:

a) Thales HUD, if installed (see Appendix 4 for specific currency requirements).

b) EFVS, if installed (see Appendix 5 for specific currency requirements).

11.1 Differences Currency Between Related Aircraft. Pilots must receive differences
currency for MFF of the Global Express/XRS, Global 6000/Global 6500, Global 5000,
or Global 5000 GVFD/Global 5500 as appropriate, as follows: One line segment in
each of the relevant airplanes or approved FFS every 90 days.

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12. OPERATIONAL SUITABILITY
The BD-700-1A10 was found operationally suitable for operations under parts 91, 125, and
135. The FSB determined operational compliance by conducting an evaluation of a
Global Express aircraft serial number 9004 on June 8, 1999.

The BD-700-1A11 was found to be operationally suitable for operations under parts 91, 125,
and 135. The FSB determined operational compliance by conducting an evaluation of a
Global 5000 aircraft serial number 9130 during September 13 through 20, 2004.

13. MISCELLANEOUS
13.1 Flightcrew Sleeping Facilities (Part 135). Flightcrew Sleeping Facilities are installed
via complete interior installation Supplemental Type Certificates (STC). Certain STC
installed Flightcrew Sleeping Facilities have been evaluated by the AEG and found to
meet the requirements of part 135, AC 121-31, Flight Crew Sleeping Quarters and
Rest Facilities, and FAA Order 8900.1, Flight Standards Information Management
System (FSIMS). Please contact the Transport Aircraft Long Beach AEG for
additional information regarding approved Flightcrew Sleeping Facilities.

13.2 Forward Observer Seat. Forward observer seats are installed via complete interior
installation STCs. Certain STC-installed forward observer seats have been evaluated
by the AEG and found to meet the requirements of § 135.75(b) and/or § 125.317(b).
Please contact the Transport Aircraft Long Beach AEG for additional information
regarding approved forward observer seats.

13.3 Aircraft Approach Category. The Global Express/XRS, Global 6000/Global 6500,
Global 5000, and Global 5000 GVFD/Global 5500 are considered Category C aircraft
for the purpose of determining the appropriate instrument approach procedure
category in accordance with 14 CFR part 97, § 97.3.

13.4 Normal Landing Flaps. The Global Express/XRS, Global 6000/Global 6500,
Global 5000, and Global 5000 GVFD/Global 5500 normal “final flap setting” per
§ 91.126(c) is Flaps 30.

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 APPENDIX 1. DIFFERENCES LEGEND
Training Differences Legend
Differences
Type Training Method Examples Conditions
Level
A Self-Instruction • Operating manual revision • Crew has already demonstrated understanding on base aircraft
(OMR) (handout (HO)) (e.g., updated version of engine).
• Flightcrew operating • Minor or no procedural changes required.
bulletin (HO) • No safety impact if information is not reviewed or is forgotten
(e.g., different engine vibration damping mount).
• Once called to attention of crew, the difference is self-evident.
B Aided • Audiovisual presentation • Systems are functionally similar.
Instruction (AV) • Crew understanding required.
• Tutorial computer-based • Issues need emphasis.
instruction (TCBI) • Standard methods of presentation required.
• Stand-up instruction (SU)
C Systems • Interactive (full-task) • Training can only be accomplished through systems training devices.
Devices computer-based instruction • Training objectives focus on mastering individual systems, procedures,
(ICBI) or tasks versus highly integrated flight operations or “real-time”
• Cockpit Procedures Trainers operations.
(CPT) • Training devices are required to assure attainment or retention of crew
• Part task trainers (PTT) skills to accomplish more complex tasks usually related to aircraft
• Level 4 or 5 flight training systems.
device (FTD 4-5)
D Maneuvers • Level 6 or 7 flight training • Training can only be accomplished in flight maneuver devices in a
Devices device (FTD 6-7) real-time environment.
• Level A or B full flight • Training requires mastery of interrelated skills versus individual skills.
simulator (FFS A-B) • Motion, visual, control-loading, and specific environmental conditions
may be required.
E Level C/D FFS • Level C or D full flight • Motion, visual, control-loading, audio, and specific environmental
or Aircraft simulator (FFS C-D) conditions are required.
• Aircraft (ACFT) • Significant full-task differences that require a high fidelity environment.
• Usually correlates with significant differences in handling qualities.

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 Checking Differences Legend
Differences
Checking Method Examples Conditions
Level
A None None
B • Oral or written exam Individual systems or related groups of
• Tutorial computer-based instruction (TCBI) self-test systems.
C • Interactive (full-task) computer-based instruction (ICBI) • Checking can only be accomplished using
• Cockpit Procedures Trainers (CPT) systems devices.
• Part task trainers (PTT) • Checking objectives focus on mastering
• Level 4 or 5 flight training device (FTD 4-5) individual systems, procedures, or tasks.
D • Level 6 or 7 flight training device (FTD 6-7) • Checking can only be accomplished in
• Level A or B full flight simulator (FFS A-B) flight maneuver devices in a real-time
environment.
• Checking requires mastery of interrelated
skills versus individual skills.
• Motion, visual, control-loading, and
specific environmental conditions may be
required.
E • Level C or D full flight simulator (FFS C-D) Significant full-task differences that require
• Aircraft (ACFT) a high fidelity environment.

Page 16 of 68
 APPENDIX 2. MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE
These are the minimum levels of training and checking required, derived from the highest level in the Differences Tables in Appendix 3. Differences
levels are arranged as training/checking.
From
To Related Base Global Global 5000
Global 5000 Global 6000 Global 5500 Global 6500
Aircraft ↓ Aircraft Express/XRS GFVD
→
Global
Not Applicable A/A C/C C/C Not Evaluated Not Evaluated
Express/XRS

Global 5000 A/A Not Applicable C/C C/C Not Evaluated Not Evaluated

Global 6000 C/C C/C Not Applicable A/A Not Evaluated Not Evaluated
Global 5000
C/C C/C A/A Not Applicable Not Evaluated Not Evaluated
GVFD
Global 5500 Not Evaluated Not Evaluated D/C D/C Not Applicable A/A
Global 6500 Not Evaluated Not Evaluated D/C D/C A/A Not Applicable

Page 17 of 68
 APPENDIX 3. DIFFERENCES TABLES
Global Express to Global 5000

This Design Differences Table, from the Global Express to the Global 5000 was proposed by Bombardier and validated by the FSB. It lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members. This table is for aircraft up to
Batch 2+ software.

FROM BASE
AIRCRAFT:
BD-700-1A10
Global Express
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5000
ATA 20 Fuselage No No A A
Aircraft General Length:
96 ft, 10 in (29.5 m).
Decrease of 32 in (0.81 m).
Reduction of two side windows.

Wingspan:
93 ft, 6 in (28.65 m).
No change.

Tailspan:
31 ft, 9 in (9.68 m).
No change.

Height (Satellite Communcations

(SATCOM)):
25 ft, 8 in (7.83 m).
No change.

Page 18 of 68
FROM BASE
AIRCRAFT:
BD-700-1A10
Global Express
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5000
ATA 20 Performance No No A A
Aircraft General Maximum Takeoff Weight (MTOW):
92,500 lb (41,957 kg).
Decrease of 8,300 lb (3,766 kg).

Maximum Landing Weight (MLW):

78,600 lb (35,655 kg).
No change.

