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MCC DERS PROGRAMI VE PLOT EL KTABI

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NDEKLER: 1. DERS PRORAMI

1.1. 1.&2 . SORT MCC SM OTURUM 1 1.2. 3.&4. SORT MCC SM OTURUM 2 1.3. 5.&6. SORT MCC SM OTURUM 3 1.4. 7.&8. SORT MCC SM OTURUM 4 1.5. 9.&10. SORT MCC SM OTURUM 5 1.6. 11.&12. SORT MCC SM OTURUM 6 1.7. 13. SORT MCC SM OTURUM 7

2. STANDARD OPERATING PROCEDURES 2.1. TASK SHARING 2.2. COMMUNICATIONS AND STANDARD TERMS 2.3. COCKPIT PREPARATION 2.4. DEPARTURE BRIEFING 2.5. TAKEOFF DATA CALCULATION 2.6. BEFORE START CHECKLIST 2.7. STANDARD CALL-OUTS FOR START-UP PREPARATION 2.8. COCKPIT TO GROUND COMMUNICATION DURING ENGINE START 2.9. ENGINE START-UP PROCEDURE 2.10. BEFORE TAXI CHECKLIST 2.11. TAXIING CHECKLIST 2.12. ENGINE RUN UP CHECKLIST. 2.13. BEFORE T.O. CHECKLIST 2.14. LINE UP CHECKLIST 2.15. TAKE OFF PROCEDURES 2.16. AFTER TAKE OFF CHECKLIST 2.17. LEVELING OFF 2.18. CRUISE CHECKLIST 2.19. ARRIVAL BRIEFING 2.20. APPROACH CHECKLIST 2.21. APPROACH FOR LANDING 2.22. GO-AROUND 2.23. LANDING 2.24. AFTER LANDING 2.25. PARKING 2.26. SECURING THE AIRCRAFT

3. ABNORMAL AND EMERGENCY PROCEDURES 3.1. ABNORMAL AND EMERGENCY CALL OUTS 3.2. TASK SHARING 3.3. MEMORY ITEMS 3.4. USE OF AUTOPILOT 3.5. INITIATION OF PROCEDURES 3.6. CREW COORDINATION 3.7. REJECTED TAKEOFF 3.8. ENGINE FAILURE AT TAKE-OFF 3.9. ABNORMAL / EMERGENCY CHECKLISTS

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3.10. ACCIDENT & INCIDENT (REFERENCE: EU-OPS 1.420, SHT-OPS ITEM 93.) 3.11. COMMANDER/CREW POST-ACCIDENT PROCEDURES 3.12. CREW INCAPACITATION PROCEDURES 3.13. UNLAWFUL INTERFERENCE PROCEDURES 3.14. TCAS WARNING PROCEDURES 3.15. DISTRESS & URGENCY RADIOTELEPHONY COMMUNICATION

PROCEDURES 4.

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1. DERS PRORAMI 1.1. 1.&2 . SORT MCC SM OTURUM 1

a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) Kalk i) Kalk sonras kontroller/Trman/SID j) Dz uu kontrolleri k) Hzlanma-yavalama l) AP/FD kullanm m) Normal/Keskin dn n) Perdvites (/T, flaplar yukarda) o) Yaklama hazrlklar-ATIS p) Alalma ve ini brifingi q) Radar vektr-alalma-grerek yaklama r) Pas geme s) Grerek yaklama ini t) ni/ini sonras kontroller u) Taksi/motor susturma

1.2. 3.&4. SORT MCC SM OTURUM 2

a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) Kalk(Yan rzgar) i) Kalk sonras kontroller/Trman/SID j) Dz uu kontrolleri k) AP/FD kullanm l) Perdvites (T/O konfigrasyonunda) m) Perdvites (ni konfigrasyonunda) n) Yaklama hazrlklar-ATIS o) ADF/VOR/ILS SET p) Alalma ve ini brifingi q) Hassas olmayan (VOR) yaklama r) Turlu yaklama s) ni/ini sonras kontroller t) Taksi/motor susturma

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1.3. 5.&6. SORT MCC SM OTURUM 3

a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) V1 ncesi motor arzas kalktan vazgeme (RTO) i) Kalk (Wind shear) j) Kalk sonras kontroller/Trman/SID k) Dz uu kontrolleri l) AP/FD kullanm m) Anormal durumlardan k n) Yaklama hazrlklar-ATIS o) Alalma ve ini brifingi p) Alalma saha S/S usulleri q) Bekleme usulleri r) ILS yaklamas s) Pas geme t) Grerek yaklama ini u) ni/ini sonras kontroller v) Taksi/motor susturma

1.4. 7.&8. SORT MCC SM OTURUM 4

a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) Kalk V1 sonras motor arzas i) Tek motor trman usulleri j) Kalk sonras kontroller/Trman/SID k) Dz uu kontrolleri l) AP/FD kullanm m) Uuta motor altrma n) Yaklama hazrlklar-ATIS o) Alalma ve ini brifingi p) Alalma saha S/S usulleri q) Bekleme usulleri r) ILS yaklamas s) Tek motor ILS yaklamas t) Tek motor pas geme u) ni/ini sonras kontroller v) Taksi/motor susturma

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1.5. 9.&10. SORT MCC SM OTURUM 5 a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) Kalk i) Kalk sonras kontroller/Trman/SID j) Dz uu kontrolleri k) AP/FD kullanm l) Motor yangn sndrlebilir m) Kabin tazyik kayb/Emercensi alalma n) Yaklama hazrlklar-ATIS o) Alalma saha S/S usulleri p) Tek motor ILS yaklamas q) Tek motor pas geme r) Son yaklamada wind shear s) Grerek yaklama ini t) ni/ini sonras kontroller u) Taksi/motor susturma

1.6. 11.&12. SORT MCC SM OTURUM 6

a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) Kalk i) Kalk sonras kontroller/Trman/SID j) Dz uu kontrolleri k) AP/FD kullanm l) Jeneratr arzas (1 ve 2 nolu) m) PF inkapasite olmas, inkapasite usulleri n) Yaklama hazrlklar-ATIS o) ADF/VOR/ILS SET p) Alalma ve ini brifingi q) Alalma saha S/S usulleri r) ILS yaklamas s) ni/ini sonras kontroller t) Taksi/motor susturma

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1.7. 13. SORT MCC SM OTURUM 7

a) Uu ncesi kontroller ve kokpit hazrlklar b) Kalk performans hesaplamalar c) Radyo, S/S sistemleri kontrol ve hazrlklar d) Kalk brifingi e) Motor altrma ncesi-ATC klerans f) Motor altrma g) Motor altrma sonras-Taksi eklist h) Kalk i) Kalk sonras kontroller/Trman/SID j) AP/FD kullanm k) Uak karma-uakta bomba ikaz senaryosu l) ni meydannn kapanmas yedek meydan usulleri m) Hassas olmayan (NDB) yaklama n) Turlu yaklama o) ni takm arzas/Emercensi /T karma p) ni/ini sonras kontroller q) Taksi/motor susturma

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2. STANDARD OPERATING PROCEDURES 2.1. TASK SHARING

In general terms, task sharing differs from ground operations to air operations: GROUND OPERATIONS:

While on the ground, CM1 acts like a concert maestro. All communications with ground crew are done by CM1. All communications with the cabin crew are done by CM1. He directs all the other personnel activities. CM2 should do his tasks only when directed by CM1, or when indicated by a checklist or SOP. CM2 performs all communications with ATC or receptions of ATIS Meteo information, as well as any communications with the company operations center when directed to do so by CM1. All checklists are requested by CM1 and read by CM2. All checklists are READ AND DO. This means that the actions are preformed only when directed by the checklist. When directed to do so by the CM1, CM2 reads out loud the checklist item, its CHALLENGE and immediately the proper RESPONSE to that item. The pilot to whom that CHALLENGE is intended to will then repeat out loud the appropriate RESPONSE.

AIR OPERATIONS:

When airborne, in normal operation, it is the responsibility of the PF to direct all the activities. The other pilot should do his tasks only when directed by the PF, or when indicated by a checklist. Exceptions to this are some SOP tasks. For instance, if the PF directs the gear to be retracted, PNF not only retracts the gear but also turns off the lights and turns the Prop Sync ON without being directed to do so. All checklists are read by the PNF when requested to do so by the PF. CM1 may at anytime change these roles (PF to PNF and vice-versa). All checklists are, DO AND READ. This means that all the actions are preformed when required, and the confirmed by a checklist. While below FL100, all communications and frequency changes are done by the PNF. If the AP is not engaged, the PF will only use the flight controls (roll, pitch, yaw and trims) and the THRUST levers. All the other buttons and levers are to be used and activated by the PNF at PF request, except if a switch is out of reach from PNF. If the AP is engaged and while below FL100, the PF may select modes on the AP/FD mode selector, set the heading bug, set the course on the CDI, select altitudes on the altitude selector and choose which BRG pointer or NAV course he/she wishes to see on his/her instruments. If the AP is engaged and while at or above FL100, the PF may do everything he/she wishes or order the PNF to do it. If the checklist item to be checked is in the wrong position, Pilots will correct its position and then give the proper response. If the item is a quantity, the corresponding amount will be stated. If an item is not applicable, Pilots will state DISREGARD. Unless listed otherwise (e.g. CAT II task sharing), all FMA changes will be normally called by the PF. If the FMA changes and PF fails to call FMA

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changes, PNF will alert him/her stating FMA? to which the PF will respond with the appropriate changed mode status.

2.2. COMMUNICATIONS AND STANDARD TERMS

Standard phraseology is essential to ensure effective crew communication. The

phraseology used should be concise and exact. Standard callouts are also designed to promote situational awareness, and to ensure crew understanding of systems status and the way they are being used.

CHECKLIST CALLOUTS

- "CHECK!": A command for the other pilot to check an item. - "CHECKED!": A response that an item has been checked. - "CROSSCHECKED!": A callout verifying information from both pilots

stations. If a checklist needs to be interrupted, announce: "HOLD CHECKLIST

AT______!". To continue the checklist reading, PF will state "RESUME CHECKLIST AT_______!". Upon completion of a checklist, PNF/CM2 announces:

"_________CHECKLIST COMPLETE". Example: After reading the AFTER T.O. checklist, CM2 says AFTER T.O.

