H A C HA-420 H J: Operational Evaluation Report

Operational Evaluation Report – Honda Aircraft Company HA-420 Revision 1 – March 25, 2019
OPERATIONAL EVALUATION REPORT
HONDA AIRCRAFT COMPANY

HA-420 HONDAJET
GRUPO DE AVALIAÇÃO DE AERONAVES – GAA

BRAZILIAN AIRCRAFT EVALUATION GROUP
AGÊNCIA NACIONAL DE AVIAÇÃO CIVIL

BRAZIL
REVISION 1 – MARCH 25, 2019
ANAC Brazil PAGE 1

Revision Control
REVISION DATE HIGHLIGHTS OF CHANGE
Original May 26, 2017 Original report.
HA-420 HondaJet Elite: avionics upgrade

with the Garmin 71.45 software load,
increased weight/center of gravity (CG)
1 March 25, 2019
envelope, aerodynamic improvements,
added fuel, and optional interior
enhancements.
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Approval
Felipe Gonzalez Gonzaga

Manager, Training Organizations Certification Branch
Department of Flight Standards
ANAC Brazil PAGE 3

Table of Contents
REVISION CONTROL ........................................................................................ 2
APPROVAL ........................................................................................................ 3
TABLE OF CONTENTS ..................................................................................... 4
1 GENERAL ................................................................................................... 6
1.1 EVALUATION TEAM ................................................................................. 6
1.2 ACRONYMS ............................................................................................ 7
2 INTRODUCTION ....................................................................................... 10
2.1 BACKGROUND ...................................................................................... 10
2.2 OBJECTIVE........................................................................................... 10
2.3 PURPOSE............................................................................................. 10
2.4 APPLICABILITY ...................................................................................... 11
2.5 CANCELATION ...................................................................................... 11
3 AIRCRAFT DESCRIPTION ....................................................................... 12
3.1 GENERAL ............................................................................................. 12
3.2 AIRCRAFT APPROACH CATEGORY .......................................................... 12
3.3 ALL W EATHER/ LOW VISIBILITY OPERATIONS .......................................... 13
3.4 SINGLE PILOT – SP OPERATIONS .......................................................... 13
3.5 ABNORMAL AND EMERGENCY PROCEDURES – SP AND MP OPERATIONS .. 14
3.6 FORWARD OBSERVER SEAT .................................................................. 14
3.7 ELECTRONIC FLIGHT BAG (EFB)............................................................ 14
3.8 ELECTRONIC CHECKLIST (ECL) ............................................................. 15
4 PILOT TYPE RATING ............................................................................... 16
5 MASTER DIFFERENCE REQUIREMENTS (MDR) .................................. 17
6 OPERATOR DIFFERENCE REQUIREMENTS (ODR) ............................. 17
7 SPECIFICATIONS FOR TRAINING, CHECKING AND CURRENCY ....... 18
7.1 SPECIFICATIONS FOR PILOT TRAINING .................................................... 18
7.2 SKILL TEST FOLLOWING INITIAL TYPE RATING TRAINING (SP OR MP) ....... 25
7.3 CURRENCY .......................................................................................... 26
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8 COMPLIANCE TO RBHA 91 AND RBAC 135 .......................................... 27

9 TECHNICAL PUBLICATIONS................................................................... 27
9.1 MASTER MINIMUM EQUIPMENT LIST - MMEL .......................................... 27
9.2 AIRPLANE FLIGHT MANUAL - AFM .......................................................... 27
10 FLIGHT SIMULATION TRAINING DEVICE – FSTD ................................. 27
APPENDIX 1 .................................................................................................... 28
APPENDIX 2 .................................................................................................... 31
APPENDIX 3 .................................................................................................... 32
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1 General
1.1 Evaluation Team
1.1.1. First issue team members
Name Task Organization
André Marques Caetano Chairman/ ANAC

Evaluator Pilot
Marcelo Luiz de Oliveira Portela Evaluator Engineer ANAC
1.1.2. Revision 1 team member
Name Task Organization
André Marques Caetano Chairman/ ANAC

Evaluator Pilot
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1.2 Acronyms
AFCS Automatic Flight Control System

AFM Airplane Flight Manual
AIC Aeronautical Information Circular
ANAC Agência Nacional de Aviação Civil (Brazilian Civil Aviation
Authority)
AOA Angle of Attack
AP Autopilot
CAS Crew Alerting System
CDU Control Display Unit
CFIT Controlled Flight Into Terrain
CG Center of Gravity
CPDLC Controller-Pilot Data Link Communications
CRM Crew Resource Management
DECEA Departamento de Controle do Espaço Aéreo (Brazilian CNS/ATM
Authority)
DTS Desktop Simulator
EASA European Aviation Safety Authority
ECL Electronic Checklist
EFB Electronic Flight Bag
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Proximity Warning System
ESP Electronic Stability and Protection
FAA Federal Aviation Administration
FD Flight Director
FFS Full Flight Simulator
FMA Flight Mode Annunciator
FMS Flight Management System
FSB Flight Standardization Board
FSTD Flight Simulation Training Device
GAA Grupo de Avaliação de Aeronaves – ANAC (Aircraft Evaluation
Group)
GFS Graphical Flight Deck Simulator
GGCP Gerência-Geral de Certificação de Produtos Aeronáuticos (ANAC
General Branch of Aeronautical Products Certification)
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GPS Global Positioning System