Fuel Capacity:
36,187 lb (16,413 kg).
Decrease of 7,363 lb (3,421 kg).
ATA 20 Wheelbase No No A A
Aircraft General Nose to Main Wheels:
40 ft, 2 in (12.25 m).
Decrease of 2 ft, 8 in (0.81 m).
ATA 28 Removal of aft fuel tank. No No A A
Fuel
ATA 28 Fuel recirculation is now an automatic No Yes A A
Fuel system. Fuel RECIRC switches are
inhibited.
ATA 28 Reduction in center tank capacity. No No A A
Fuel
ATA 28 Minor EICAS/Synoptic page changes. No No A A
Fuel

Page 19 of 68
FROM BASE
AIRCRAFT:
BD-700-1A10
Global Express
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5000
ATA 28 Fuel control panel, deletion of No Yes A A
Fuel switches, and switch labels changed.
ATA 28 Refueling panel, deletion of switches, No No A A
Fuel and switch labels changed.
ATA 31 New fuel synoptic page. No No A A
Indicating/Recording
Systems

Page 20 of 68
This Maneuver Differences Table, from the Global Express to the Global 5000, was proposed by Bombardier and validated by the
FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.
This table is for aircraft up to Batch 2+ software.

FROM BASE
AIRCRAFT:
BD-700-1A10
Global Express
FLT PROC
MANEUVER REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5000
ATA 9 Turning radius decreases from No No A A
Towing and Taxi 68 ft (20.9 m) to 64 ft, 1 in
(19.5 m).

Page 21 of 68
This Design Differences Table, from the Global 5000 to the Global Express, was proposed by Bombardier and validated by the FSB. It lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members. This table is for aircraft up to
Batch 2+ software.

FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global Express
ATA 20 Fuselage No No A A
Aircraft General Length:
99 ft, 5 in (30.30 m).
Increase of 32 in (0.81 m).
Addition of two side windows.

Wingspan:
93 ft, 6 in (28.65 m).
No change.

Tailspan:
31 ft, 9 in (9.68 m).
No change.

Height (SATCOM):
25 ft, 8 in (7.83 m).
No change.

Page 22 of 68
FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global Express
ATA 20 Performance No No A A
Aircraft General MTOW:
96,000 lb (43,546 kg).
Increase of 8,300 lb (3,766 kg).

MLW:
78,600 lb (35,655 kg).
No change.

Fuel Capacity:
43,550 lb (19,750 kg).
Increase of 7,350 lb (3,421 kg).
ATA 20 Wheelbase No No A A
Aircraft General Nose to Main Wheels:
42 ft, 10 in (13.1 m).
Increase of 2 ft, 8 in (0.81 m).
ATA 28 Addition of aft fuel tank. No No A A
Fuel
ATA 28 Fuel recirculation is now a manual No Yes A A
Fuel system. Fuel RECIRC switches have
On/Off functions.
ATA 28 Increase in center tank capacity. No No A A
Fuel
ATA 28 Minor EICAS/Synoptic page changes. No No A A
Fuel

Page 23 of 68
FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global Express
ATA 28 Fuel control panel, addition of No Yes A A
Fuel switches, and switch labels changed.
ATA 28 Refueling panel, addition of switches, No No A A
Fuel and switch labels changed.
ATA 31 New fuel synoptic page. No No A A
Indicating/Recording
Systems

Page 24 of 68
This Maneuver Differences Table, from the Global 5000 to the Global Express, was proposed by Bombardier and validated by the
FSB. It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.
This table is for aircraft up to Batch 2+ software.

FROM BASE
AIRCRAFT:
BD-700-1A10
Global 5000
FLT PROC
MANEUVER REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global Express
ATA 9 Turning radius increases from No No A A
Towing and Taxi 64.1 ft (19.5 m) to 68 ft
(20.76 m).

Page 25 of 68
This Design Differences Table, from the Global 5000 GVFD/Global 6000 to the Global 5500/Global 6500, was proposed by
Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and
checking of flightcrew members.

FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
Dimensions Flaps: Inboard section of flap is No No B B
extended 5 in and tapers to 0 in
at inboard.
Dimensions Ailerons: Rigged trailing edge No No B B
down droop of 0.5°, previously
3° down.
Maximum Mach Envelope speed extension to No Yes C C
Number (MMO) Mach 0.9 (previously 0.89).
Engine New Pearl 15 Engine No No B B
(BD-700-710D5-21), same
nacelle, same inlet.

Page 26 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT
DESIGN REMARKS PROC CHNG TRAINING CHECKING
CHAR
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
Computerized Airplane Introduction of CAFM No No C C
Flight Manual (CAFM) replacing AFM
performance charts.
Quick Reference Modification of No No B B
Handbook (QRH) performance data
presentation and layout.
General New speed placard No No B B
installed in cockpit.
Performance New minimum control No No B B
speed (ground) (VMCG):
82 kts.
New minimum control
speed (air) (VMCA): 88 kts.
New minimum control
speed (landing) (VMCL):
87 kts.
ATA 21 Auxiliary pressurization No Yes B B
Pressurization (AUX PRESS) system
operations are prohibited at
altitudes greater than
37,000 ft.
ATA 21 TRIM AIR LEAK. No Yes B B
Pressurization RAM AIR FAIL.
New line – maximum
altitude 41,000 ft.

Page 27 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
ATA 21 L BLEED LEAK. No Yes B B
Pressurization R BLEED LEAK.
New item – ANTI-ICE
WING OFF if above
41,000 ft.
ATA 21 L(R) BLEED SYS FAIL. No Yes B B
Pressurization New item – ANTI-ICE
WING OFF if above
41,000 ft and ANTI-ICE
WING XBLEED Select
opposite side.
ATA 27 Spoiler extension in No Yes D C
Flight Controls expanded region.
ATA 28 L-R FUEL FILTER – No No B B
Fuel checklist terminology
change fuel cooler oil
cooler (FCOC).
ATA 30 Minimum engine speed No No B B
Ice and Rain Protection changed to charted
values in AFM.

Page 28 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT
DESIGN REMARKS PROC CHNG TRAINING CHECKING
CHAR
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
ATA 30 L(R) COWL A/ICE FAIL No Yes B B
Ice and Rain Protection – New Item ANTI-ICE
WING as required at
41,000 ft or below and Ice
Dispersal Procedure.
ATA 30 L(R) WING A/ICE FAIL - No Yes B B
Ice and Rain Protection New Item – ANTI-ICE
WING as required at
41,000 ft or below and Ice
Dispersal Procedure.
ATA 31 Overspeed marker logic for No No B B
Indicating/ MMO 0.9 Mach on
Recording Systems integrated standby
instrument (ISI) and PFD.
ATA 31 New Crew Alerting System No No B B
Indicating/ (CAS) Messages:
Recording Systems L(R) ENGINE Turbine
Case-Cooling Valve
(TCCV) FAIL.
L(R) ENGINE TCCV
FAULT.
MMO SPLR DEPLOYED.

Page 29 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
ATA 31 Modified Logic CAS No No B B
Indicating/ message – FLT SPLR
Recording Systems DEPLOYED.
ATA 32 Tire speed limit No No B B
Landing Gear increased to 225 mph
(196 kts) to increase
maximum brake energy.
ATA 36 Bleed source No No B B
Pneumatic modification to 4th and
7th stage.
ATA 71 Modified table values No No B B
Powerplant and note max N1 to
102.1%.
ATA 71 Engine-driven pump No Yes B B
Powerplant offload.
ATA 71 Engine-starting crank No Yes B B
Powerplant procedure.
ATA 71 Modified in flight start No Yes B B
Powerplant envelope.