CHECKLIST COMPLETE!.

ACTIONS COMMANDED BY PF All actions performed on the FD/AP MODE SELECTOR must be verified by

both pilots on the PFD/ND/FMA.

SET The "SET" command means using a knob to set a value, but not to change a

mode. SET is accomplished by only rotating the appropriate selection knob. Example: - "SET GO AROUND ALTITUDE ____FT!" - SET QNH____! - "SET FL ___!" - "SET ALTITUDE ___! - "SET HDG ___!" - "SET COURSE ____!

PUSH The "PUSH" command means PF required PNF to push a push button to

engage, or arm, a mode or target. Example: - "HEADING PUSH!" (Heading button is to be pushed by PNF). - "NAV PUSH!" (NAV button is to be pushed by PNF). - "ALT PUSH!" (Altitude button is to be pushed by PNF). - "IAS PUSH!" (Indicated Airspeed button is to be pushed by PNF). If the AP is engaged, PF may push the buttons himself and in that case he/she

will say PUSHED.

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NOTE: All actions on the FD/AP MODE SELECTOR must be verified on the FMA as follows:

First, ensure that the correct FD/AP MODE SELECTOR button is used, and then verify indications on the FMA.

Mode changes must be confirmed by the PF calling the selected mode (e.g. APPROACH or NAV ARM) and by the PNF stating CHECK after the PF stating the mode.

If a mode is selected by the PF, or requested by him/her when not using the AP, and the respective mode is not stated, PNF calls his attention to the new selected mode by stating FMA! as many time as necessary. When the PF finally call the correct mode engaged, PNF will then state CHECK.

ARM

The ARM____ command means arming a system by pushing the specified P/B on the AP/FD control panel.

Example: ARM APPROACH!.

ALTITUDE ALERT PNF calls 1000 TO GO! when passing 1000 feet before the cleared altitude

or FL, and PF acknowledges it by calling: "CHECKED!".

ALTIMETER SETTING After passing TA climbing, PF will state SET STANDARD! requesting the

altimeter setting to be changed from QNH to QNE (1013.2 HPa). PNF will reply after setting his/her altimeter to QNE and after checking that PFs altimeter is also correctly set to QNE STANDARD CROSS-CHECKED, PASSING FL____ NOW!. PF will check his altimeter and say CHECKED!.

While still flying with QNH, every time the altimeter setting needs to be adjusted as per ATC instructions, PF will state SET QNH______! and PNF will reply after setting his/her altimeter to the new QNH setting and after checking that PFs altimeter is also correctly set to the new QNH

QNH______ CROSS-CHECKED, PASSING ____FT NOW!. PF will check his altimeter and say CHECKED!.

CONFIGURATIONS CHANGES Before requesting a configuration change, PF will check if the current airspeed

is compatible with the required configuration. If it is, he/she will then request the configuration change. PNF will check the

airspeed and state SPEED CHECKED!. Only then may the configuration be changed by the PNF.

If the current airspeed is not the correct one for configuration change, PNF will call SPEED! and wait for another command from PF to change configuration.

After the PNF has set the required configuration he/he will state the requested configuration.

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FLAPS CALL-OUT (Example):

CALL REMARK PF FLAPS APPROACH! PF commands flaps to be FLAPS APPROACH

PNF SPEED CHECKED!

PNF checks airspeed before selecting the flaps to FLAPS APPROACH If speed is below 157 KTS, he/she will then set the flap lever to FLAPS APPROACH

PNF FLAPS APPROACH! Call out from PNF when the flaps selector is set at the desired position L/G CALL-OUT (Example):

CALL REMARK PF GEAR DOWN! PF commands L/G to be extended

PNF SPEED CHECKED! PNF checks airspeed before selecting the L/G down. If speed is below 163 KTS, he/she will set the L/G lever down

PNF GEAR DOWN! Call out from PNF when the L/G Handle is selected to the DOWN position

FLIGHT PARAMETERS

PNF will make callouts for the following conditions during final approach: - SPEED! when speed becomes less than -5 or more than speed target + 10 kts; - SINK RATE! when V/S is greater than -1000 ft/min; - BANK! when bank angle becomes greater than 7; - PITCH! when pitch attitude becomes lower than 0 or higher than +10; - LOC! or GLIDE! when either localizer or glide slope deviation is Dot (LOC) or 1 Dot (GS); - COURSE! when greater than Dot or 2.5 degrees (VOR) or 5 degrees (ADF); - ____FT HIGH (LOW)! at altitude check points; PF/PNF DUTIES TRANSFER In normal an operation, that is when not in an ABNORMAL/EMERGENCY situation, PF has the control and PNF has the communications. PF having the control means:

With AP engaged Setting the required HDG bug, setting the required COURSE selector, setting the required THRUST (only the THRUST LEVERS!!!) or requesting the PNF to set the correct THRUST setting if he/she is too busy, setting the required FD/AP modes on the FD/AP MODE SELECTOR panel and trimming the rudder as required. The aileron trim is disabled with the AP engaged.

With AP disengaged Flying the aircraft with the control column and rudder, trimming the aircraft as required, making the first reduction or increment on the THRUST LEVERS (by reducing or increasing the torque by about 100/200 LBS/FT. But only the THRUST LEVERS!!!), and requesting the PNF to set the correct THRUST/PROP setting.

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When the PF needs to be freed of these task in order to prepare an Instrument Approach, setting the navaids, listen to the ATIS, etc, he/she requests the control and communications roles to be changed.

Before passing the control, the PF will always brief the PNF of the actual flight conditions as he/she may have been out of the Loop while performing emergency checklists, or talking on the radio with another frequency or other task.

PF will, for instance, say: We are flying on a heading of ___, at a speed of ____ kts, and at an altitude of _____ ft or We are proceeding direct to the station. Only when he/she is sure that the PNF understands the present status of the aircraft, will he/she pass the control to him/her. The PNF should also never accept the control of the aircraft unless he/she is sure of the present status.

Transfer of control is then initiated by a command and followed by an acknowledgement. "I HAVE CONTROL, YOU HAVE COMMUNICATIONS!" is either the command that the other Pilot is to pass control and assume PNF duties or the acknowledgement by the other Pilot that he/she has assumed PF duties.

"YOU HAVE CONTROL, I HAVE COMMUNICATIONS" is either the command that the other Pilot is to take control and assume PF duties or the acknowledgement by the other Pilot that he/she has assumed PNF duties.

AUTOPILOT/FLIGHT DIRECTOR OPERATION The design objective of the AP and FD is to provide assistance to the crew throughout

the flight by: making the PF free from routine handling tasks, and thus providing time and resources to assess the overall operational situation; providing the PF with adequate attitude or flight path orders with the flight director symbol on the Primary Flight Display, so as to facilitate accurate handling of the aircraft. The AP/FD guides the aircraft along the intended flight path, or at the intended speed, according to the guidance modes engaged by the pilot on the FD/AP MODE SELECTOR (Example: NAV-HDG-V/SIAS...). The PF task is to set the desired modes and targets to fly the aircraft to where he/she wants to go according to these principles: If the AP is used, the PF may select the modes and targets on the FD/AP MODE SELECTOR, HDG selector, COURSE selector and ALT ALERT selector and choose which bearing pointers and NAV CDI he/she wishes to see in his/her instruments; If the AP is not used, the PF requests the PNF to select the intended modes on the FD/AP MODE SELECTOR, HDG selector, COURSE selector and ALT ALERT selector, as well as choosing which bearing pointers and NAV CDI he/she wishes to see in his/her instruments; The armed and engaged modes are indicated on the FLIGHT MODE ANNUNCIATOR (FMA) on top of the FD/AP MODE SELECTOR; The crew must check the FD selected targets on the FMA/ND; The crew must monitor the engaged/armed modes on the FMA; If the AP and/or FD do not guide the aircraft to where the crew is expecting, the PF should disengage the autopilot using the red instinctive disconnect pushbutton on the control wheel, request PNF to switch off the FD symbols from the PFD/ADI, and fly the aircraft manually; The autopilot may be used from after takeoff (200 AGL minimum) down to 80 AGL on approach;

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The AP may be used in most failure cases, when available: ! In case of engine failure down to 80 AGL; ! In case of abnormal configuration, down to 500 feet AAL in all modes;

When the PF hand flies the aircraft using the FD, he/she must obey the flight director orders; If the PF does not wish to fly the flight director orders, both pilots must delete the flight director symbols from the PFD/ADI; When flying a visual approach, the flight directors should be deselected; On ILS approaches, when the runway is in sight, disconnect the AP and keep the FD on all the way until the end of the rollout. If the AP is being used, PF will set the required THRUST settings. If he/she is too busy with other tasks, he/she may request the other pilot to set the required THRUST settings. It the PF is not using the AP he/she will requests PNF to set the required THRUST settings after advancing or retarding the THRUST LEVERS.

2.3. COCKPIT PREPARATION

As soon as both pilots take their places CM1 will request the COCKPIT PREPARATION CHECKLIST. This checklist prepares the cockpit to be energized.

CM

1 FLIGHTS CONTROLS FREE 2 ELECTRICAL SWITCHES OFF 2 AVIONICS OFF 2 LANDING GEAR LEVER DOWN 1 PARKING BRAKE ON 1 BATTERY MASTER ON 1 ANNUNCIATOR PANEL TESTED 2 FUEL QUANTITY CHECKED 1 LANDING GEAR LIGHTS GREEN 2 FLAPS TEST - UP 1 BATTERY MASTER OFF 1 TRIMS TAKE-OFF POSITION

BOTH DOCUMENTATION CHECKED 1 OXYGEN PRESSURE CHECKED

BOTH OXYGEN MASKS CHECKED 2 COCPIT PREPERATION CHECKLIST COMPLETED

2.4. DEPARTURE BRIEFING The T.O. BRIEFING will put both pilots in a common mind-frame regarding the

necessary procedures to be accomplished during the initial phase of the flight. This phase is very critical and therefore its essential that both Pilots know exactly what the planned action is, especially in case of an emergency.