GTC Garmin Touchscreen Controller
HDG Heading
IAC Instrução de Aviação Civil – ANAC (Civil Aviation Instruction)
IFR Instrument Flight Rules
ILS Instrument Landing System
IS Instrução Suplementar (ANAC Supplementary Instruction)
LOC Localizer
MCC Multi-Crew Coordination
MDR Master Difference Requirements
MEL Minimum Equipment List
MFD Multi-Function Display
MMEL Master Minimum Equipment List
MP Multi-Pilot
MTOW Maximum Takeoff Weight
NAV Navigation
NWS Nose Wheel Steering
ODR Operator Differences Requirements
OSD Operational Suitability Data
OTD Other Training Device
PERF Performance
PF Pilot Flying
PFD Primary Flight Display
PIC Pilot in Command
PNF Pilot Not Flying
POM Pilot´s Operating Manual
QRH Quick Reference Handbook
RBAC Regulamento Brasileiro de Aviação Civil (Brazilian Civil Aviation
Regulation)
RBHA Regulamento Brasileiro de Homologação Aeronáutica (Brazilian
Aeronautical Homologation Regulation)
SAR Superintendência de Aeronavegabilidade (ANAC Department of
Airworthiness)
SIC Second in Command
SOP Standard Operating Procedures
SP Single-Pilot
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SVS Synthetic Vision System

TASE Training Areas of Special Emphasis
TAWS Terrain Awareness and Warning System
TCAS Traffic Alert and Collision Avoidance System
TOLD Takeoff and Landing Data
TRTO Type Rating Training Organization
USP Underspeed Protection
V1 Takeoff Decision Speed
VNAV Vertical Navigation
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2 Introduction
2.1 Background
On May 2017 the ANAC Aircraft Evaluation Group (GAA) conducted an

operational evaluation of HA-420 by documentation analysis using the
information provided by the manufacturer, including the EASA OSD Flight Crew
Data Report, Original Release, issued by Honda Aircraft Company on April 27 th,
2016) and the Flight Standardization Board (FSB) Report Revision Original,
issued by the Federal Aviation Administration (FAA) on January 15th, 2016. In
addition, a technical visit to Honda Aircraft Company and FlightSafety
International was arranged in order to perform technical meetings and
familiarization flights in both HA-420 airplane and its full flight simulator level D.
On March 2019 the GAA conducted an operational evaluation of HA-420

Elite by documentation analysis using the information provided by the
manufacturer, including the Flight Standardization Board (FSB) Report Revision
2, issued by the Federal Aviation Administration (FAA) on February 13, 2019.
In case more detailed information is required, refer to the current FSB

Report.
2.2 Objective
This report presents ANAC collection of results obtained from the

operational evaluation of Honda Aircraft Company airplane model HA-420.
2.3 Purpose
The purpose of this report is to:
a. Determine the pilot type rating assigned for the HA-420 airplane;
b. Recommend the minimum requirements for initial, transition and

recurrent training, checking and currency applicable to flight crew for the
HA-420, and functionalities;
c. Provide the Master Differences Requirements (MDR) for crews requiring

differences qualification for mixed-fleet-flying;
d. Provide an acceptable Operator Differences Requirements (ODR);
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e. Describe the qualification and/or characteristics of the Flight Simulation

Training Device (FSTD) and Other Training Device (OTD) used for flight
crew training, checking and currency.
2.4 Applicability
This report is applicable to:
a. Brazilian-registered aircraft operators of Honda Aircraft Company model

identified as HA-420 who operate under RBHA 91 and RBAC 135 rules;
b. Approved Training Organizations certified under RBAC 142 (Type Rating

Training Organizations - TRTO); and
c. ANAC Inspectors related to operational and training certification, and

safety oversight of model HA-420.
2.5 Cancelation
Not applicable.
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3 Aircraft Description
3.1 General
The HA-420 HondaJet is a single-pilot certified, carbon fiber fuselage, all

metal wing with a twin pylon mounted turbo fan Over-The-Wing Engine Mount
configuration aircraft with a T-tail empennage. The landing gear is a fully
retractable tricycle-type trailing link design with rudder pedal controlled steer-by-
wire nose-wheel steering and an antiskid breaking system. Cabin environment
is maintained using conditioned bleed air. The avionics are an integrated
Garmin 3000 three-screen system with pedestal-mounted touch screen Control
Display Units (CDU). A three-axis auto-flight system is included. The aircraft
has a maximum of 7 seats (including for 1 or 2 pilots).
The HA-420 HondaJet Elite introduces changes, as follows: Garmin 3000

software enhancements which primarily included automatic flight control system
(AFCS) coupled go-around with underspeed protection (USP); AFCS electronic
stability and protection (ESP) with roll and angle of attack functions; and
integrated takeoff and landing data (TOLD) and performance (PERF)
calculations; minor design changes in the fuel, electrical, and hydraulic systems.
Model Marketing Name Serial numbers (S/N)
HA-420 HondaJet S/N 42000012 thru 42000125
HA-420 HondaJet Elite S/N 42000011, 42000126 and up
For the purpose of this report the term “HA-420” refers to both
configurations, unless otherwise specified.
Training, checking, and currency requirements are listed in Appendix 3,