Page 30 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
ATA 71 New TCCV procedures. No Yes B B
Powerplant
ATA 71 The starter must not be No Yes B B
Powerplant used if indicated
revolutions per minute
(RPM) exceeds 42% N2
limitation has been
removed.
ATA 71 3% increase engine No No B B
Powerplant thrust at sea level (SL)
and International
Standard Atmosphere
(ISA), increase to 9% at
9,000 ft and ISA +27°C.
ATA 71 Maximum oil No No B B
Powerplant consumption, on each
engine, is 0.189 liters per
hour (0.2 US quarts per
hour) (previous
limitation was 0.2 liters
per hour/0.21 quarts per
hour).

Page 31 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
ATA 71 L(R) ENG No Yes B B
Powerplant OVERSPEED.
L(R) ENG FLAMEOUT.
L(R) FADEC OVHT.
New item added:
ANTI-ICE WING OFF
if above 41,000 ft.
ATA 71 L(R) ENG SAV FAIL. No No B B
Powerplant New note regarding
amber START icon
being posted on EICAS.
ATA 71 L(R) ENGINE OVHT. No No B B
Powerplant Note added regarding
possible N2 reduction to
96%.
ATA 71 L(R) FADEC FAIL. No Yes B B
Powerplant Procedure modification.
ATA 71 L(R) FADEC FAULT. No Yes B B
Powerplant Procedure modification –
note added that thrust
reverser may not deploy.

Page 32 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
ATA 71 DUAL ENGINE OUT – No Yes B B
Powerplant target airspeed for
automatic throttle system
(ATS) relight is less than
270 kts.
ATA 71 Crosswind items No Yes B B
Powerplant modified:
• 25-kt engine start
component added.
• Crosswind
components based on
pressure altitude
added.
• At 30 knots indicated
airspeed (KIAS)
promptly set
maximum takeoff
(MTO) thrust.
When takeoff crosswind
component exceeds 35 kts
takeoff is prohibited.

Page 33 of 68
 FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
Limitations Flying an approach with No No B B
published glidepath
angle of 3.5° to 4.5° is
prohibited.
Limitations SB 700-46-6503 No No B B
installation of satellite
radio (XM) graphical
weather radar. Use of
the Temporary Flight
Restriction (TFR)
function on the
multifunction window
(MFW) Symbols menu
is prohibited.
Limitations Maximum airport No No B B
pressure altitude for
takeoff is 10,000 ft.
Limitations Use of FMS Takeoff and No No B B
Landing Data (TOLD) is
prohibited.
Limitations Dispatch in Alternate No No B B
N1 Mode is prohibited.

Page 34 of 68
This Maneuver Differences Table, from the Global 5000 GVFD/Global 6000 to the Global 5500/Global 6500, was proposed by
Bombardier and validated by the FSB. It lists the minimum differences levels operators must use to conduct differences training and
checking of flightcrew members. See Appendix 12 for additional details regarding differences training content.

FROM BASE
AIRCRAFT:
BD-700-1A10/1A11
Global 5000
GVFD/Global 6000
FLT PROC
MANEUVER REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10/1A11
Global 5500/
Global 6500
Approach Steep approach with No Yes B B
computer-assisted instruction
(CAI) ON.
Engine Relight Engine relight in flight No Yes B B
envelope.
Cruise MMO envelope to 0.9 Mach. Yes Yes D C

Page 35 of 68
This Design Differences Table, from the Global 5500 to the Global 6500, was proposed by Bombardier and validated by the FSB.
It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global 6500
Aircraft General Fuselage No No A A
Length:
99 ft, 5 in (30.30 m).
Increase of 32 in (0.81 m).
Addition of two side windows.
Pilot Eye Position Above
Runway During Landing:
15.60 ft (4.75 m).

Page 36 of 68
FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global 6500
Aircraft General Performance No No A A
MTOW (Varies):
99,500 lb (45,132 kg).
98,000 lb (44,452 kg).
Maximum Ramp & Taxi
Weight (Varies):
99,750 lb (45,246 kg).
98,250 lb (44,565 kg).
Minimum Flight Weight:
48,200 lb (21,863 kg).
Fuel Capacity:
45,100 lb (20,425 kg).
Maximum Operating Empty
Weight:
45,000 lb (20,412 kg).
ATA 28 Addition of aft fuel tank. No Yes A A
Fuel
ATA 28 Increase in center tank capacity. No No A A
Fuel

Page 37 of 68
FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global 6500
ATA 28 Minor EICAS/Synoptic page No No A A
Fuel changes.
ATA 28 Fuel control panel, addition of No No A A
Fuel switches, and switch labels
changed.
ATA 28 Refueling panel, addition of No No A A
Fuel switches, and switch labels
changed.
ATA 31 New fuel synoptic page. No No A A
Indicating/Recording
Systems

Page 38 of 68
This Maneuver Differences Table, from the Global 5500 to the Global 6500, was proposed by Bombardier and validated by the FSB.
It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
BD-700-1A11
Global 5500
FLT PROC
MANEUVER REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A10
Global 6500
Taxi Increase in minimum No Yes A A
pavement width for
180° turn.

Page 39 of 68
This Design Differences Table, from the Global 6500 to the Global 5500, was proposed by Bombardier and validated by the FSB.
It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
BD-700-1A10
Global 6500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5500
Aircraft General Fuselage No No A A
Length:
96 ft, 9 in (29.49 m).
Decrease of 32 in (0.81 m).
Removal of two-sided windows.
Pilot Eye Position Above
Runway During Landing:
15.40 ft (4.69 m).

Page 40 of 68
FROM BASE
AIRCRAFT:
BD-700-1A10
Global 6500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5500
Aircraft General MTOW (Varies): No No A A
92,500 lb (41,957 kg).
89,700 lb (40,687 kg).
88,700 lb (40,233 kg).
87,700 lb (39,780 kg).
Maximum Ramp & Taxi
Weight (Varies):
92,750 lb (42,071 kg).
89,950 lb (40,801 kg).
88,950 lb (40,347 kg).
87,950 lb (39,893 kg).
Minimum Flight Weight:
51,200 lb (23,224 kg).
Fuel Capacity:
36,200 lb (16,425 kg).
39,250 lb (17,800 kg).
Maximum Operating Empty
Weight:
48,000 lb (21,772 kg).

Page 41 of 68
FROM BASE
AIRCRAFT:
BD-700-1A10
Global 6500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5500
ATA 28 Removal of aft fuel tank. No Yes A A
Fuel
ATA 28 Reduction in center tank No No A A
Fuel capacity.
ATA 28 Minor EICAS/Synoptic page No No A A
Fuel changes.
ATA 28 Fuel control panel, deletion of No No A A
Fuel switches, and switch labels
changed.
ATA 28 Refueling panel, deletion of No No A A
Fuel switches, and switch labels
changed.
ATA 31 New fuel synoptic page. No No A A
Indicating/Recording
Systems

Page 42 of 68
This Maneuver Differences Table, from the Global 6500 to the Global 5500, was proposed by Bombardier and validated by the FSB.
It lists the minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
BD-700-1A10
Global 6500
FLT PROC
MANEUVER REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
BD-700-1A11
Global 5500
Taxi Decrease in Minimum No Yes A A
Pavement Width for
180° Turn:
65 ft, 4 in (19.92 m).