This briefing will be performed by the PF and will cover at least these points:

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DEPARTURE BRIEFING

STATUS TAKEOFF DEPARTURE ! AIRCRAFT ! RWY_ STATE / WIND ! NOTAMS ! ANTI-ICE/IGNITION

! TO CONFIGURATION ! TRH RED / ACC ALT ! EMERG BRIEF: - STOP/GO - MIN ALT FOR

CHECKLIST EXECUTION

! EOSID/MAA ! TOFF ALTERNATE

! TAXI OUT ! SID / MSA / INIT ALT /

TA ! SID & ROUTE CHECK ! RAD NAV ! LOST COMM

Note: The MINIMUM ALTITUDE FOR CHECKLISTS EXECUTION is always

400 AGL, converted to QNH and rounded to the next 100. The EOSID/MAA (Engine Out SID minimum acceleration altitude), is the

minimum altitude at which the aircraft will be leveled after the primary emergency action are completed, 1500 AAL, converted to QNH and rounded to the next 100.

A review of the emergency procedures relating to the take off e.g. for a Captain EMERGENCY BREFNG:

"This will be a left hand seat take off. If any malfunction occurs before V1, I will call STOP or GO (a lack of any response to a malfunction could be considered a subtle incapacitation). If the call is STOP I will apply maximum reverse and bring the aircraft to a stop on the runway. You will inform ATC and monitor the deceleration. When the aircraft has come to a stop and parking brake set, you will carry out the necessary EMERGENCY actions on my command. If the malfunction occurs after V1 we will continue the take off. No action other than the raising of the landing gear, application of full power (if required) and silencing any aural warnings will be taken until the aircraft is safely established in the climb and above 400 ft AGL. At that point carry out the initial EMERGENCY actions on my command."

After the T.O. briefing, PF will ask PNF if he/she has anything else to add that might complement the briefing.

Next, both pilots will perform the required performance calculations.

2.5. TAKEOFF DATA CALCULATION As soon as the loadsheet arrives, CM2 calculates TO performance and prepares a

TO DATA CARD. CM1 will crosscheck the calculations to be ascertained that they are correct.

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2.6. BEFORE START CHECKLIST CM

2 CABIN DOOR SECURED 2 PASSENGER BRIEFING COMPLETED

BOTH SEATS ADJUSTED BOTH SEAT BELTS SECURED

1 PARKING BRAKE ON 1 CROSSFEED CLOSED 1 LEFT AND RIGHT MAIN FUEL SELECTORS OPEN 1 POWER LEVERS IDLE 1 PROPELLER CONTROLS FULL FORWARD 1 CONDITION LEVERS FUEL CUT-OFF 2 CABIN COMFORT CONTROL OFF 2 ELECTRICAL SWITCHES OFF 2 CIRCUIT BREAKERS CHECKED 2 AVIONICS MASTER OFF 2 INVERTER POWER SWITCH OFF 1 BATTERY MASTER ON 2 ROTATING LIGHTS ON 2 COCKPIT LIGHTS ADJUSTED 2 FASTEN SEAT BELTS AND NO SMOKING

SIGNS ON 2 BEFORE START CHECKLIST COMPLETED

CM1 checks with cabin crew if cabin is ready and order all doors to be closed. CM1 checks with ground crew if area is clear and order external power connection. At CM1 discretion, CM2 requests STARTUP CLEARANCE from ATC. All clearances should be received by both pilots.

2.7. STANDARD CALL-OUTS FOR START-UP PREPARATION STANDARD CALLOUTS AND TASK SHARING WITH CABIN CREW PRIOR TO

REQUEST START-UP CLEARENCE CM1 CABIN CREW

PURSER, THIS IS COCKPIT. COCKPIT THIS IS PURSER GO AHEAD. CLOSE ALL DOORS ALL DOORS ARE CLOSED AND

CABIN IS READY

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STANDARD CALLOUTS AND TASK SHARING WITH GROUND CREW PRIOR TO REQUEST START-UP CLEARENCE

CM1 GROUND CREW GROUND, THIS IS COCKPIT. COCKPIT THIS IS GROUND GO

AHEAD. CONFIRM ALL CARGO DOORS ARE CLOSED AND THE AREA IS CLEAR FOR ENGINES START.

ALL DOORS ARE CLOSED AND AREA IS CLEAR FOR ENGINES START

STAND-BY STANDING-BY

CM1 now directs CM2 to request start-up clearance from ATC. After the

clearance is received, CM1 requests BEFORE START CHECKLIST.

2.8. COCKPIT TO GROUND COMMUNICATION DURING ENGINE START Communication from cockpit to ground crew must be clear and restricted to

the minimum. Standard phraseology should be used at all times. This communication is done by CM1.

ENGINE START STANDARD CALLOUTS AND TASK SHARING CM1 GROUND CREW

GROUND, COCKPIT? COCKPIT THIS IS GROUND GO

AHEAD. CLEAR TO PUSH AND START FACING .. STARTING SEQUENCE ENG 2 THEN 1STARTING ENG 2 NOW!

COMMENCING PUSH RELEASE P/B PLEASE NUMBER 2 IS CLEAR

CM1 STARTS ENGINE NUMBER 2 STARTING ENGINE NUMBER 1 NUMBER 1 IS CLEAR

CM1 STARTS ENGINE NUMBER 1 GRAUND COCKPIT WE HAVE TWO GOOD ENGINES CLEAR TO REMOVE PUSH BACK, DISCONNECT APU, HAND SIGNAL LEFT/RIGHT

ALL EQUIPEMENT DISCONNECT, SIGNAL ON THE LEFT/RIGHT. GOODBYE.

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2.9. ENGINE START-UP PROCEDURE ENGINE START-UP PROCEDURE AND TASK SHARING

CM1 CM2 Set Battery on Fuel pump on Fuel pressure annunciator checked -OFF When Fuel Pressure light OFF:

FUEL PRESSURE! Ignition switch ON, Starter ON Ng (min. 12%) STABILIZED Condition lever HIGH IDLE When Ignition light on IGNITION ON ITT (max. 1090C for 2 sec.) and Ng monitored

ITT (max. 1090C for 2 sec.) and Ng monitored ITT CHECK

Starter (at stabilized idle 52%) STABILIZED OFF

When stabilized STABILIZED

Ignition OFF Power lever advanced to 68% Ng Generator ON Oil pressure CHECKED After checking oil pressure

CHECKED When cabin door unsafe light out

CABIN DOOR LIGHT OUT Generator (after 30 s) OFF After 30 seconds 30 SECONDS Repeat the procedure above through Oil pressure - checked with ENG 1

Both generators -ON AFTER BOTH ENGINES START: ALL PARAMETERS CORRECT!

ENGINE STRART CHECKLIST COMPLETED

After both engines are started, CM1 requests ground crew to disconnect external electrical power, push back and to give an OK sign if all is clear for taxi. After the engines are started and the ground crew and ground equipment is clear from the aircraft, CM1 requests the ENGINE RUN UP CHECKLIST.

2.10. ENGINE RUN UP CHECKLIST.

CM 1 PARKING BRAKE ON 2 CIRCUIT BREAKERS CHECKED 1 LEFT & RIGHT GENERATORS ON 2 AMMETER & VOLTMETER CHECKED 2 INVERTER CHECKED 2 PROP. SYNC OFF 2 FUEL PUMPS ENGINES 1&2 CHECKED 2 CROSSFEED CHECKED & OFF 1 AIR CONTROL PRESSURIZED 2 EMERGENCY GEAR EXT. COVER CLOSED

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1 POWER LEVERS SET AT 1625 RPM 1 PRESSURIZATION CHECKED AND SET 1 POWER LEVERS SET AT 1800 RPM 1 ICE PROTECTION CHECKED 1 POWER LEVERS IDLE 1 POWER LEVERS TEST REVERSE 1 POWER LEVERS IDLE 2 POWER QUADRANT FRICTION LOCK SET 2 ENGINE RUN UP CHECKLIST COMPLETED

CM1 now requests the BEFORE TAXI CHECKLIST 2.11. BEFORE TAXI CHECKLIST

CM 1 G.P.U. DISCONNECTED 1 BATTERY MASTER ON 1 GENERATOR ON 2 LIGHTS AS REQUIRED(TAXI LIGHT

ON) 2 CABIN COMFORT ON 1 INVERTER POWER ON

BOTH GYROS SET BOTH ALTIMETERS SET BOTH CLOCK SET

2 AVIONICS MASTER ON 1 ELECTRIC TRIM ON & CHECKED 1 AUTOPILOT CHECKED & OFF 2 RADIOS CHECKED 2 FLAPS UP

BOTH ANNUNCIATOR PANEL CHECKED 2 FUEL QUANTITY NOTED 2 FUEL TOTALISER RESET 2 BEFORE TAXI CHECKLIST COMPLETED

CM1 now directs CM2 to request TAXI clearance. When the TAXI clearance is received, CM1 requests the TAXIING CHECKLIST.

19

2.12. TAXIING CHECKLIST

CM 1 PARKING BRAKE RELEASED 1 BRAKES CHECKED 1 PROPELLERS REVERSE CHECKED

BOTH FLIGHT INSTRUMENTS CHECKED 1 POWER LEVERS IDLE 1 PROP CONTROLS FEATHER 1 PROP CONTROLS FULL FORWARD 2 TAXIING CHECKLIST COMPLETED

When waiting for line up or during line up CM1 now requests the BEFORE TAKE OFF CHECKLIST.