Operator Differences Requirements tables.
3.2 Aircraft Approach Category
With reference to DECEA publication AIC N07/09 dated 12 Mar. 2009, the
approach category for the HA-420 is as follows:
Aircraft Category
HA-420 B
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The category is based on the approach speed provided by the manufacturer

and need to be reconsidered if operators increase the approach speed.
3.3 All Weather/ Low visibility Operations
The HA-420 is certified for operations to Category I minima.
3.4 Single Pilot – SP Operations
3.4.1 Maximum Altitude
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 decreases
rapidly with increasing operating altitudes.
Operators should establish a maximum altitude for SP operations when not

permanently wearing the oxygen mask.
3.4.2 Autopilot
According to the HA-420 AFM for single pilot operations the autopilot must
be operative and available.
3.4.3 Head-set & Chart Holder
For SP operations, a head-set and chart holder (cockpit clip-board is

acceptable) should be carried for “hands free” communication and easy
reference to documentation.
3.4.4 MMEL/MEL
SP operations require specific considerations of some items, such as:
▪ A serviceable autopilot is mandatory for dispatch of a SP operation;
▪ For flights above 10,000 feet automatic pressurization control must

be available for SP operations;
▪ Weather radar must be available for IFR flights at night and to and
along routes with detectable adverse weather conditions.
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3.5 Abnormal and Emergency Procedures – SP and MP

Operations
Normal and abnormal procedures are specifically designed for SP

operations, to be conservative and simple, without cumbersome troubleshooting
steps for abnormal procedures. There are no procedural differences between
SP and MP operations in the AFM or QRH. Differentiation for MP operations
should focus on incorporating the crew coordination of checklist execution in the
operator's SOP. The POM gives suggestions for how to conduct crew
coordination during MP checklist operations.
A QRH should be available for all operations.
3.6 Forward Observer Seat
HA-420 aircraft are not equipped with a dedicated forward observer seat.
The HA-420 right cockpit seat has been evaluated and determined suitable for
use during enroute inspections and for the administration of flight tests leading
to pilot certification or operating privileges. The right cockpit seat is the primary
seat in the HA-420 to meet the forward observer seat requirements. However, if
that seat is occupied (i.e., for two-pilot crew operations), the side-facing seat
across from the forward entry door is acceptable for conducting enroute
inspections and line checks only. This is the only configuration that has been
evaluated. The operator must provide a means for the inspector to monitor
communications between the crew and those external to the aircraft.
Suitability for use of any other forward passenger seat for use in conducting
enroute inspections will need to be determined by the Flight Standards
Technical Branches or Inspector conducting enroute inspections.
3.7 Electronic Flight Bag (EFB)
The EFB evaluation determined chart display functions to be suitable as

one source for electronic display of airport diagrams, approach plates, arrival
procedures, and departure procedures. Since chart information cannot be
displayed in the event of certain avionics failures, a suitable backup is required.
Approved AFM provides operating limitations for the installation.
The G3000 includes “FliteChart” and optional “ChartView” electronic charts.

A specific system description for the system configuration appropriate to the
installation is available in the approved AFM and Garmin G3000 Integrated
Avionics System Pilot’s Guide.
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3.8 Electronic Checklist (ECL)
Checklists can be displayed on any display pane of the primary flight

displays (PFD) or multifunction display (MFD), and checklist items can be
selected/deselected. Selection of checklist items or checklist section can be
accomplished using the Garmin Touchscreen Controller (GTC) or by a scroll
wheel control on each yoke. The CHECKLIST control is an up/down scroll
wheel switch with detents and a momentary push-action. Pushing the wheel
displays the checklist on the on-side PFD display pane. Rotating the scroll
wheel moves a selection box up/down on the display.
A paper/hard copy of the Honda Aircraft HA-420 normal procedures and

emergency/abnormal procedures quick reference handbook (QRH) must be
readily available during flight operations as a means of backup in case of
ECL/MFD failure.
This checklist system was found to be operationally suitable for all flight
operations.
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4 Pilot Type Rating

Model HS-420 pilot type rating endorsements are “HA-420” and “HA-
420/D”, as follows:
▪ HA-420, which is issued to a pilot who received training and

demonstrated proficiency in the single pilot operation. This pilot will
be able to act as the pilot in command (PIC) in both single and dual
pilot operations, as described in this report; and
▪ HA-420/D, which is issued to a pilot who received training and

demonstrated proficiency in the dual pilot operation. This type rating
is issued either with pilot in command (PIC) or second in command
(SIC) privileges depending on how the pilot was trained and
evaluated.
Table 1 - Pilot Type Rating
Aeronave
Fabricante (Aircraft) Observações Designativo
(Manufacturer) Modelo Nome (Remarks) (Designative)
(Model) (Name)
Relatório de Avaliação
HONDA AIRCRAFT HondaJet, Operacional HA-420
HA-420 HA-420, HA-420/D
COMPANY LCC HondaJet Elite ANAC Operational
Evaluation Report HA-420
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5 Master Difference Requirements (MDR)