Page 43 of 68
 APPENDIX 4. THALES HUD SYSTEM

1. BACKGROUND
The FSB participated in an evaluation of the Thales HUD System during its development in
the fall of 2004 using a Global Express aircraft and a FFS. The FSB conducted certification
flight tests, along with the New York Aircraft Certification Office (ACO), in a Global
Express aircraft in Wichita, KS. Flight testing consisted of approximately 40 HUD
approaches at several different airports, using CAT I procedures, during day, night,
visual meteorological conditions (VMC), and instrument meteorological conditions (IMC).

The Thales HUD is standard equipment on the Global Express XRS aircraft, but can also be
installed on Global Express and Global 5000 aircraft. The Thales HUD System installations
on Global Express/XRS and Global 5000 airplanes have been found to be functionally
equivalent. If Thales HUD training and checking requirements are accomplished in one
aircraft, training and checking does not need to be repeated in the other.

The FSB also evaluated the proposed Airplane Flight Manual Supplement (AFMS) for HUD
operations.

2. PILOT TYPE RATING

Not applicable.

3. RELATED AIRCRAFT
• Global Express.
• Global Express XRS.
• Global 5000.
• Global 5000 GVFD.
• Global 6000.

4. PILOT TRAINING
For single HUD installation, the HUD training focuses principally upon training events flown
in the left seat by the pilot flying (PF). Training for the pilot monitoring (PM) is also required
for any procedural differences when the PF is heads-up (compared to heads-down).

For dual HUD installation, training events can be flown in the left or right seat as PF.
Training for the PM is also required for any procedural differences when the PF is heads-up
(compared to heads-down).

4.1 HUD Initial Ground Training. Pilots training to serve as PF during HUD operations
should receive a minimum of 2 hours of ground school training in the operation and use
of the HUD.

Page 44 of 68
 4.1.1 The initial ground training program should include the following elements:

a) Classroom instruction covering HUD operational concepts, crew duties and

responsibilities, and operational procedures including preflight, normal and
abnormal operations; EICAS messages; use of QRH and checklists;
miscompare, and failure flags.

b) Classroom instruction or computer-based training (CBT) on the HUD

symbology set and its interrelationship with airplane aerodynamics, inertial
factors, environmental conditions, and comparison to PFD.

c) A HUD pilot training manual or equivalent material in the Flightcrew

Operating Manual (FCOM), which explains the limitations, all modes of
operation, clear descriptions of HUD symbology, including limit conditions
and failures, and incorporation of a crew procedures guide clearly delineating
PF and PM duties, responsibilities, and procedural callouts and responses
during all phases of flight during which HUD operations are anticipated.

4.1.2 The FSB recommends special emphasis ground training in the following areas:

a) Crew coordination,
b) Crew briefings and callouts,
c) Duties of PF and PM, and
d) EICAS messages and use of QRH and checklists applicable to HUD.

4.2 HUD Initial Flight Training.

4.2.1 Pilots training to serve as PF during HUD operations should receive a minimum
of 2 hours of flight training in the operation and use of the HUD. A pilot who
progresses through initial or transition flight training in a Global Express/Global
5000 aircraft and satisfactorily completes HUD system curriculum segments
(recommended by an instructor) and a HUD proficiency check by a person
authorized by the Administrator, does not need to complete the recommended 2
hours of flight training.

4.2.2 For single HUD installation, flight training must be conducted from the left seat.
For dual HUD installations, flight training may be conducted from either seat.
Flight training may be conducted in a Thales HUD system-equipped aircraft or a
Thales HUD system equipped-Level C FFS with a daylight visual display or a
Level D FFS. FFS approaches, utilizing the HUD, should begin no closer than the
final approach fix (FAF) for instrument approaches, and should begin no closer
than approximately 1,000 ft above ground level (AGL) (3–4 nautical miles (NM))
to the runway threshold for visual approaches.

4.2.3 Unless integrated with initial type rating training, flight training dedicated to
HUD familiarization and proficiency is in addition to other required training
elements.

Page 45 of 68
4.2.4 The following HUD flight training program is generic in nature and should be
considered as a guide only:

4.2.4.1 Ground Operations:

a) Deployment of HUD and stowage.

b) Taxi using HUD under various lighting and visibility conditions.

4.2.4.2 Airwork:

a) Straight and level flight, accelerations, and decelerations.

b) Normal and steep turns, climbs, and descents.
c) Wind effects on HUD.
d) Stall prevention and recovery.
e) Recovery from unusual attitudes.

4.2.4.3 Visual Takeoffs, Approaches, and Landings:

a) Crosswind takeoff and landing.

b) Visual approaches to runways at night with minimal lighting
(“black hole” approaches) and use of Flight Path Vector (FPV) to
achieve desired descent angle.
c) Engine failure on takeoff.
d) OEI landing.
e) OEI go-around.

4.2.4.4 Instrument Approaches:

a) Approaches to the lowest authorized minima, including an approach

and landing with OEI.
b) Missed approach OEI.
c) Non-precision and circling approaches (if applicable).
4.2.4.5 Abnormal/Emergency Operations (as appropriate):
a) Windshear escape.
b) Enhanced ground proximity warning system (EGPWS) escape.
c) TCAS Resolution Advisory (RA).
d) HUD failure on approach.
e) Approaches with the aircraft in a non-normal slat/flap configuration.
4.2.5 The FSB recommends special emphasis flight training in the following areas:
a) Approaches to “black hole” airports.
b) Use of the flare symbol as a cue (not as guidance).
c) Recovery from unusual attitudes.
d) TCAS RA.
e) Crosschecking from HUD to cockpit displays, including EICAS and other
cockpit indications.

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 4.3 HUD Recurrent Ground Training. Selected HUD-related ground training subjects as
outlined in initial ground training above should be reviewed on a recurrent basis.

5. PILOT CHECKING
Pilots training to serve as PF during HUD operations must be administered a proficiency
check conducted in a Level C FFS with a daylight visual display, Level D FFS, or on a
Thales HUD System-equipped aircraft. This proficiency check may be taken in conjunction
with a pilot proficiency check conducted in accordance with part 61 or 135 or may be
administered as a separate test.
Maneuvers to be evaluated during the HUD proficiency check include, as a minimum:

• One takeoff.
• One departure procedure.
• One instrument approach procedure (IAP).
• One landing.
Pilots should also be checked on PM duties during HUD approaches and emergencies.
5.1 HUD Recurrent Checking.
At least annually, in conjunction with a pilot in command (PIC) proficiency check
required by part 61 or 135, a PIC must demonstrate proficiency using the Thales HUD
system by satisfactorily performing the maneuvers listed above.
During recurrent part 135 competency checks, second in commands (SIC) serving as PF
during HUD operations should demonstrate proficiency using the HUD by satisfactorily
performing the maneuvers listed above.
During recurrent part 135 competency checks, SICs serving as PM during HUD
operations should be evaluated on Crew Resource Management (CRM) responsibilities
and procedures when the PF is conducting HUD operations.