2.13. BEFORE TAKE OFF CHECKLIST

CM 2 CIRCUIT BREAKERS CHECKED 1 GENERATORS ON 1 FUEL PUMPS ON 2 FUEL PRESSURE CHECKED 1 ICE PROTECTION AS REQUIRED 2 COWL FLAPS CLOSED

BOTH FLIGHT INSTRUMENTS CHECKED 2 ENGINE GAUGES CHECKED 2 WARNING LIGHTS CHECKED 2 RADIOS AND TRANSPONDER SET 2 PROP SYNC OFF 1 PROP CONTROLS FULL FORWARD 1 TRIM SET 2 FLAPS CHECKED AND UP 2 FUEL QUANTITY CHECKED 1 FLIGHT CONTROLS FULL LEFT-FULL

RIGHT NEUTRAL, FULL UP FULL DOWN NEUTRAL CHECKED FREE

2 PRESSURIZATION SYSTEM SET 1 PARKING BRAKE RELEASED 2 BEFORE TAKE OFF CHECKLIST COMPLETED

CM1 now requests the LINE UP CHECKLIST

20

2.14. LINE UP CHECKLIST

CM BOTH HEADINGS CHECKED

2 POSITION LIGHTS ON 2 LANDING LIGHTS ON 2 ROTATION LIGHTS ON 2 EXIT LIGHT ON 2 TAXI LIGHT OFF 1 ICE PROTECTION AS REQUIRED 2 LINE UP CHECKLIST COMPLETED

2.15. TAKE OFF PROCEDURES When VR is reached at 95 kts, PF pulls the control wheel to obtain a 3/second

rotation up to 17 target attitude. Thats about 6 seconds. This attitude will allow the aircraft to lift-off avoiding a tail-strike and to accelerate to the optimum single-engine climb speed of 121kts.

This speed will be maintained during initial climb so that in case of an engine failure the aircraft is already at its optimum single engine climb speed.

When reaching 1500ft AAL, the THRUST is reduced to CLIMB THRUST of 2000 LBS/FT TQ and 2000RPM. This THRUST reduction may be done by the PF if the AP is engaged, or he/she may request PNF to set the CLIMB THRUST for him/her if he/she is too busy with other tasks. But in this case he/she must make a small reduction on the THRUST LEVERS of about 100 FT/LBS (to avoid overboosting the engines at PROP reduction).

When reaching 3000 AAL, the airspeed is increased to the clean climb speed of 160kts, and the flaps retracted to the UP position at 140kts. As soon as an altitude of 400ft AGL is reached, the AP may be used. You may use the FD only and continue to fly manually, but if you do, you must follow the FD commands.

LANDING GEAR WING FLAPS IAS(KTS) TORQUE (LBS) RPM PITCH _

DOWN UP 140 2230 2000 17

LANDING GEAR

WING FLAPS IAS(KTS) TORQUE (LBS) RPM PITCH _ V/S

NORMAL CLIMB

UP

UP 140 2000 2000 14 2350

21

140

KTS

17

SPEE

D A

LIV

E

TQ 2

000

RPM

200

0

TAK

E O

FF&

CLI

MB

CH

EC

KLI

ST

22

TAKE-OFF STANDARD CALLS AND TASK SHARING USING THE AP EVENT/ACTION PF PNF PF ADVANCES THE THRUST LEVERS HALF WAY TO ALLOW ENGINES SPOOL-UP AND ANNOUNCES

TAKE-OFF!

WHEN T.O. TORQUE AND RPM STABILIZES

STABILIZED!

PF ADVANCES THE THRUST LEVERS TO A VERTICAL POSITION AND REMOVES HIS/HER HAND SAYING

SET T.O. THRUST!

(ADJUST T.O. THRUST TO 2000RPM AND 2230 LBS/FT TORQUE)

WHEN T.O. THRUST IS SET (BEFORE 60KTS) PF PUTS HIS/HER HAND BACK ON THRUST LEVERS

THRUST SET!

CHECKED! AT 60KTS 60 KTS! CHECKED! AT 85KTS V1! PF REMOVES HANDS FROM THRUST LEVER

AT 95KTS ROTATE! PF ROTATES TO 17 WITH A RATE OF 3 DEG/SEC

AT POSITIVE RATE OF CLIMB ON BARO ALT AND V/S

POSITIVE CLIMB!

GEAR UP! SAY GEAR UP!, SET GEAR

UP, SWITCH ALL LIGHTS OFF AND SET PROP SYNC TO ON

AT 120KTS IAS PUSH! PUSH IAS BUTTON ON

AP/FD MODE SELECTOR AND SAY IAS PUSHED!

AFTER CONFIRMING IAS LIGHT IS GREEN ON THE FMA

IAS!

CHECKED! AT 200FT AGL MINIMUM ENGAGE AP! SET RUDDER BOOSTER TO

OFF AND PUSH AP PB AFTER CONFIRMING AP LIGHT IS GREEN ON AP CONTROL PANEL

AP ENGAGED!

23

2.16. TAKE OFF&CLIMB CHECKLIST

TAKE-OFF STANDARD CALLS AND TASK SHARING USING THE AP (CONT) EVENT/ACTION PF PNF AFTER CONFIRMING AP LIGHT IS GREEN ON FMA

AP ON! CHECKED!

AT THRUST REDUCTION ALT (1500 AAL MINIMUM) REDUCE THRUST LEVERS ABOUT 100 LBS/FOOT AND REQUEST:

SET CLIMB THRUST!

SET CLIMB THRUST (TQ 2000, RPM 2000)

WHEM CLIMB THUST IS SET CLIMB THRUST SET! CHECKED! AT FLAP RETRACTION & ACCELERATION ALT (3000 AAL MINIMUM)

CLIMB PUSHED! (FD ACCELERATES TO 160 KTS)

CLIMB! AFTER CONFIRMING SPD LIGHT IS GREEN ON THE FMA

CHECKED!

WHEN PASSING 140KTS FLAPS UP! AFTER CONFIRMING THAT SPEED IS AT OR ABOVE 140 KTS

SPEED CHECK, FLAPS UP! (SET FLAPS UP)

AT TRANSITION ALT OR AS SOON AS ATC GIVES A CLEARANCE TO CLIMB TO A FL

SET STANDARD!

AFTER CHECKING THAT ALL ALTIMETERS ARE SET AT 1013

STANDARD CROSS-CHECKED, PASSING _____ FT

AFTER CHECKING HIS ALTIMETER CHECKED! TAKE OFF&CLIMB

CHECKLIST!

READ TAKE OFF&CLIMB. CHECKLIST IN SILENCE

WHEN TAKE OFF&CLIMB. CHECKLIST COMPLETED

TAKE OFF&CLIMB. CHECKLIST COMPLETE!

TAKEOFF&CLIMB CHECKLIST (SILENT) DIR.GYRO RUNWAY

HEADING PM CHECK GYROS DURING TAKE OFF RUN

POWER LEVERS ADVANCED PM CHECK POWER LEVERS WITH IN SAME RANGE ITT&TORQUE ON PM CHECK WITH IN LIMITS ROTATION SET PM IF THE AP IS NOT ENGAGED IMMEDIATELY AFTER T.O., SET THE YAW DAMPER TO ON. LDG GEAR UP PM CHECK THE LANDING GEAR HANDLE IS UP AND CHECK ALL LIGHT OFF CLIMB POWER SET PM CHECK 2200LBS/FT OF TORQUE AND 1800RPM ON THE

PROPELLERS SIGNS (FSB., NS.) AS REQUIRED CM1 SET THE FASTEN SEATBELT SIGN TO OFF ONLY AFTER PASSING FL100 CLIMBING PROP SYNC AS REQURED PM CHECK YAW DAMPER AS DESIRED PF CHECK

TAKE OFF AND COMPLETED

CLIMB CHECKLIST PM ANOUNCE LOUD!

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2.17. LEVELING OFF When reaching an altitude, let the aircraft accelerate up to 235 Kts and then set

the CRUISE THRUST of 1650 LBS/FT / 1800 RPM. This power setting will allow the aircraft to maintain 235 Kts, the cruising speed.

When reaching the final cruise altitude, PF sets the CRUISE THRUST and requests the CRUISE CHECKLIST.

2.18. CRUISE CHECKLIST

2.19. ARRIVAL BRIEFING When you are about 30 min prior to the descent point, prepare the instrument

approach for landing. Start by receiving the ATIS or request ATC to give you landing data. Then complete the arrival briefing.

To descend, perform the following actions in this order: 1. Set the cleared altitude on the ALT SELECTOR; 2. Push alt arm FD/AP Mode Selector. Using V/S start descent about 1000 fpm; 3. Reduce the THRUST LEVERS as much as necessary in order to maintain the cruise speed (about 1650 LBS/Ft Torque, 235 kts). Leave the propellers at 1800 RPM; 4. Set the Altimeter setting as required according to the cleared altitude or FL; When starting the descend, set the cabin SIGN to ON.

When passing FL 100 perform the DESCENT CHECKLIST. If you have some kind of problem, either technical, medical or operational, and want to return to the departing airport immediately after T.O., prepare the approach, do the ARRIVAL BRIEFING and the DESCENT CHECKLIST one after the other.

CRUISE CHECKLIST (MAY BE DONE BY RECALL) CRUISE POWER SET PF CHECK THAT CRUISE POWER OF 2200 FT/LBS / 1700 RPM IS SET ENGINE INSTRUMENTS CHECK BOTH CHECK ALL PARAMETERS OF THE ENGINES INSTRUMENTS PRESSURISATION CHECK PF AS DESIRED

WIND SHIELD HEAT MONITOR PM CHECK LOW FOR NORMAL OPERATION HIGH IN ICING CONDITIONS CRUISE CHECKLIST COMPLETED

PM ANOUNCE LOUD !

ARRIVAL BRIEFING STATUS APPROACH LANDING RWY_ STATE / WIND NOTAMS ANTI-ICE / IGNITION

TOP OF DESCENT STAR/MSA/TL/IAF/MINIMUMS STAR / APP & GA CHECK RAD

NAV G/A PROCEDURE

LAND CONF REV RWY EXIT/TAXI IN ALT RTE/FUEL LOST COMM

25

2.20. DESCENT CHECKLIST

DESCENT CHECKLIST PF PRESSURIZATION SET ALL ALTIMETRES SET PM DEHUMIDIFIER AS REQUIRED PM DESCENT CHECKLIST COMPLETED!