The Master Difference Requirements matrix for HA-420 is shown in table 2.
These provisions are applied when there are differences between models or
configurations which affect crew knowledge, skills, or abilities related to flight
safety (e.g., Level A or greater differences) for training, checking and currency,
respectively, according to IS 00-007.
These are the minimum levels of training, checking and currency required,
derived from the highest level in the Operator Difference Requirements (ODR)
tables.
Table 2 – HA-420 MDR matrix
FROM AIRPLANE
HA-420
HA-420
Elite
TO AIRPLANE
HA-420 --- B/B/A
HA-420
C/B/A ---
Elite
6 Operator Difference Requirements (ODR)

Each operator of a mixed fleet of HondaJet and HondaJet Elite shall
produce its own ODR, as required by IS 00-007.
Honda provided a sample of ODR tables, which was considered acceptable

by ANAC. These ODR tables are presented in Appendix 3 of this report and
may serve as a basis for the operator to develop its own ODR tables to address
the differences indicated in the MDR.
These ODR tables are Honda generic and therefore may not include items
that are applicable to particular operators.
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7 Specifications for Training, Checking and Currency

Specifications for training, checking and currency are detailed on the FSB
Report mentioned above.
7.1 Specifications for Pilot Training
For MP operations CRM and MCC aspects should be incorporated

throughout the theoretical and practical training.
7.1.1 Pilot Prerequisites and Previous Experience

The pilot training referenced in this report assumes familiarity with EFIS,
FMS and integrated avionics. Pilots without any previous experience in such
systems should be offered additional training prior to entry into the training
programs described in this report.
Early exposure to the FMA and FMS is recommended, especially for pilots
with no previous EFIS or FMS experience. Establishing early confidence in
manually flying the aircraft, converting from manual to automatic (FMS
controlled) flight mode and vice versa, 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 vice versa, in
an orderly fashion.
Pilots with low experience should receive specific and detailed briefings to
prepare for practical training. These briefings should include a description of
the:
▪ FD symbols (single cue, cross bars);
▪ AP/FD modes, emphasizing the role and importance of FMA

monitoring;
▪ map displays (including range selection and north up or track up);
▪ NAV set up and the use of primary source information;
▪ limitations of the use of non-certified equipment/features;
▪ standardization of before take-off and before approach briefings;
▪ expected normal and emergency communications during the type

rating training.
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7.1.2 HA-420 Initial Type Rating Training

The theoretical knowledge curriculum is the same for pilot-in-command or
co-pilot training. Successful completion of the theoretical training is a
prerequisite for entering the flight training.
It is assumed that pilots undertaking HA-420 type rating training have a

working knowledge and understanding of systems such as FMS, EFIS selection
and displays, Automated Flight Guidance and Control, TAWS, TCAS, etc.
7.1.2.1 Theoretical Training

Ground School - Class Room (6 days / minimum 36 hrs. total).
The ground school should include:
▪ An optional course offered to pilots with low experience, before the

start of the ground school to verify adequate level of aircraft system
knowledge;
▪ Instructor-led classroom presentations of aircraft systems, including

normal, abnormal and emergency procedures, as well as the
GARMIN 3000 Integrated Avionics System;
▪ Classroom presentations on aircraft and system limitations;
▪ Classroom presentations on mass & balance and performance;
▪ Systems integration training on Desktop Simulators (DTS) and

Graphical Flight Deck Simulators (GFS) to support classroom
presentations (11hrs. per pilot);
▪ Written test, scheduled on the last day of ground school, consisting

of 100 questions (multiple-choice answers) and a pass mark of 75%,
to be completed prior to flight training.
7.1.2.2 Practical Training
7.1.2.2.1 Training in FFS (Level C or D)

The flight training should include:
▪ Normal manoeuvres/procedures, aircraft handling, and navigation;
▪ Abnormal/emergency manoeuvres/procedures, abnormal/emergency

system operation;
▪ Landings;
▪ Wind shear training;

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▪ Low visibility ground operations and takeoffs, as required.
For SP operations, flight training should consist of a minimum of 12 hours

as PF in an FFS (Level C or D).
For MP operations, flight training should consist of the training program for
SP operations plus a minimum of 12 hours as PNF in an FFS (Level C or D).
7.1.2.2.2 Training in aircraft

In-aircraft flight training should be performed in exceptional circumstances
only. The flight training program should include:
▪ Normal take-off;
▪ Stalls;
▪ Engine failure at or close to V1;
▪ One engine inoperative instrument approach;
▪ One engine inoperative missed approach;
▪ Missed approach on 2 engines;
▪ Circling approach;
▪ No flap approach and landing;
▪ One engine inoperative landing;
▪ Normal landing;
▪ Abnormal/emergency manoeuvres/procedures, and

abnormal/emergency system operation, as far as safely possible
during in-aircraft training.
For MP operations, the flight training program should consist of a minimum

of 12 hours flight time in the aircraft. For SP operations, the flight training
program should consist of a minimum of 6 x 2 hours flight time as PF in the
aircraft.
In-aircraft training should be complemented by a minimum of 4 hours FSTD

training to proficiency to include selected emergency/abnormal procedures,
which cannot be safely performed in the aircraft.
7.1.2.3 Training Areas of Special Emphasis (TASE)