6. PILOT CURRENCY
Pilots should have completed at least three takeoffs, approaches, and landings using the HUD
in the Global Express/XRS/Global 5000 or have completed three takeoffs, approaches, and
landings as the PF using the Thales HUD system in a Level C FFS with day and night visual
displays or Level D FFS within the previous 90 days before acting as the PF using the HUD
in revenue operations.

7. OPERATIONAL SUITABILITY
The Thales HUD, as well as the associated AFM change, was found to be operationally
suitable for all phases of flight, including CAT I and II operations when authorized.

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 APPENDIX 5. ENHANCED FLIGHT VISION SYSTEM (EFVS)
EFVS installed on this aircraft has been deemed operationally suitable for EFVS operations to
100 ft above touchdown zone elevation (TDZE) only when a HUD is installed and utilized.

Compliance in accordance with § 91.176(b) has been validated on the follow aircraft only when
a HUD is installed and utilized:

• Global Express
• Global Express XRS
• Global 5000
• Global 5000 GVFD.
• Global 6000.

If the aircraft is not equipped with a HUD, any use of the EFVS is for situational awareness only.

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 APPENDIX 6. GLOBAL EXPRESS/XRS TO GLOBAL 6000 AND
GLOBAL 5000 TO GLOBAL 5000 GVFD
1. BACKGROUND
The Global Express FSB participated in an evaluation of the training, checking, and currency
differences that have occurred by the introduction of the GVFD. Additionally, the FSB was
tasked to determine the appropriate type rating for the Global 6000.
For clarification, the FSB evaluation involved the following:
a) The differences between the Global Express/XRS aircraft and the Global 6000.
b) The differences between the Global 5000 aircraft and the Global 5000 GVFD.
c) The initial pilot type rating of the Global 6000 and the Global 5000 GVFD.

2. PILOT TYPE RATING

The FSB determined that the same aircraft type rating designation “BBD-700” is appropriate
between the existing Global Express/XRS/Global 5000 and the Global 6000/Global 5000
GVFD variations. Differences training should be accomplished in a Level 5 FTD or higher
FSTD.

3. RELATED AIRCRAFT
• Global Express
• Global Express XRS
• Global 5000
• Global 5000 GVFD.
• Global 6000.

4. PILOT TRAINING
Differences training should be accomplished in a Level 5 FTD or higher FSTD. Due to the
flightcrew differences, the FSB recommends special emphasis training in the following areas:
a) Flight deck display layout (Airport Facility Directory (AFD)/display unit (DU)) and
functionality.
b) Control panels: Control Tuning Panel (CTP), Audio Control Panel (ACP),
Communication, Navigation, and Surveillance (CNS), multifunction keypad (MKP), and
Cursor Control Panel (CCP).
c) Emergency Descent Mode (EDM) and functionality.
d) Underspeed protection.
e) Nav to Nav transfer, Global Positioning System (GPS)/wide area augmentation system
(WAAS)/localizer performance with vertical guidance (LPV)/Required Navigation
Performance (RNP)/Performance-Based Navigation (PBN), and IAPs.
f) DC power failure modes with emphasis on loss of all DC electrical power.
g) AFCS modes, A/P all-engines-operating (AEO) in all phases of flight, including OEI in
all phases of flight to include OEI go-around, PFD, FDA, and Flight Mode Annunciator
(FMA) indications.

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 h) A/P response during windshear escape guidance.
i) Terrain Awareness and Warning System (TAWS) and EGPWS.
j) Use of Enhanced Vision System (EVS) and Synthetic Vision System (SVS) is for
situational awareness only. EVS as described in this paragraph provides infrared (IR)
imagery only on a MFD and is not suitable for operations prescribed in § 91.176.
k) Caution and warning messages on the EICAS and horizontal situation indicator (HSI) and
associated human factors issues.
l) Use of FMS including takeoff preparation and EMS.
m) CRM with regards to the new functionalities.
After completion of the differences training referred to in this paragraph, it is recommended
that supervised line flying be completed as soon as possible with a line check pilot to
consolidate training. It is further recommended that a minimum of two flights be flown, one
as the PF and one as the PM.
When operating more than one variation, recurrent training should be alternated between the
Global Express/XRS/Global 5000 and Global 6000/Global 5000 GVFD, addressing the
differences of all applicable variations on each occasion.

5. PILOT CHECKING
Differences should be checked at Level C in a Level 5 FTD or higher FSTD. Due to the
flightcrew differences, the FSB recommends special emphasis checking in the following
areas:
a) Flight deck display layout (AFD/DU) and functionality.
b) Control panels: CTP, ACP, Reversionary Selection Panel (RSP), CNS, MKP, and CCP.
c) EDM and functionality.
d) Underspeed protection.
e) Nav to Nav transfer, GPS/WAAS/LPV/RNP/PBN, and IAPs.
f) DC power failure modes with emphasis on loss of all DC electrical power.
g) AFCS modes, A/P AEO in all phases of flight, including OEI in all phases of flight, to
include OEI go-around, PFD, FDA, and FMA indications.
h) A/P response during windshear escape guidance.
i) TAWS and EGPWS.
j) Use of EVS and SVS is for situational awareness only. EVS as described in this
paragraph provides IR imagery only on a MFD and is not suitable for operations
prescribed by § 91.176(b).
k) Caution and warning messages on the EICAS and HSI and associated human factors
issues.
l) Use of FMS, including takeoff preparation and EMS.
m) CRM with regards to the new functionalities.

When operating more than one variation, recurrent checking should be alternated between
the Global Express/XRS/Global 5000 and Global 6000/Global 5000 GVFD, addressing the
differences of all applicable variations on each occasion.

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6. PILOT CURRENCY
When operating both the Global Express/XRS/Global 5000 and Global 6000/Global 5000
GVFD, the FSB recommends that flightcrews perform at least one flight as PF or PM in the
“Global Express/XRS or Global 5000” variation and at least one flight in the “Global 6000 or
Global 5000 GVFD” within the currency period (90 days).

This currency requirement between variations should address the following differences:

a) Takeoff preparation and takeoff.

b) Enroute use of the FMS.
c) IAPs.

7. OPERATIONAL SUITABILITY
The Global 6000 and Global 5000 GVFD, including GVFD Software Version 4.3.1 as well
as the associated AFM, was found to be operationally suitable.

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 APPENDIX 7. HONEYWELL BATCH 2+ TO BATCH 3 SOFTWARE
UPGRADE

1. BACKGROUND
In 2011, Bombardier introduced the Batch 3 software upgrade to the Global Express/XRS
and Global 5000 Honeywell Avionics aircraft. Batch 3 adds improvements to the Integrated
Avionics Computers (IAC) that affect the FMSs, Flight Guidance Computers (FGC), and
displays. Updated Global Navigation Satellite System (GNSS) receivers with Satellite-Based
Augmentation System (SBAS) that provide LPV approach capability, and Future Air
Navigation System (FANS) 1/A capability (Automatic Dependent Surveillance-Contract
(ADS-C) and Controller-Pilot Data Link Communication (CPDLC)) are available options.

2. PILOT TYPE RATING

Not applicable.

3. RELATED AIRCRAFT
The Batch 3 software upgrade on Global Express/XRS and Global 5000 airplanes has been
found to be functionally equivalent. If Batch 3 software training and checking requirements
are accomplished in one aircraft, Batch 3 software training and checking does not need to be
repeated in the other.