2.21. APPROACH FOR LANDING Depending on various conditions you may select different type of approaches. WARNING: Approaches must be stabilised by 500Ft AAL in visual conditions or

by 1000Ft AAL in IMC conditions. If you are not stabilised by then you must initiate a GOAROUND immediately. On CIRCLING APROACHES, the aircraft must have wings levelled by no later than 300 AGL on final.

For this purpose, STABILIZED means: Flaps in landing configuration Airspeed 140 Kts Engines at APPROACH THRUST ( 1100 Lbs Torque, 1700 RPM) Airplane established in final approach path (vertical and lateral) The type of approaches trained in this course will be: Visual approaches Non precision approaches Circling approaches Precision approaches (CAT I )

VISUAL APPROACHES This type of approach will be used in good weather conditions only. All useful

NAV aids must be tuned and used to monitor the approach. FD/AP can be used and the AP may remain engaged until late in the approach. The AP must be disconnected not later than 80 AGL. Above 1000 AAL you may use IAS or V/S modes. Do not use IAS mode below 1000 AAL. When entering the traffic pattern, maintain 160 kts (1100 LBS/Foot Torque / 1750 RPM). When abeam the RWY threshold, set propellers to MAX and set flaps to APPROACH. Reduce your airspeed to 150 KTS. Start time (30 Sec). When ready to turn for base leg, start your descent and when passing 1500 AAL set the L/G down and reduce your airspeed to 140 KTS. When established on final, set flaps to the FLPAS FULL position. Maintain VAPP of 140Kts to be stabilized by 500 AAL and perform the BEFORE LANDING CHECKLIST.

26

150

150

KTS

FLAP

S F

ULL

P

RO

P M

AX

160

17

60 K

TS

27

NON-PRECISION APPROACHES Non-precision approaches are STABILIZED approaches, which mean that the

aircraft must be in its landing configuration by the FAF or equivalent. To allow for proper aircraft deceleration perform the following actions: At 7 NM from the FAF start reducing your airspeed and when below 150Kts, set PROP to MAX and FLAPS APPROACH. Your target speed is 150 Kts. At 5 NM from FAF, set L/G Down, lights ON and PROP SYNC to OFF (by PNF). Your target speed will be 140 Kts. At 3 NM from FAF, set flaps at FULL and request the BEFORE LANDING CHECKLIST. Your speed will be 140 Kts.

In case of a VOR approach, you may use the NAV mode of the AP to follow the FINAL APPROACH COURSE down to MDA. When NAV becomes engaged (NAV GREEN), set RWY HDG. When leaving the FAF altitude, set GA ALTITUDE. When reaching the MDA, PNF states MINIMUM DESCEND ALTITUDE!. When reaching the MAP, PNF states MISSED APPROCAH POINT!

On Non Precision Approaches, do not continue to descend below MDA and a missed approach must be performed unless at least one of the following visual references for the intended runway is distinctly visible to and identifiable by the Pilot: Elements of the approach light system or The threshold, or its markings, lights or indication lights or The visual Glide Slope Indicator(s) or The touchdown zone, zone markings or zone lights or The runway edge lights, or Other visual references accepted by the appropriate authority.

FULL

150

17

60

28

CIRCLING When the prevailing wind dictates that a runway without an instrument approach

must be used, a CIRCLING MANEUVER must be performed. Perform the approach as for a non precision approach, but maintain FLAPS APPROACH and L/G DOWN with 140 Kts. Extend the downwind beyond the RWY end by 20 for each 500 1 for each Kts of tail or head wind. When ready to turn to FINAL, set FLAPS FULL, 140 Kts, set RWY heading, switch off the AP and FD and request BEFORE LANDING CHECKLIST. The turn on final must be completed (wings leveled) at 300 minimum.

FLAPS FULL

29

STANDARD CALLOUTS AND TASK SHARING FOR NON PRECISION APPROACHES EVENT PF PNF WHEN BELOW FL100 OR WHEN READY TO START AN APPROACH

DESCENT C/L!

DESCENT C/L COMPLETE! WHEN CLEARED FOR THE APPROACH AND WITH LESS THEN 90 ANGLE FROM FINAL

NAV PUSHED!

WHEN NAV ARM LIGHTS UP NAV ARM! AFTER CONFIRMING THAT NAV ARM BLUE LIGHT IS UP

CHECKED!

WHEN NAV GREEN LIGHT COMES UP

NAV!

AFTER CONFIRMING THAT THE NAV GREEN LIGHT COMES UP

CHECKED!

CM1 SETS HIS/HER HDG BUG WITH RWY HDG

SET RWY HEADING!

CM2 SETS HIS/HER OWN BUG RWY HDG SET! AT 7 NM FROM FAF RETARD THRUST LEVERS TO

800 FT/LBS

WHEN SPEED BELOW 160 KTS FLAPS APPROACH! CHECK THAT SPEED IS LESS THEN 160 KTS

SET THE PROPELLER LEVER TO MAX

SPEED CHECKED, FLAPS APPROACH! (SET THE FLAPS TO THE APPROACH POSITION)

MAINTAIN 157 KTS AT 5 NM FROM FAF GEAR DOWN! CHECK THAT SPEED IS BELOW 160 KTS

SPEED CHECK, GEAR DOWN! (SET THE LG HANDLE DOWN, TURN ALL LIGHTS ON AND SWITCH OFF THE PROP SYNC)

MAINTAIN 140 KTS AT 3 NM FROM FAF FLAPS FULL CHECK THAT SPEED IS BELOW 150 KTS

SPEED CHECK, FLAPS FULL! (SET FLAPS TO FULL)

MAINTAIN 140 KTS LANDING CHECKLIST! READ LANDING CHECKLIST LANDING CHECKLIST

COMPLETED! AT FAF SET G/A ALTITUDE! G/A ALTITUDE SET! AT 1000 AAL 1000 CHECKED AT 100 ABOVE MDA HUNDERED ABOVE! CHECKED AT MDA MINIMUM DESCEND

ALTITUDE! AT MAP MISSED APPROACH POINT! IF VISUAL REFERENCES ARE OBTAINED

CONTINUE!

AP OFF! FD OFF! TURN OFF THE FD BY PUSHING THE

HDG BUTTON IF NO VISUAL REFERENCES ARE NOT OBTAINED EXECUTE GO AROUND PROCEDURE

GO AROUND, FLAPS!

AT 60 KTS 60! AFTER LANDING CHECKLIST COMPLETED

AFTER LANDING CHECKLIST COMPLETED

30

PRECISION APPROACHES Precision Approaches are flown with the CM1 as PF and CM2 as PNF. In this course we will only conduct CAT I approaches. The AP doesnt have an Auto-Land capability. The minimum altitude to disconnect the AP is 200 feet. In a CAT I ILS approach, do not continue below DA and a missed shall be performed unless at least one of the following visual references for the intended runway is distinctly visible to and identifiable by the pilot: Elements of the approach lighting system; The threshold, or its markings, lights or identification lights; The visual glide slope indicator(s) The touchdown zone, zone markings or zone lights or The runway edge lights Precision Approaches are DECELERATED APPROACHES which means that the aircraft speed is reduced progressively during final approach. When GS is alive, reduce THRUST LEVERS to 640 FT/LBS and let the airspeed drop below 160 Kts; At one dot below GS set PROPS TO MAX and set FLAPS APPROACH. Maintain the airspeed of 150 KTS; At 2000 AAL set L/G down and set FLAPS to FULL; Reduce airspeed to VAPP of 140 Kts; Perform the Landing Checklist; Always be go-minded, ready to initiate a missed approach, if necessary.

FLAPS FULL 17

60 KTS

31

APPROACH AND LANDING STANDARD CALLOUTS AND TASK SHARING FOR ILS APP EVENT PF PNF WHEN BELOW FL100 OR WHEN READY TO START AN APPROACH

APPROACH C/L!

APPROACH C/L COMPLETED! BEGINNING OF RADIO ALTIMETER INDICATION

RADIO ALTIMETER ALIVE!

CHECKED! WHEN CLEARED FOR THE APPROACH AND WITH LESS THEN 90 ANGLE FROM FINAL

ARM APPROACH

WHEN LOC ARM AND GS ARM AMBER LIGHTS COMES UP

LOC ARM, GS ARM!

CHECKED! WHEN LOC ALIVE LOC ALIVE! CHECKED! WHEN LOC ARM SWITCHES TO CPLD GREEN

CHECKED!

LOC COUPLED! CM1 SETS HIS/HER HDG BUG WITH RWY HDG

SET RWY HEADING!

CM2 SETS HIS/HER OWN BUG RWY HDG SET! WHEN GS ALIVE GLIDE SLOPE ALIVE! CHECKED! RETARD THRUST LEVERS

TO 640 FT/LBS

WHEN GS AT ONE DOT GLIDE SLOPE ONE DOT! CHECK THAT SPEED IS LESS THEN 160 KTS

FLAPS APPROACH!

CHECK THAT SPEED IS LESS THEN 160 KTS

SPEED CHECKED, FLAPS APPROACH! (SET THE FLAPS TO THE APPROACH POSITION)

SET THE PROPELLER LEVER TO MAX AND SAY PROPS MAX!

MAINTAIN 160 KTS WHEN GS GREEN ON FMA GS! CHECKED! SET G/A ALTITUDE ___

FT!

G/A ALTITUDE _____FT SET! AT 2000 AAL GEAR DOWN! CHECK THAT SPEED IS BELOW 160 KTS

SPEED CHECK, GEAR DOWN! (SET THE LG HANDLE DOWN, TURN ALL LIGHTS ON AND SWITCH OFF THE PROP SYNC)

MAINTAIN 140 KTS WHEN GEAR IS DOWN FLAPS FULL! SPEED CHECKED, FLAPS FULL!

(SET FLAPS TO FLAPS FULL) MAINTAIN 140 KTS

32

2.22. GO-AROUND Going Around is a critical maneuver. To initiate it, PF will perform the following

actions: state GO-AROUND, FLAPS! advances the THRUST LEVERS to GO-AROUND THRUST OF 2230LBS/FT

TQ 2000RPM activates the Go-Around switch on the THRUST LEVER rotate to follow F/D. The AP will disengage automatically. The FD will command about nose up attitude,

wings level. But wings level is hardly what you want. So as soon as the climb is established, the gear is retracted and as speed increases above 120 Kts, switch the FD to HDG and IAS modes in that order. PNF will set flaps to APPROACH initially at the GO-AROUND, FLAPS command of the PF. The PF may request the AP to be reengaged.