The following items should receive special emphasis in HA-420 Initial Type
rating training, as specified:
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Theoretical training
▪ High altitude physiology and use of oxygen mask
▪ High Altitude flight domain
▪ SP / MP resource management, as applicable
▪ Operation, limitations and failures of the Garmin Integrated Avionics

System
▪ Performance calculations, including wet / contaminated runways
o Contaminated runway performance data is not approved by ANAC

but use of data provided by Honda Aircraft Company as guidance
material by operators is recommended.
▪ Operations to / from High Altitude airports
▪ Mass & balance calculations, including use of balance sheet
▪ Stall Warning System
▪ Alternate Gear Release System
▪ Use of Standby Trim
▪ Operations in icing conditions
▪ Brake system. Brake antiskid logic
▪ Nose wheel steering (NWS). Nose wheel positioning and control logic at
touchdown and rollout. Adverse interaction of asymmetrical braking with
NWS
▪ Crosswind takeoff and landing. Unique limitations, cautions, warnings,

and critical piloting techniques and procedures found in the AFM. Proper
application of aircraft controls and hazards of incorrect aircraft controls
application during two-engine and single-engine operations
▪ Discuss what leads to yaw, divergence, and a loss of control about the
vertical axis during rollout and how to quickly regain control (i.e., what
control inputs improve stability and control during landing rollout and
what inputs lead to divergence)
▪ Emergency descent mode
▪ Traffic Alert and Collision Avoidance System (TCAS) and Terrain

Awareness and Warning System (TAWS)
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▪ Weather radar
▪ Vertical navigation (VNAV) departure and arrival procedures
▪ Operation with emergency power only
▪ Use of the QRH (including V speeds and trim setting information)
▪ Emergency/abnormal QRH procedures
▪ Master Minimum Equipment List (MMEL)/minimum equipment list (MEL)
▪ Single-Pilot Resource Management and/or Crew Resource Management

(CRM)
▪ ECL
▪ Synthetic Vision System (SVS) operation
▪ Risk assessment and risk management
Practical training
▪ Pitch rotation forces with different CGs
▪ Use and setup of Garmin integrated avionics, PFD and MFD, including
display selections and (multiple) overlays of System Synoptic, Map,
Weather Radar, and NAV
▪ Moving Map displays
▪ Synthetic Vision System (SVS), if installed, and Aircraft position on charts

as valuable tools for situational awareness only, not intended to be used
for navigational purposes
▪ Use of Flight Director and Autopilot, monitoring of modes
▪ Loss of cabin pressure control, use of oxygen masks and Emergency

Descent procedures
▪ Unreliable airspeed indication
▪ ILS approaches, including intercepting the Localizer from a GPS lateral

path (not from vectors, flown in the HDG mode), switching from GPS to
LOC, availability of Glide Slope information
▪ Use of standby trim system
▪ Smoke procedures, including smoke removal
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▪ Stall Warning and Stick Pusher system, close to stall speed and in
relation with de-icing system
▪ Approach and Landing with reduced flap settings
▪ Yaw damper disconnect procedure for landing, functionality of the

AFCS/TRIM MASTER button
▪ Emergency Procedures to include an approach simulating using

emergency power only
▪ Flight Operations in the Reversionary Display Modes
▪ Windmilling airstart (due to the restricted envelop)
▪ Single engine landing Flap configuration considerations (landing

assured)
▪ Pitch trim adjustment for takeoff
▪ TCAS and TAWS
▪ VNAV departure and arrival procedures
▪ Emergency/abnormal QRH
▪ Single-Pilot Resource Management and/or CRM
▪ ECL
▪ Crosswind takeoffs and landings. Adherence to cautions, warnings, and

critical crosswind piloting techniques and procedures in the AFM (AFM
limitations must not be exceeded). Including but not limited to:
o Crosswind takeoffs and landings – two-engine and single-engine

operations; and
o Crosswind rejected takeoff before takeoff decision speed (V1)
▪ Demonstrate (simulator only) what leads to yaw, divergence, and a loss

of control about the vertical axis during rollout and how to quickly regain
control (i.e., what control inputs improve stability and control during
landing rollout and what inputs lead to divergence)
NOTE: When conducting crosswind training, the crosswind limitation and

handling characteristics of the aircraft must be considered. Exposure to
progressively increasing crosswind components should be weighed to ensure
safe operation of the aircraft. Requirement for brake cooling during multiple
takeoffs and landings should be emphasized.
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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.
7.1.3 HA-420 Transition Training SP to MP (and vice-versa)

Theoretical and practical transition training is recommended for SP to MP
operations and vice versa, if not incorporated in initial training. Further details
are shown at Appendix 1.
SP to MP transition training and vice versa, should be followed by a

demonstration of proficiency, based on the skill test requirements for the initial
type rating training with emphasis on the MP or SP tasks, respectively.
7.1.4 CPDLC Functionality