4. PILOT TRAINING
Pilots transitioning to Batch 3 software should complete Level B differences training. The
differences training should include the following elements:

a) Flightcrews should be provided with and review the Pilot Training Guide (PTG), OMR,
FCOM, QRH, and FMS pilot guide that detail the differences between Batch 2+ and
Batch 3 for self-study prior to undertaking the Bombardier Aircraft Training Center
(BATC) eLearning.

b) Flightcrews should clearly understand flight guidance panel (FGP) selections and PFD
annunciations while conducting FMS-based approaches using lateral navigation (LNAV),
vertical path (VPTH), vertical glidepath (VGP), and LPV (optional) functions.

c) CAUTION: The proper setting of the altitude pre-selector during approach operations
should be clearly understood. The safety mitigations for conducting a go-around with the
altitude pre-selector set to landing elevation should be emphasized. This training area is
of particular importance for operators flying mixed Batch 2+ and Batch 3 aircraft
configurations.

d) Bombardier and/or operator-developed standard operating procedures (SOP) related to

CRM and human factors in the use of FANS CPDLC (optional), including division of
duties, cross-confirmation, and aircraft flight path changes, etc.

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5. PILOT CHECKING
Not applicable.

6. PILOT CURRENCY
There are no currency requirements for the Batch 2+ to Batch 3 software differences. In the
event that flightcrews will be required to operate a mixed fleet of aircraft with Batch 2+ and
Batch 3 software, currency should be maintained through self-review of the differences.

7. OPERATIONAL SUITABILITY
The Honeywell Batch 3 software upgrade, as well as the associated AFM change, was found
to be operationally suitable.

Page 53 of 68
 APPENDIX 8. GVFD SOFTWARE UPGRADE VERSION 4.3.1
(VERSION 3) TO 4.5.8 (VERSION 4.5)

1. BACKGROUND
In 2012, Bombardier introduced the Rockwell Collins Fusion-based GVFD avionics suite
into the Global Express/XRS and Global 5000 aircraft. BD-700-1A10 aircraft with GVFD is
marketed as a Global 6000 while a BD-700-1A11 aircraft with GVFD is marketed as a
Global 5000 GVFD.

GVFD Software Version 4.5.8 (marketed as Version 4.5) is the first major software upgrade
to the GVFD avionics suite, which include an electronic checklist (ECL) function, vertical
situation display (VSD), FMS TOLD performance, FMS speed control, a third FMS, and
Required Navigation Performance Authorization Required (RNP AR) approach capability.

2. PILOT TYPE RATING

Not applicable.

3. RELATED AIRCRAFT
The GVFD Version 4.5.8 software upgrade on Global 6000 and Global 5000 GVFD
airplanes has been found to be functionally equivalent. If Version 4.5.8 software training and
checking requirements are accomplished in one aircraft, Version 4.5.8 software training and
checking does not need to be repeated in the other.

4. PILOT TRAINING
4.1 Prerequisites. Flightcrew members upgrading to software Version 4.5.8 (Version 4.5)
must have previously been trained and found qualified on the software upgrade
Version 4.3.1 (Version 3).

Pilots transitioning to Version 4.5.8 software should complete Level C differences

training. It is expected that, at some time in the future, all GVFD aircraft will be updated
to software Version 4.5.8 (or a later version), at which point this differences training will
have been integrated into the full initial course, and integrated into the differences
courses to transition from Global aircraft equipped with Honeywell avionics to aircraft
equipped with Rockwell Collins avionics, making this differences course redundant. The
differences training should include the following elements:

a) SOP and crew coordination using the ECL.

b) Use of the ECL backup (e.g., paper, Integrated Flight Information System (IFIS),
Electronic Flight Bag (EFB), as applicable).
c) FMS TOLD and manual FMS TOLD entries.

NOTE: Flex takeoff RNP AR approach specific training is covered in Appendix

9, RNP AR 0.3.

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5. PILOT CHECKING
Level A.

NOTE: RNP AR approach specific checking is covered in Appendix 9.

6. PILOT CURRENCY
There are no currency requirements for the GVFD Version 4.3.1 to Version 4.5.8 software
differences. In the event that flightcrews will be required to operate a mixed fleet of GVFD
aircraft with Version 4.3.1 and 4.5.8 software, currency should be maintained through
self-review of the differences.

NOTE: RNP AR approach specific currency is covered in Appendix 9.

7. OPERATIONAL SUITABILITY
The GVFD Version 4.3.1 to Version 4.5.8 software upgrade, as well as the associated AFM
change, was found to be operationally suitable.

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 APPENDIX 9. RNP AR 0.3

1. BACKGROUND
As a prerequisite to RNP AR training, checking, and currency requirements as defined in
this appendix, pilots must have met the requirements of Appendix 8 for qualification in
Global 6000 or Global 5000 GVFD aircraft.

This appendix only applies to Global 6000 and Global 5000 GVFD aircraft that have the
avionics upgrades installed as defined in Appendix 8 and has RNP AR avionics capability for
which pilot training, checking, and currency is sought.

NOTE: Completion of RNP AR training and checking does not constitute approval
to conduct RNP AR operations. Operators should refer to the current edition of
AC 90-101, Approval Guidance for Required Navigation Performance (RNP)
Procedures with Authorization Required (AR), for RNP AR application preparation
and processing.

2. PILOT TYPE RATING

Not applicable.

3. RELATED AIRCRAFT
RNP AR capability installed on Global 6000 and Global 5000 GVFD airplanes has been
found to be functionally equivalent. If training, checking, and currency requirements are
accomplished in one aircraft, RNP AR training, checking, and currency need not be repeated
in the other.

4. PILOT TRAINING
In conducting RNP AR approaches, specified duties and procedures are assigned to both the
pilot flying (PF) and pilot monitoring (PM). Therefore, the requirement for initial and
recurrent training as defined below is applicable to both pilot in command (PIC) and second
in command (SIC).

4.1 RNP AR Initial Training.

4.1.1 Initial ground training should fully comply with the requirements of the current
edition of AC 90-101 for the Global 6000 or Global 5000 GVFD.

4.1.2 Initial flight training should fully comply with the requirements of the current
edition of AC 90-101 for the Global 6000 or Global 5000 GVFD.

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 4.2 RNP AR Recurrent Training.

4.2.1 Recurrent ground training must include, as a minimum, a review of

“Pilot Procedures” and “Abnormal/Failures” as defined in the current edition of
AC 90-101.

4.2.2 Recurrent flight training should fully comply with the requirements of the current
edition of AC 90-101 for the Global 6000 or Global 5000 GVFD.

4.3 Special Emphasis Training. The FSB has determined that the following items should
receive special emphasis in an approved RNP AR training program:

c) Required equipment for RNP AR approaches (minimum equipment list (MEL)

review and in-flight equipment failure).
d) Missed approach procedures on RF legs.
e) Manually flown approaches and missed approaches.
f) Temperature compensation.

5. PILOT CHECKING
In conducting RNP AR approaches, specified duties and procedures are assigned to the
PF and PM. Therefore, the requirement for initial and recurrent checking is applicable to both
PIC and SIC.

5.1 Initial and Recurrent Checking Requirement. RNP AR checking in a qualified

FSTD, Global 6000 or Global 5000 GVFD aircraft must include:

a) Two RNP AR approaches flown as PF.

b) One RNP AR approach flown to an RNP published missed approach.
c) One RNP AR approach flown to a landing.
d) One of the RNP AR approaches must have RF legs.