At 1500 AAL set CLIMB THRUST (2000 LBS/FT 2000RPM). When passing through 140KTS, retract flaps to the UP position. After the aircraft is cleaned from its landing configuration, PF requests the AFTER TO CHECKLIST!. The aircraft will continue to climb at 160 KTS and push the SPD PERF pb on the FD/AP control panel to allow the airspeed to HOLD 160KTS.

APPROACH AND LANDING STANDARD CALLOUTS AND TASK SHARING FOR ILS APP (CONT) EVENT PF PNF WHEN LANDING CONFIGURATION IS ACHIEVED

BEFORE LANDING C/L!

WHEN LANDING CLEARENCE RECEIVED

BEFORE LANDING C/L COMPLETE!

AT OM OR EQUIVALENT OUTER MARKER __FT!, CHECKED AT 1000 AAL ONE THOUSAND! CHECK THAT THE FINAL COURSE IS CORRECTLY SET

CHECKED!

500 ABOVE DA/DH FIVE HUNDERED! CHECKED! 100 ABOVE DA/DH ONE HUNDERED ABOVE! CHECKED! DA/DH MINIMUM! IF VISUAL REFERENCES ARE OBTAINED

CONTINUE!

IF NO VISUAL REFERENCES ARE OBTAINED

GO AROUND, FLAPS!

AT 60 KTS 60!

33

2.23. LANDING As soon as you cross the runway threshold, set the THRUST LEVERS to IDLE and

allow the airspeed to bleed of all the way to touchdown. With FLAPS 60, the optimum approach speed is 120 KTS. You have to maintain 120 KTS during approach because of the possibility of an engine failure occurring. Even though you can continue the approach

GO-AROUND STANDARD CALLS AND TASK SHARING EVENT PF PNF WHEN A NEED TO GO-AROUND RISES GO-AROUND, FLAPS! ACTIVATE THE GO-

AROUND SWITCH ON THE THRUST LEVER

RETRACT FLAPS TO APPROACH AND SAY FLAPS APPROACH!

WHEN THE GREEN GA LIGHT COMES ON IN THE FMA

GA!

AFTER CONFIRMING THAT THE GA GREEN LIGHT COMES ON IN THE FMA

CHECKED!

WITH A POSITIVE RATE OF CLIMB POSITIVE CLIMB! GEAR UP! SET LG UP, TURN ALL

LIGHTS OFF AND SET THE PROP SYNC ON

WHEN FLAPS ARE UP AND L/G RETRACTED GEAR UP!

1

IF SPEED IS ABOVE 120 KTS HDG PUSH! SPD PUSH!

PUSH THE HDG AND THE SPD PRF PB ON THE FD MODE SELECTOR PANEL. HDG PUSHED, SPEED PUSHED!

WHEN THE HDG AND IAS GREEN LIGHTS COME ON IN THE FMA

HDG / IAS!

AFTER CONFIRMING THAT THE HDG AND IAS GREEN LIGHTS COME ON IN THE FMA

CHECKED!

ENGAGE AP! ENGAGE THE AP WHEN AP GREEN LIGHT COMES ON THE AP CONTROL PANEL

AP ENGAGED!

AFTER CHECKING THAT AP GREEN LIGHTS UP ON FMA

AP ON!

AFTER CHECKING THAT AP GREEN LIGHTS UP ON FMA

CHECKED!

AT 1500 AAL ADJUST NORMAL CLIMB THRUST OF 2000LBS/FT-2000RPM

SET CLIMB THUST!

CLIMB THRUST SET!

AT 140 KTS FLAPS UP! AFTER CONFIRMING THAT SPEED IS ABOVE 140 KTS

SPEED CHECK, FLAPS UP! (SET THE FLAPS TO THE UP POSITION)

WHEN CLIMB THRUST IS SET T.O. & CLIMB CHECKLIST!

READ T.O.& CLIMB CHECKLIST

2

CONTINUE CLIMB AT 160 KTS AS FOR NORMAL TAKE-OFF

34

in a CAT II ILS using the autopilot with an engine failed, if you have to overshoot, 120 KTS would be optimum climb speed single engine.

As soon as the aircraft lands, set the nosewheel on the ground and keep forward pressure on the flight control wheel. Set full reverse on both engines. If you feel the aircraft veering to a side, immediately deselect the reverse on both engines. Smoothly apply the toe brakes and using the rudder pedals keeps the aircraft in the centerline. At 60 KTS PNF says 60. PF deselect the reversers on both engines. CM1 takes control from now on and vacates the runway. Do not perform any after landing task before the runway is vacated.

2.24. AFTER LANDING

2.25. PARKING

When turning facing the ramp marshal, turn off all lights to avoid glaring him. When the aircraft stops, set the parking brake to ON. The engines should only be shut down after a 1-minute cool down period. CM1 requests the ENGINE SHUT DOWN CHECKLIST.

ENGINE SHUT DOWN CHECKLIST C PARKING BREAK ON F/O AVIONICS OFF F/O ELEC.EQUIPMENT OFF F/O INVERTER POWER SWITCH OFF C BATTERY CHARGE CHECKED C ITT BELOW 610'C ONE MINUTE

Frst Engne Started C GENERATOR OFF

C POWER LEVER IDLE C PROPELLER FEATHERED C CONDITION LEVER FUEL-CUT OFF C FUEL PUMP OFF F/O MASTER COMFORT OFF Second Engine Started

C GENERATOR OFF C POWER LEVER IDLE C PROPELLER FEATHERED C CONDITION LEVER FUEL-CUT OFF C FUEL PUMP OFF

AFTER LANDING CHECKLIST (SILENT) PROPELLER CONTROLS

FULL FORWARD CM2

SET BOTH PROPELLER CONTROLS FULL FORWARD

REVERSE THRUST AS DES. FLAPS UP RETRACT THE FLAPS TO THE FULL UP POSITION LANDING LIGHTS OFF CM2 TURN OFF BOTH LANDING LIGHTS. THEY ARE NOT DESIGN TO BE USED AT SLOW SPEEDS AND MAY OVERHEAT STROBES OFF CM2 AS SOON AS THE AIRCRAFT EXITS THE RUNWAY THE STROBES MUST BE SELECTED TO OFF AFTER LANDING CHECKLST COMPLETED

35

F/O MASTER COMFORT OFF F/O BEACON & NAV LIGHT OFF C FUEL SELECTOR OFF C BATTERY MASTER OFF

SHUTDOWN CHECKLIST COMPLATED

36

3. ABNORMAL AND EMERGENCY PROCEDURES

Abnormal and emergency procedures are the actions the crew must take after a failure occurs. The crew uses the "READ AND DO" principle in when reading abnormal and emergency checklists.

3.1. ABNORMAL AND EMERGENCY CALL OUTS

1. Emergency checklist is commanded by PF when required. 2. "EMERGENCY CHECKLIST COMPLETE!" is the announcement by the PNF

that ALL APPLICABLE ACTIONS have been completed. 3. Should the PF require an action from the PNF during ABN / EMERG

Procedures, like a configuration change, the order "STOP CHECKLIST!" will be used. When ready to resume the ABN/EMERG procedures the order "CONTINUE CHECKLIST!" will be used.

3.2. TASK SHARING

The following general task sharing shown below applies to all procedures. PF controls the aircraft throughout the procedure. PF is responsible for: THRUST LEVERS; Control of flight path and airspeed; Aircraft configuration (request PNF to perform configuration change); Navigation (request PNF to tune NAVAIDS); Communications (request PNF to change frequencies); execute the required action as directed by the ABN / EMERG checklist when instructed to do so by the PNF. PNF is responsible for: PROPELLERS LEVERS; CONDITION LEVERS; Reading out loud the ABN/EMERG checklists; Executing the required ABN/EMERG checklists actions or actions requested by the PF, if applicable.

3.3. MEMORY ITEMS The only recall items that you have to perform by memory are:

OXYGEN MASKS........................................................................ ON/100% MICROPHONE SELECTOR SWITCHES............................. OXYGEN MASK INTERPHONE............................................................................. CHECK during the smoke or emergency descend checklist.

3.4. USE OF AUTOPILOT The autopilot (AP) may be used in case of engine failure, including CATI

approaches, when available, down to 200 AGL. However, the AP has not been certified in all configurations, and its performance cannot be guaranteed whit flight controls problems. If the pilot chooses to use the AP in such circumstances, extra vigilance is required, and the AP must be disconnected, if the aircraft deviates from the desired or safe flight path and can only be used down to 500AAL.

37

3.5. INITIATION OF PROCEDURES Procedures are initiated on the PF's command.

No action is taken (apart from cancelling the MASTER WARN or MASTER CAUTION signs by pushing its respective lights) until: The appropriate flight path is established, and The aircraft is at least 400 feet AGL, if a failure occurs during takeoff, approach or go-around. A minimum height of 400 feet is recommended to be achieved before starting any emergency procedure, because it is a good compromise between the necessary time for stabilization, and excessive delay in procedure initiation. In some emergency cases, like an engine fire, PF may initiate actions before this height, provided that the appropriate and safe flight path is established. Always remember these golden rules:

AVIATE (Control the aircraft) NAVIGATE (Return to the normal SID or perform the required EOSID) COMMUNICATE (contact tower/approach and notify them of your

intentions) MANAGE (what to do next)

3.6. CREW COORDINATION

PF will state I HAVE CONTROLS AND COMMUNICATIONS! which will be acknowledged by the PNF with YOU HAVE CONTROLS AND COMMUNICATIONS!.

Emergency checklist is commanded by PF when required (above 400 AGL). Should the PF require an action from the PNF during ABN/EMERG

procedures, the order "STOP CHECKLIST!" will be used. When ready to resume the ABN/EMERG procedures the order "CONTINUE CHECKLIST!" will be used.