CPDLC training should be integrated into initial type rating training, if
applicable and required, so that CPDLC procedures are applied with their
corresponding actions for aircraft operation (if applicable).
Pilots should use CPDLC functionalities within a 12-month period, either

during normal operations, training or checking.
7.1.5 Long Range/Extended Range/Overwater Flights.
Due to criticality of fuel computations, flight crews should be familiar with all
aspects of fuel management to include normal and abnormal procedures,
published flight planning information, and the manner in which fuel
computations are made.
7.1.6 Special Events Training

Special events training is recommended to improve basic crew
understanding and confidence regarding aircraft handling qualities, options and
procedures as these relate to design characteristics and limitations. This
training should include the following:
▪ recovery from unusual attitudes;
▪ manual flight with minimum use of automation, including flight under

degraded levels of automation;
▪ handling qualities and procedures during recovery from an upset

condition (e.g. wake vortex encounter, loss of control incident);
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▪ operation of aircraft in icing environments;
▪ high altitude high and low speed buffet margins and flight
characteristics;
▪ wind shear;
▪ Controlled Flight Into Terrain (CFIT), TCAS, EGPWS (emphasis on

avoidance and escape manoeuvres, altitude awareness,
TCAS/EGPWS warnings, situational awareness and crew co-
ordination, as appropriate).
7.1.7 Seat Dependent Tasks Training

No seat dependent tasks were identified for the HA-420. However, the
minimum crew determination listed in the AFM and the TCDS is one pilot in the
left seat. As such, the pilot must occupy the left pilot seat for all pilot in
command (PIC) training as a single pilot.
7.1.8 Recurrent Training

Recurrent training should incorporate special events training as described in
this report, on a rotational basis.
7.1.9 Differences Training

Differences training is applicable between the HA-420 and HA-420 Elite.
The level of training is specified in Appendix 3.
7.2 Skill Test following Initial Type Rating Training (SP or MP)
In the case of MP operations, the skill test shall be performed in a multi-

crew environment to include a representative portion as PNF.
In the case of a skill test for SP operations, the skill test shall be performed
as single pilot.
The following areas of emphasis should be addressed during checks as

necessary:
▪ Proficiency with manual and automatic flight should be

demonstrated.
▪ Proper selection and use of PFD/MFD displays, raw data, flight

director, and Flight Guidance System modes should be
demonstrated, particularly during instrument approaches.
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▪ Proper outside visual scan without prolonged fixation on FMS

operation should be demonstrated, and failure of component(s) of
the FMS should be addressed.
7.3 Currency
No type-specific requirements for currency have been established for the

HA-420.
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8 Compliance to RBHA 91 and RBAC 135

No regulatory compliance checklists were provided by the manufacturer.
9 Technical Publications
9.1 Master Minimum Equipment List - MMEL
Brazilian operators shall use the FAA approved MMEL as a basis for
developing their MEL (according to IAC 3507).
9.2 Airplane Flight Manual - AFM
The HA-420 AFM approved by GGCP/SAR shall be used by Brazilian

operators as a basis for developing their Operator Airplane Operations Manual.
10 Flight Simulation Training Device – FSTD

There are no specific systems, procedures, or maneuvers that are unique
to the HA-420 that require a specific FSTD for training.
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Appendix 1
HA-420 Transition Training SP to MP (and vice-versa)
The following syllabus contains the recommended training for pilots when
transitioning from SP to MP operations on the HA-420 (and vice versa).
1. SP to MP Transition
MCC procedures should be defined in the operations manual and be

introduced during the transition training. This training is optional.
1.1 Theoretical Training (4 hours)
▪ The transition course should start with theoretical training to address

the following subjects:
▪ Multi Crew psychology, decision making, communications and

limitations;
▪ Multi Crew task, resource and workload management and

organization, MCC procedures;
▪ MP operation and management of GARMIN, including ECL and

Charts;
▪ Differences between SP and MP Abnormal and Emergency

procedures;
▪ Emergency Phraseology;
▪ CRM
1.2 Flight training, normally using an FFS (2 hours as PF and 2 hours as

PNF)
The flight training should address the following subjects:
▪ Use and setup of GARMIN integrated avionics, PFD and MFD,

including selection of display (System Synoptic, Map, Weather Radar
and Electronic Check List)
▪ Use of FD and AP, monitoring of modes
ANAC Brazil PAGE 28

▪ MCC Procedures
▪ Operation of TCAS I/II, as applicable.
▪ Loss of cabin pressure control and Emergency descent procedures
▪ Instrument flying on standby instruments
▪ Use of Standby trim system
▪ Stick pusher system, relation with ice protection system
▪ Engine Fire on the Ground
▪ Emergency Evacuation
2. MP to SP Transition
2.1 Theoretical Training (4 hours)
The transition course should start with theoretical training to address the
following subjects:
▪ Single Pilot psychology, decision making, communications and

limitations
▪ Single Pilot task, resource and workload management and personal

organization
▪ Single Pilot operation and management of GARMIN, including ECL

and Charts
▪ Differences between MP and SP Abnormal and Emergency

procedures
▪ Emergency Phraseology
▪ SP recurrency
2.2 Flight training, normally using an FFS (4 hours)
The flight training should include the following subjects:
▪ Use and setup of GARMIN integrated avionics, PFD and MFD,

including selection of display (System Synoptic, Map, Weather Radar
and Electronic Check List)
▪ Use of Flight Director and Autopilot, monitoring of modes