5.2 Instrument Competency/Proficiency Check Requirements Under § 135.293,

135.297, or PIC Proficiency Check Under Part 61, § 61.58. For PICs qualified and
authorized for RNP AR approaches, at least one RNP AR approach with RF legs must
be demonstrated during a § 135.293(b) Competency Check, § 135.297 Instrument
Proficiency Check, or during a PIC Proficiency Check under § 61.58. Additionally,
the PM during the check must be RNP AR current and qualified in accordance with this
appendix.

6. PILOT CURRENCY
To maintain currency in RNP AR operations, a PIC must have accomplished at least one
RNP AR approach to either a missed approach or landing within the preceding 6 months.
Additionally, the PM (SIC) used in meeting this currency requirement must be
RNP AR-current and qualified as described in this appendix.

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 The RNP AR approach must have been accomplished in either an appropriately qualified
FSTD, a Global 6000 or Global 5000 GVFD aircraft.

Any checking under parts 61 or 135 that requires a demonstration of RNP AR approach
competency that was accomplished within the preceding 6 months satisfies this currency
requirement.

If RNP AR approach currency is lost, currency may be reestablished by completing the RNP
AR recurrent training and checking elements defined in this appendix.

7. OPERATIONAL SUITABILITY
RNP AR capability, as well as the associated AFM change, was found to be operationally
suitable.

Page 58 of 68
 APPENDIX 10. GVFD SOFTWARE UPGRADE VERSION 4.5.8
(VERSION 4.5) TO 5.1.3 (VERSION 5.0)

1. BACKGROUND
In 2012, Bombardier introduced the Rockwell Collins Fusion-based GVFD avionics suite
into the BD-700-1A10 “Global Express” and BD-700-1A11 “Global 5000” aircraft.
BD-700-1A10 aircraft with GVFD is marketed as a ‘’Global 6000’’ while a BD-700-1A11
aircraft with GVFD is marketed as a “Global 5000 GVFD.”

GVFD software Version 5.1.3 (marketed as Version 5.0) is the second major software
upgrade to the GVFD avionics suite, which incorporates new functions and upgrades to the
following systems: electronic displays, navigation and communications, and the FMS.

A small number of Global 6000 and Global 5000 GVFD aircraft may have Version 4.5.9
versus Version 4.5.8 software (both marketed as Version 4.5). The FSB only evaluated the
GVFD Version 4.5.8 to Version 5.1.3 software upgrade.

2. PILOT TYPE RATING

Not applicable.

3. RELATED AIRCRAFT
The GVFD Version 5.1.3 software upgrade on Global 6000 and Global 5000 GVFD
airplanes has been found to be functionally equivalent. If Version 5.1.3 software training and
checking requirements are accomplished in one aircraft, Version 5.1.3 software training and
checking does not need to be repeated in the other. It is expected that, at some time in the
future, all GVFD aircraft will be updated to software version 5.1.3 (or a later version), at
which point this differences training will have been integrated into the full initial course and
integrated into the differences courses to transition from Global aircraft equipped with
Honeywell avionics to aircraft equipped with Rockwell Collins avionics, making this
differences course redundant.

4. PILOT TRAINING
4.1 Prerequisites. Pilots upgrading to the GVFD software 4.5.8 (4.5) must have previously
been trained and found qualified on the GVFD software Version 4.3.1 (Version 3).
Pilots transitioning to Version 5.1.3 software should complete Level B differences
training. The differences training should include the following elements:

4.1.1 Electronic Displays:

a) Altimeter setting memory.

b) New CAS Caution/Advisory messages.
c) Graphical weather annunciation.
d) SVS changes:

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 • Halos.
• Centerline extensions.
• MISCOMPARE.

4.1.2 Navigation and Communication:

a) Define Name Field for high frequency (HF), very high frequency (VHF),
navigation, and automatic direction finder (ADF) radios.
b) TAWS:
• Peaks reductions.
• Display changes.
c) VSD proportional runway length.
d) Surface management system:
• Operation.
• Takeoff alerts (including “Not a Runway,” “Short Runway,” and
“RUNWAY MISCOMPARE”).
• Landing alerts (including “Not a Runway” and “Short Runway”).
• Warnings, annunciations, and alerts.
• CAS messages.
• AFMSs and limitations.

4.1.3 FMS Upgrades:

a) Predictive step climbs and descents.

b) FMS speed target/manual speed target limitations and use.
c) Optimum takeoff decision speed (V1)/takeoff rotation speed (VR) calculations.
d) Out/6 overspeed function:
• FMS calculations.
• Manual AFMS calculations.
• AEO/OEI procedures and pitch reductions.
e) Balanced field length function for out/0 configuration:
• FMS calculations.
• Manual AFMS calculations.
• AFMSs and limitations (including FANS, CPDLC, holding, LPV
approach, and temperature compensation).
f) AFMSs and limitations (including FANS, CPDLC, holding, LPV approach,
and temperature compensation.
g) Nav to Nav transfer updates.
h) New PFD/MFD/FMS/HUD annunciations.

4.1.4 FCOM, QRH, and AFMS and limitation changes.

5. PILOT CHECKING
Pilots transitioning to Version 5.1.3 software should complete Level B differences checking.

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6. PILOT CURRENCY
There are no currency requirements for the GVFD Version 4.5.8 to Version 5.1.3 software
differences. In the event that flightcrews will be required to operate a mixed fleet of GVFD
aircraft with Version 4.5.8 and Version 5.1.3 software, currency should be maintained
through self-review of the differences.

7. OPERATIONAL SUITABILITY
The GVFD Version 4.5.8 to Version 5.1.3 software upgrade, as well as the associated AFM
change, was found to be operationally suitable.

Page 61 of 68
 APPENDIX 11. GLOBAL 5000/GLOBAL 6000 STEEP APPROACH
OPERATIONS

1. BACKGROUND
A FSB was convened on June 20, 2013, to evaluate operational suitability and to determine
training, checking, and currency requirements for conducting steep approaches in the
Global 5000 aircraft. FSB member training and flying took place at the Bombardier
Aerospace facility in Wichita, KS. Certification flight testing had been completed prior to the
FSB.

Steep approaches in the Global 5000/Global 6000 are defined as those glidepaths greater than
4.5° and less than or equal to 5.5°. The Global 5000/Global 6000, as currently configured, is
capable of flying steep approaches without modifications to the airframe or changes to the
avionics system or FMS. The EGPWS database is able to recognize those airports that
support steep approach operations and automatically apply an additional 500 feet per minute
(FPM) descent rate to the “SINK RATE” alert and 200 FPM to the “PULL-UP” warning
alert. Steep approaches must be flown with the spoilers - FULL.

Steep approaches were conducted during day conditions using 5.5° approach angles.
Two-engine and single-engine steep approaches were flown, terminating either with a
landing or execution of a missed approach or balked landing procedure. Although steep
approaches in the Global 5000/Global 6000 must be conducted with both engines operative,
the FSB evaluated piloting skills required to perform a single-engine extractions inside the
FAF.