"EMERGENCY CHECKLIST COMPLETED!" is the announcement by the PNF that all APPLICABLE ACTIONS have been completed.

EXAMPLE OF CREW COORDINATION AND CROSS CONFIRMATION

Although it is the PF responsibility to request ABN/EMERG Checklists, CM1 has the authority to change roles at any time and take control of the aircraft or ordering actions as he/she see fit.

When in flight, some controls and all irreversible actions must be performed only after both pilots confirm that the correct action is going to be taken. Items that require cross confirmation are:

Retarding THRUST LEVERS; Retarding PROPELLER LEVERS;

INVERTER FAILURE STANDARD CALLS AND TASK SHARING (EXAMPLE) EVENT PF PNF INVERTER FAILURE WARNING

READ FAILURE READ FAILURE

I HAVE CONTROL AND COMMUNICATIONS!

YOU HAVE CONTROL AND COMMUNICATIONS

INVERTER FAILURE CHECKLIST! INVERTER FAILURE

CHECKLIST (EXECUTES CHECKLIST) INVERTER FAILURE

CHECKLIST COMPLETE I HAVE CONTROL, YOU HAVE

COMMUNICATIONS! YOU HAVE CONTROL, I HAVE COMMUNICATIONS

38

Retarding CONDITION LEVERS; Closing FUEL FIREWALL VALVES; Discharging FIRE EXTINGUISHERS; If a failure occurs during Takeoff/Go Around phase, ABN/EMERG Checklists

must be performed only after completion of the After Takeoff Checklist except for situations listed below, which require immediate action as soon as a minimum height of 400 AGL is achieved:

Engine Failure, Fire, Stall, Low Oil Press, and Over limit; Landing Gear recycling; Abnormal Slats/Flaps; Any action deemed necessary to fly the aircraft safely; In these situations, primary actions must be completed before acceleration and

cleanup. The minimum altitude for aircraft cleanup is 1500 AAL. When the aircraft is

cleaned from the T.O. configuration, continue the ABN/EMERG Checklists. The primary actions are marked in BOLD LETTERS in the relevant checklist. When all the ABN/EMERG Checklists are completed, perform the AFTER T.O. CL.

3.7. REJECTED TAKEOFF

The decision to reject the takeoff and the stop action is made by CM1. Therefore CM1 should keep his/her hand on the THRUST LEVERS until V1 is reached whether he/she is PF or PNF. If CM1 wishes to initiate a RTO he/she will say STOP!, takes over the aircraft control, and performs the stopping actions. If he/she wishes to continue the T.O. he/she will say GO!.

Rejected takeoffs have sometimes resulted on runways overrun even though the performance was correctly calculated. This may be due to the following:

delay in initiating the stopping procedure; tires damaged; brakes worn or not working correctly, initial temperature higher than normal; brakes not fully applied; runway friction coefficient lower than expected; error in gross weight determination.

Above 60knots, rejecting the takeoff becomes a serious action that may lead to a hazardous situation. As speed approaches V1, the pilot should be "go-minded".

The decision to reject the takeoff may be taken at the CM1's discretion, depending on the circumstances. Although we cannot list all the causes, CM1 should seriously consider discontinuing the takeoff, if any warning is activated.

Below 60 knots: The speed of 60knots is not critical. It was chosen in order to help CM1 make

his/her decision, and to avoid unnecessary stops from high speed. Any warning below 60 kts should result in a discontinued TO. As a general rule, any MASTER CAUTION or MASTERWARNING should result in a Rejected T.O.

Above 60 knots and below V1: Rejecting the takeoff at these speeds is a more serious matter, particularly on

slippery runways. It could lead to a hazardous situation, if the speed is approaching V1. Very few situations should lead to the decision to reject the takeoff at speeds above 60 kts.

The main ones are: Fire warning or severe engine damage;

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Sudden loss of engine THRUST; Malfunctions or conditions that give unambiguous indications that the

aircraft will not fly safely. Nose gear vibration should not lead to a RTO above 60 knots. In case of tire failure between V1 minus 10 knots and V1: Unless debris from the tires has caused serious engine anomalies, it is far better to

get airborne, reduce the fuel load, and land with a full runway length available. As a general rule, any MASTER WARNING above 60 kts should result in a

Rejected T.O. but not a MASTER CAUTION. The V1 call has precedence over any other call. Above V1 takeoff must be continued, because it may not be possible to stop the

aircraft on the remaining runway. If the decision to perform a RTO is taken, apply the following procedures: Reduce THRUST LEVERS to IDLE; Simultaneously apply full brake pressure; Unless in case of an engine fire or failure, apply full reverse; When passing 60kts, CM2 advised 60; If it is not necessary to stop the aircraft, CM1 cancels the reverse and continue

taxing the aircraft until the runway is vacated; If it is necessary to stop the aircraft on the runway, as soon as it stops CM1 sets

the parking brakes and advises cabin crew: CABIN CREW AT STATIONS! over the PA;

CM2 Notifies ATC; CM1 call for the appropriate checklist; There is no requirement to confirm any actions when the aircraft is on the

ground; If necessary to evacuate the aircraft, CM1 notifies cabin crew: PASSENGER

EVACUATION BY THE LEFT/RIGHT SIDE OF AEROPLANE! CM2 Continues checklists and when done, exits the aircraft to assist passengers

on the ground; CM1 is the last person to exit the aircraft after ascertaining himself that

everyone has safely evacuated the aircraft; If evacuation is not necessary, CM1 notifies cabin crew: CABIN CREW NORMAL OPERATIONS!; 3.8. ENGINE FAILURE AT TAKE-OFF If an engine fails after the aircraft passes V1, the takeoff must be continued.

Apply the following procedures: Use rudder conventionally to stay on the runway centerline. At VR, rotate the aircraft smoothly using a continuous pitch rate to a pitch

attitude of 5 degrees nose up to allow airspeed to increase to 120K and after that to 7. When airborne and with a positive rate of climb, select the landing gear up. Use rudder to prevent yaw. Adjust Rudder Trim. Control heading conventionally

with bank. Engage IAS mode and maintain 120Kts (V2) speed or actual speed if higher (not

greater than V2+10). Adjust MAX THR on the remaining engine. Max TAKEOFF THRUST is

allowed for 10 min in emergency condition. Consider the use of autopilot. Autopilot will only engage after the Rudder Boost

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is disconnected and the rudder trim properly set. PF will say I HAVE CONTROLS AND COMMUNICATIONS! to what PNF

replies YOU HAVE CONTROLS AND COMMUNICATIONS!. While waiting to reach the minimum altitude for checklists execution PF will

call ATC (better talk to APPROACH, not to TOWER) and declare emergency (MAYDAY, MAYDAY, MAYDAY) and state his/her intentions.

At 400 feet AGL minimum, apply the ABN/EMERG checklist primary actions (bold) by requesting the ENGINE FAILURE DURING TAKE OFF CHECKLIST.

At or above acceleration height (1500 AAL minimum), if primary actions are completed, push ALT on FD/AP mode selector for level off and allow the airspeed to increase.

At 140kts select Flaps 0. At 140kts (engine-out operating speed in clean

configuration 120) resume the climb by pushing the IAS HOLD push button. Set MAXIMUM CONTINUOUS THRUST (MCT) (2240LBS/FT 2000RPM)

and climb at 140kts to a safe altitude (check MSA). Continue Emergency checklist. (ENGINE FIRE ON FLIGHT CHECKLIST) When checklist is completed, perform the After TO checklist.

3.9. ABNORMAL / EMERGENCY CHECKLISTS On the ABNORMAL/EMERGENCY checklists, the following rules apply: BOLD items are PRIMARY ACTIONS to be performed as soon as the minimum

altitude for checklist execution is attained (400 AGL minimum). After all PRIMARY ACTIONS are completed, stop reading the checklist, wait for

EO Minimum Acceleration Altitude (1500 AAL), level off if engine failure, accelerate, clean up and climb to a safe altitude.

120 KTS 121 KTS or more

121 KTS or more

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Then complete all the SECONDARY ACTIONS. After completing the SECONDARY ACTIONS, perform the AFTER T.O.

CHECK LIST. Emergencies procedures within a bold box are memory items. Emergencies procedures are identified by a black box label: Abnormal procedures are identified by an empty box label. All checklist actions are to be performed by the PNF except the THRUST

LEVERS, which are actuated by the PF as well as any other unreachable item to the PNF.

3.10 ACCIDENT & INCIDENT (Reference: EU-OPS 1.420, SHT-OPS Item

93.) ACCIDENT An occurrence associated with the operation of an aircraft which takes place

between the time any person boards the aircraft with the intention of flight until such time as all persons have disembarked, in which:

a. a person is fatally or seriously injured as a result of:

i. being in the aircraft;

ii. direct contact with any part of the aircraft, including parts which have become detached from the aircraft; or,

iii. direct exposure to jet blast;

except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew: or b. the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight characteristics of the aircraft; and would normally require major repair or replacement of the affected component; except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin: or c. the aircraft is missing or is completely inaccessible. INCIDENT An occurrence, other than an accident, associated with the operation of an aircraft

which affects or could affect the safety of operation. An incident includes occurrences that: a. Has jeopardized the safety of the crew, passengers or aircraft but which has terminated without serious injury or substantial damage; b. Was caused by damage to, or failure of, any major component not resulting in substantial damage or serious injury but which will require the replacement or repair of that component; c. Has jeopardised the safety of the crew, passengers or aircraft and has avoided being an accident only by exceptional handling of the aircraft or by good

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fortune; d. Has serious potential technical or operational implications; e. Causes trauma to crew, passengers or third parties; f. Could be of interest to the press and news media. Examples include loss of engine cowlings, portions of flap or control surfaces,

items of ancillary equipment or fuselage panels; an altitude excursion; a minor taxiing accident; damage due to collision with ground equipment.