ANAC Brazil PAGE 29
▪ Engine failure after take-off
▪ In flight restart of failed engine
▪ Operation of TCAS I/II, as applicable.
▪ Loss of cabin pressure control and Emergency Descent procedures
▪ Use of Pitch standby trim system
▪ Stick pusher system, relation with de-icing system
▪ Approaches/Landing with reduced flap setting
▪ Approaches/Landing with failed engine
▪ Engine Fire on the Ground
▪ Emergency Evacuation
ANAC Brazil PAGE 30

Appendix 2
Desktop Simulator
During ground school a touchscreen-based Graphical Flight Deck Simulator
(GFS) or Desktop Simulator (DTS) may provide simulation and deeper
knowledge of the aircraft systems.
It should allow crews to practice procedures and crew resource

management and provide in combination with academic training an effective
system understanding.
A Desktop Simulator for HA-420 training should possess the following

characteristics:
▪ Be available for instructor-led or self-paced learning
▪ Support system integration and CRM training
▪ Reproduce aircraft sound and audible warnings
▪ Provide access to schematics, malfunctions, repositions and other

aircraft panels
▪ Include tactile panels like FMS CDUs, cursor control device and flight
guidance control panels
▪ Deliver realistic safety training from routine to full range of

emergency procedures.
ANAC Brazil PAGE 31

Appendix 3
Operator Differences Requirements (ODR) Tables

The ODR tables presented in this appendix were proposed by Honda Aircraft and validated by the ANAC. These tables list
the minimum differences levels training, checking and currency for flightcrew members.
NOTE: Optional equipment is delineated with a double asterisk **. Training, checking and currency differences levels do not
apply if equipment is not installed on the operator’s aircraft.
DESIGN OPERATOR DIFFERENCE REQUIREMENTS TABLE
FROM BASE AIRCRAFT: HA-420

COMPLICANCE METHOD
TO RELATED AIRCRAFT: HA-420 Elite
DESIGN FLT PROC

REMARKS TRAINING CHECKING CURRENCY
FEATURE CHAR CHNG
Increased maximum takeoff weight (MTOW) by
Limitations 100 lb. Weight limit increase for fuel and baggage. No Yes B B A
Center of gravity (CG) envelope expansion.
Performance Revised takeoff performance information. No No A A A
Integrated takeoff and landing data (TOLD) and A
Performance No Yes B B
performance (PERF) calculation.
ANAC Brazil PAGE 32

**Electronic Stability and Protection (ESP).

ATA 22 A
**Coupled go-around with underspeed protection No Yes C B
Autoflight
(USP).
Dimensions Horizontal stabilizer is 6 inches longer. No No A A A
Revised Crew Alert System (CAS) logic. CAS
Indication messages were added for new functionality with No Yes B B A
TOLD and ESP, and for the fuel system.
The new software includes a pilot-selectable angle
Indication of attack (AOA) indicator situated on the primary No No A A A
flight display (PFD) below the airspeed tape.
The #1 (system) battery was changed from 28Ah
ATA 24 to 17Ah, USB charging ports added at each pilot
Electrical station and each club seat, and power feeds were No No B A A
Power added to accommodate new galley and future
cabin systems.
Increase in fuel capacity.
ATA 28 Fuel Remove outside fueling gage and added “Fuel No Yes B A A
Slowly” light.
Volume compensator was installed in the master
cylinder command lines, and brake shutoff valve
ATA 29 modified to prevent pilot-commanded brake
Hydraulic No No B A A
applications during gear retraction.
Power
This improves brake feel during initial application.
There is no change to braking performance.
ANAC Brazil PAGE 33

MANEUVER OPERATOR DIFFERENCE REQUIREMENTS TABLE
FROM BASE AIRCRAFT: HA-420

COMPLICANCE METHOD
TO RELATED AIRCRAFT: HA-420 Elite
FLT PROC
MANEUVER REMARKS TRAINING CHECKING CURRENCY
CHAR CHNG
Preflight Changes in horizontal tail, elevator, removal of

No No A A A
Inspection wingtip triangles.
Cockpit A
Integrated TOLD and PERF calculation. No Yes B B
Preparation
Navigation- Added visual approach as a selection in the A

No Yes B A
Approach Garmin 3000 database.
Approach **Coupled go-around with USP. No Yes C B A
All Phases of **Automatic Flight Control System (AFCS) A

No Yes C B
Flight protection modes USP and ESP.
ANAC Brazil PAGE 34

DESIGN OPERATOR DIFFERENCE REQUIREMENTS TABLE
FROM BASE AIRCRAFT: HA-420 Elite

COMPLICANCE METHOD
TO RELATED AIRCRAFT: HA-420
DESIGN FLT PROC

REMARKS TRAINING CHECKING CURRENCY
FEATURE CHAR CHNG
Decreased MTOW by 100 lb. Weight limit