2. OPERATIONAL SUITABILITY ASSESSMENT

The FSB has determined that, when coupled to the A/P and autothrottles, the conduct of
steep approaches require no higher piloting skill level than that of normal (3°) approaches.
Although the sight picture at flare is definitely steeper, a pilot is able to easily adapt to the
slight increase in flare rate, or slight increase in flare altitude, as the aircraft is placed in the
proper landing attitude. The use of the HUD in executing steep approaches is mandatory.
Use of the A/P and autothrottles from the FAF to the minimum use height of 250 ft above
touchdown is mandatory during steep approaches in the Global 5000/Global 6000. Therefore,
competence in conducting steep approaches can be achieved through ground and flight
training.

3. PREREQUISITES FOR STEEP APPROACH TRAINING

Prior to receiving steep approach training in the Global 5000/Global 6000 or unless steep
approach training is integrated within the initial or recurrent Global 5000/Global 6000
training and the steep approach training is conducted immediately preceding the
competency/proficiency check, the pilot must have been previously qualified in the
Global 5000/Global 6000 aircraft.

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4. STEEP APPROACH TRAINING REQUIREMENTS
4.1 Ground Training. Ground training must consist of training in the following areas and is
appropriate to any flightcrew member position:

4.1.1 AFMS review to include limitations, procedures, Weight and Balance (W&B),
performance, approach and landing configuration, landing flare, stall warning,
and EGPWS Mode 1 operations.

4.1.2 Stages of the steep approach to include stabilized approach concept (early
configuration, including proper airspeed, flap settings, speedbrakes, and landing
gear), glideslope capture, flare attitude, and appropriate change in pitch rate.

4.1.3 Comparison of the steep approach sight picture to that of 3° (normal) approach.

4.1.4 Pilot techniques to include early configuration, avoidance of abrupt control inputs,
and ground rush illusions.

4.1.5 Identification of airports with steep approaches to include the differences between
landing distance data for London City Airport and other airports with steep
approaches.

4.2 Flight Training. Flight training is required for the Global 5000/Global 6000 steep
approaches assuming the ground training described above has been completed.

NOTE 1: If steep approach training is desired, it is possible to program the

Global 5000/Global 6000 FMS to fly a steep approach to any runway in the navigation
database for which visual approach is available. Unless the airport has a designated steep
approach in the FMS database, EGPWS alerts (“SINK RATE,” PULL-UP) will be heard
in the final phase of the approach and landing (below approximately 400 ft AGL). Steep
approach flight training conducted in this manner should only be conducted in VMC.
Before each approach, the flight instructor should brief the pilot on the EGPWS alerts
that will be activated during the final phase of the approach and landing. The flight
instructor should emphasize that, for the purpose of flight training only, the pilot should
not react to these alerts.

NOTE 2: Some airports with steep approaches require previous steep approach
experience prior to conducting a steep approach at that airport. Practicing approaches at
5.5 degrees may be accomplished by the method described in NOTE 1.

5. STEEP APPROACH CHECKING REQUIREMENTS

There is no requirement for knowledge checking or flight proficiency testing for the
Global 5000/Global 6000 steep approach qualification. Proof of completion of
Global 5000/Global 6000 steep approach training is sufficient for showing qualification.

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6. STEEP APPROACH CURRENCY REQUIREMENTS
If within the past 6 months a pilot has not conducted at least one steep approach, then a
review of all the listed items for ground training above must be completed and properly
documented prior to conducting steep approach operations.

7. STEEP APPROACH RECURRENT REQUIREMENTS

As a minimum, regardless of the number of steep approaches completed, a review of all
ground training items must be accomplished annually and documented in a manner
acceptable to the Administrator.

Page 64 of 68
 APPENDIX 12. GLOBAL 5000 GVFD/GLOBAL 6000 TO
GLOBAL 5500/GLOBAL 6500 DIFFERENCES TRAINING

1. BACKGROUND
In November 2019, a FSB convened in Montreal, Canada to determine the operational
suitability and evaluate training, checking, and currency requirements for the Global 5500 and
6500 aircraft.

The FSB evaluated the handling qualities using a T2 process between the base and variant
aircraft by both analysis and an evaluation flight.

A T3 test was used to evaluate ground ILT in the Global 6500 FFS and aircraft. The FSB used
the Global 6000 (C-GDRU) for the T2 evaluation and the Global 6500 (C-GDRX) aircraft for
the T2/T3 evaluation.

2. PILOT TYPE RATING

Not applicable.

3. RELATED AIRCRAFT
• Global 5000 GVFD.
• Global 5500.
• Global 6000.
• Global 6500.

4. PILOT TRAINING
Training Differences Level: D.

4.1 Experience/Prerequisite. Flightcrew members must have previously been trained and
found qualified in the Global 5000 GVFD or Global 6000.

4.2 Special Emphasis Areas. Special emphasis ground training is required for:

• CAFM/Computerized In-Flight Performance (CIFP) ILT.

• Operation on Contaminated Runways: Contaminated runway distances have been
estimated assuming that the runway is completely contaminated.
• Spoiler extension in expanded region and MMO envelop to 0.90 Mach.

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4.3 Ground Training. The Global 5000 GVFD/Global 6000 to Global 5500/Global 6500
differences ground training program should include the following elements:

4.3.1 Airframe and Avionics Upgrades:

• General differences.
• Flaps and aileron modifications.
• Pneumatic bleed source modifications.
• New and modified CAS messages.
• New, modified, and removed limitations.
• AFMSs.
• New/modified non-normal procedures.
• Powerplant differences and improvements.
• Airframe and Avionics improvements and benefits.
• Engine design.
• Bleed air: handling bleed valves.
• Bleed air: anti-ice.
• Bleed air: cooling and sealing.
• TCCV.
• Rotor bow.
• Engine-driven pump offload.
• Starter cranking limits (ground and air).
• In-flight engine start messages.
• Engine relight envelopes.
• Engine failure procedures.
• Engine operating limitations.
• Performance updates.
• Expanded MMO region.
• Spoiler extension in expanded MMO region.
• MMO spoiler envelope.
• FMS fuel calculations.
• Expanded M 0.90 airspeed indications.
• Normal procedures.
• Non-normal procedures.
• Limitations.

4.3.2 QRH Differences and Improvements:

• Global 6500 QRH format.

• Performance data examples.
• QRH layout.
• Brake energy tables.
• Takeoff performance.
• Takeoff performance corrections.
• Obstacle climb gradient and level off.

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 • Geometric to pressure height.
• OEI net takeoff climb gradient.
• OEI net takeoff wind correction.
• Thrust setting – MCT.

4.3.3 Performance:

• AFM and CFM.

• CIPF.
• Definition changes.
• Engine thrust settings.
• Runway surface conditions.

4.3.4 AFM (CAFM):

• Calculators.
• Takeoff performance.
• Thrust settings.
• Approach and landing performance.
• Other performance modules.
• CAFM/QRH comparison.

4.3.5 CIFP:

• Performance module.
• Altitude capability.
• Climb performance.
• Cruise performance.
• Descent performance.
• Driftdown performance.

4.4 Flight Training. System Integration Training:

4.4.1 MMO Spoiler Extended Envelope Training:

• Logic demonstration.
• Overspeed demonstration.
• Manual flight demonstration.
• MMO envelope.
• Use of spoilers.

5. PILOT CHECKING
Checking Differences Level: C.

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6. PILOT CURRENCY
Not applicable.

7. OPERATIONAL SUITABILITY
The FSB determined the Global 5000 GVFD/Global 6000 to Global 5500/Global 6500
differences training and the Global 5500/Global 6500 aircraft to be operationally suitable.

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