Limitations decrease for fuel and baggage. No Yes B B A
CG Envelope change.
Performance Revised takeoff performance information. No Yes A A A
**Integrated TOLD and PERF calculation is A

Performance No Yes B B
optional.
ATA 22 **AFCS coupled go-around, USP, and ESP not A

No Yes B A
Autoflight available.
Dimensions Horizontal stabilizer is 6 inches shorter. No No A A A
Revised CAS logic. Removed CAS messages for

Indication functionality with TOLD and ESP, and for the fuel No Yes B B A
system.
Indication Pilot-selectable AOA indicator not available. No No A A A
ANAC Brazil PAGE 35

The #1 (system) battery was changed from 17Ah

ATA 24
to 28Ah. USB charging ports not installed. Power A
Electrical No No B A
feeds not installed. New galley and future cabin
Power
systems not available.
Decrease in fuel capacity.

ATA 28 Fuel No Yes B A A
“Fuel Slowly” light is not installed.
Volume compensator not installed in the master

cylinder command lines, and brake shutoff valve
ATA 29 not modified to prevent pilot-commanded brake
Hydraulic applications during gear retraction. No No B A A
Power This brake feel during initial application is not
improved. There is no change to braking
performance.
ANAC Brazil PAGE 36

MANEUVER OPERATOR DIFFERENCE REQUIREMENTS TABLE
FROM BASE AIRCRAFT: HA-420 Elite

COMPLICANCE METHOD
TO RELATED AIRCRAFT: HA-420
FLT PROC
MANEUVER REMARKS TRAINING CHECKING CURRENCY
CHAR CHNG
Preflight Changes in horizontal tail, elevator. Wingtip

No No A A A
Inspection triangles installed.
Cockpit **Integrated TOLD and PERF calculation is A

No Yes B B
Preparation optional.
Navigation- Visual approach as a selection in the Garmin 3000 A

No Yes B A
Approach database is not available.
Approach **Coupled go-around not installed. No Yes B A A
All Phases of **AFCS protection modes, USP, and ESP not A

No Yes B A
Flight installed
ANAC Brazil PAGE 37

H A C HA-420 H J: Operational Evaluation Report

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Operational Evaluation Report – Honda Aircraft Company HA-420 Revision 1 – March 25, 2019

OPERATIONAL EVALUATION REPORT

HONDA AIRCRAFT COMPANY

GRUPO DE AVALIAÇÃO DE AERONAVES – GAA

AGÊNCIA NACIONAL DE AVIAÇÃO CIVIL

REVISION 1 – MARCH 25, 2019

ANAC Brazil PAGE 1

Original May 26, 2017 Original report.

HA-420 HondaJet Elite: avionics upgrade

ANAC Brazil PAGE 2

Felipe Gonzalez Gonzaga

ANAC Brazil PAGE 3

ANAC Brazil PAGE 4

8 COMPLIANCE TO RBHA 91 AND RBAC 135 .......................................... 27

ANAC Brazil PAGE 5

1.1 Evaluation Team

1.1.1. First issue team members

Name Task Organization

André Marques Caetano Chairman/ ANAC

Marcelo Luiz de Oliveira Portela Evaluator Engineer ANAC

1.1.2. Revision 1 team member

Name Task Organization

André Marques Caetano Chairman/ ANAC

ANAC Brazil PAGE 6

AFCS Automatic Flight Control System

ANAC Brazil PAGE 7

GPS Global Positioning System

ANAC Brazil PAGE 8

SVS Synthetic Vision System

ANAC Brazil PAGE 9

On May 2017 the ANAC Aircraft Evaluation Group (GAA) conducted an

On March 2019 the GAA conducted an operational evaluation of HA-420

In case more detailed information is required, refer to the current FSB

This report presents ANAC collection of results obtained from the

The purpose of this report is to:

b. Recommend the minimum requirements for initial, transition and

c. Provide the Master Differences Requirements (MDR) for crews requiring

d. Provide an acceptable Operator Differences Requirements (ODR);

ANAC Brazil PAGE 10

e. Describe the qualification and/or characteristics of the Flight Simulation

This report is applicable to:

a. Brazilian-registered aircraft operators of Honda Aircraft Company model

b. Approved Training Organizations certified under RBAC 142 (Type Rating

c. ANAC Inspectors related to operational and training certification, and

ANAC Brazil PAGE 11

The HA-420 HondaJet is a single-pilot certified, carbon fiber fuselage, all

The HA-420 HondaJet Elite introduces changes, as follows: Garmin 3000

Model Marketing Name Serial numbers (S/N)

HA-420 HondaJet S/N 42000012 thru 42000125

HA-420 HondaJet Elite S/N 42000011, 42000126 and up

Training, checking, and currency requirements are listed in Appendix 3,

3.2 Aircraft Approach Category

ANAC Brazil PAGE 12

The category is based on the approach speed provided by the manufacturer

3.3 All Weather/ Low visibility Operations

The HA-420 is certified for operations to Category I minima.

3.4 Single Pilot – SP Operations

3.4.1 Maximum Altitude

Operators should establish a maximum altitude for SP operations when not