SERIOUS INCIDENT A Serious Incident is an incident involving circumstances indicating that an

accident nearly occurred. 3.11 COMMANDER/CREW POST-ACCIDENT PROCEDURES Immediately after an accident and following the evacuation of any passengers

from the aircraft the Commander, senior crewmember or delegated passenger must carry out the following duties subject to safety considerations and the prevailing situation:

a. The aircraft must be secured in as safe a condition as possible; b. A headcount must be made to account for all persons on board the aircraft; c. The needs of any injured persons must be attended to; d. The remains of any deceased persons should be decently set apart and

covered; e. The distress beacon must be activated and pyrotechnics, if available,

prepared for immediate use; f. If people, dwellings or communications facilities are close to the accident

site, efforts to obtain assistance must be made, having regard to the local situation.

The wreckage of the aircraft must be preserved and unauthorized persons should

not be allowed access to it. An authorized person is any person nominated by the accident investigation authority or regulatory authority, and usually includes police, fire and rescue services.

ACCIDENT REPORTING The initial accident report must be raised within 72 hours by the aircraft

Commander to the company. The Flight Safety Manager is responsible for notifying within 72 hours the accident to the appropriate authority and all other official agencies concerned.

The Accident Report must include the following information: a. Aircraft model and registration; b. Name of Commander and crew particulars; c. Date, time (UTC) and location of the accident; d. Number of persons on board at the time of the accident; e. Number of persons killed or seriously injured; f. The nature of the accident; g. Brief particulars of aircraft or third party damage; h. Details of any dangerous goods on board.

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The overall purpose of accident and occurrence handling, notification and

reporting is: a. To provide, as expeditiously as possible and by the quickest means

available, a maximum of help/medical aid to all persons involved regardless of whether they have already fallen victims to an accident or whether they are immediately threatened and, of secondary importance, to keep damages to property to a minimum, and,

b. To prevent, where possible, the re-occurrence of a similar accident or incident.

INCIDENT PROCEDURES It is the Commanders responsibility to initiate the incident procedure, having first

assessed the event and situation, by informing Flight Operations Control Centre by telephone. If the Commander is in any doubt, contact should still be made and a decision will be sought from the Director of Flight Operations (or his deputy outside office hours) whether or not to continue with the procedure.

The incident report must be raised within 72 hours by the aircraft Commander to

the company. The Director of Flight Operations will: a. Assess the severity and implications of the incident on information received; b. If required, contact all concerned management staff (or their alternates) to

form an Incident/Accident Group. Outside office hours, if the incident is thought to be of a serious enough nature, then consideration must be given to convening a meeting at Company Head Quarters.

c. If any Incident/Accident Group member is not contactable, ensure that that members responsibilities are undertaken;

d. Correlate and disseminate all relevant information; e. Ensure that all appropriate documentation is collected and completed within a

reasonable time frame; f. Ensure that all requirements are being addressed if any responsibilities have

been delegated; g. Ensure that adequate communication is established and maintained with the

aircraft Commander. h. Ensure that all DFDR and CVR data is preserved should it be required for

internal or external investigation. Controlling responsibility for the incident will not be relinquished until it is

certain that: a. As much information as possible has been obtained; b. All relevant documentation has been completed and dispatched to the

authorities, if involved; c. Crew movements are determined; d. Each member of the Incident Group is acting appropriately; e. There is no need for further preliminary action or co-ordination; f. The Flight Safety Manager has been fully briefed; g. The Company Press Office is in possession of factual and updated information.

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When it is unclear or where doubt exists whether an incident is a notifiable

accident or a reportable occurrence it should be notified as an accident without delay. The accident investigation authority will then pass the relevant information on to the safety regulatory authority if it decides to downgrade the event. Similarly, the safety regulatory authority will pass on information to the accident investigation authority if the event is erroneously reported as an occurrence. It should be noted that any delay in reporting an occurrence could, if it became a notifiable accident, seriously affect the efficiency of any subsequent investigation.

GROUND SAFETY INCIDENTS When safety violations by ground service personnel occur (e.g. opening of cargo

doors with engines running, ramp maneuvering traffic violations, misuse of ground support equipment, etc.) the Ramp Services Manager will assume the principal role in any investigation and follow-up.

In order to instigate appropriate action, aircraft Commanders are requested to:

a. Inform ATC if the incident is subject to Ground Movement Control; b. Raise an Air Safety Report; c. Inform Flight Operations as soon as possible by the most expeditious means

(e.g. mobile phone). 3.12. CREW INCAPACITATION PROCEDURES In case of incapacitation of a cockpit crew member, the remaining crew member

shall as soon as practicable; Tighten and manually lock the shoulder harness of the incapacitated crew

member; Push the seat completely aft; Recline the seat back.

If additional crew or couriers are on board, they should. Standard Calls: "ATTENTION, PUSER TO COCKPIT!" The purser or any other crew must proceed to the cockpit immediately, and he should be requested to assist with the above action, and to subsequently monitor the condition of the incapacitated crew member. It takes two people to remove the dead weight of an unconscious body from a seat without endangering any controls and switches. If it is not possible to remove the body, load master / cabin crew shall remain in the cockpit to take care and observe the incapacitated crew member. In coordination with the Load Master;

Request assistance from any medically qualified passenger & check if a type-qualified company pilot is on board to replace the incapacitated crew member.

The active crew members remain at their stations. In case of Commander Incapacitation:

F/O will execute the Commander's tasks and the radio operation, In case of F/O incapacitation:

Commander will execute his own tasks and the radio operation.

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3.13 UNLAWFUL INTERFERENCE PROCEDURES Reference: ICAO Doc 8168, Part VIII Should an aircraft in flight be subject to Unlawful Interference, the pilot-in-

command shall endeavour to set the transponder to Mode A Code 7500 to give indication of the situation unless circumstances so warrant to use Code 7700.

When a pilot has selected Mode A Code 7500 and has been requested to confirm this code by ATC the pilot shall, according to circumstances, either confirm this or not reply at all.

NOTE: The absence of a reply from the Pilot will be taken by ATC as an indication that the use of Code 7500 is not an inadvertent false code selection.

Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or within radar coverage. When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, whenever possible:

a. attempt to broadcast warnings on the VHF channel in use or the VHF emergency frequency, and other appropriate channels, unless considerations aboard the aircraft dictate otherwise. Other equipment such as on-board transponders and data links should also be used when it is advantageous to do so and circumstances permit; and

b. proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated in the Regional Supplementary Procedures (Doc 7030); or

c. if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight by:

150 m (500 ft) in an area where a vertical separation minimum of 300 m (1000 ft) is applied; or

ft) in an area where a vertical separation minimum of 600 m (2000 ft) is applied300 m (1000. 3.14. TCAS WARNING PROCEDURES

TCAS MODES: a. TA/RA displays all intruders. b. TA all RAs are inhibited and converted into TAs:

1. Automatically selected in case of Windshear, Stall, GPWS messages. 2. Manually selected during engine-out conditions and when operating near closely spaced runways.

OPERATIONAL RECOMMENDATIONS: a. Select ABV in climb - the TCAS displays intruders that are between 2,700ft

below and 9,900ft above the aircraft. b. Select NORM in cruise the TCAS displays intruders that are between 2,700ft

below and 2,700ft above the aircraft. c. Select BLW if the cruise altitude is within 2,000ft of FL430, or in descent the

TCAS displays intruders that are between 9,900ft below and 2,700ft above the aircraft.

d. Select TA ONLY, in case of: Engine failure.

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Flight with landing gear down. Operations at specific airports and during specific procedures identified as having significant probability for unwanted RAS, example, closely spaced parallel runways.

e. Crew should comply with the vertical speed limitations during the last 2,000ft of a climb or descent

f. Crew should limit the vertical speed to 1,500fpm during the last 2,000ft of a climb or descent, particularly when the traffic converges in altitude and attempts to level off 1,000ft above or below the pilots assigned altitude.

g. If a TA is generated: 1. PF announces, TCAS, I HAVE CONTROL. 2. Do not initiate an evasive maneuver based solely on a TA. 3. PF flies and announces bearing and distance displayed on his ND. 4. PM looks outside to acquire visual contact.

h. If an RA is generated: 1. Follow TCAS RA orders even if: They disagree with ATC. It results in flying above maximum ceiling altitude with CLIMB, CLIMB

or INCREASE CLIMB, INCREASE CLIMB. It results in crossing the altitude of the intruder. 2. The PF disconnects the AP and requests disconnection of the FDs, thence,

smoothly and firmly follows the green area of the vertical speed scale within 5 seconds.

3. The crew must disconnect the FD as soon as the AP is disconnected to ensure that the auto thrust remains in SPEED/MACH mode.

4. The PM disconnects the FDs and monitors the evasive maneuver. Should the RA occur while in a turn, maintain the turn whilst accomplishing the evasive maneuver.

5. The PF avoids excessive maneuvers and maintains the vertical speed outside the red area. If necessary, the PF must use the full speed range between Vmax and VMAX.

6. The PM notifies ATC, advising of TCAS CLIMB or TCAS DESCENT. 7. When clear of conflict, resume normal navigation in accordance with ATC

instructions and using the AP/FD. 8. File an Incident Report as well as a TCAS EVENT Report

3.14. DISTRESS & URGENCY RADIOTELEPHONY COMMUNICATION PROCEDURES

Reference: ICAO Annex 10, Volume II Distress and urgency traffic shall comprise all radiotelephony messages relative to

the distress and urgency conditions respectively. Distress and urgency conditions are defined as:

DISTRESS: a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.

URGENCY: a condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance.

The radiotelephony distress signal MAYDAY and the radiotelephony urgency signal PAN PAN shall be used at the commencement of the first distress and urgency communication respectively. At the commencement of any subsequent communication in

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distress and urgency traffic, it shall be permissible to use the radiotelephony distress and urgency signals.

The originator of messages addressed to an aircraft in distress or urgency condition shall restrict to the minimum the number and volume and content of such messages as required by the condition. If no acknowledgement of the distress or urgency message is made by the station addressed by the aircraft, other stations shall decide assistance. NOTE: Other stations is intended to refer to any other station which has received the distress or urgency message and has become aware that it has not been acknowledged by the station addressed. Distress and urgency traffic shall normally be maintained on the frequency on which such traffic was initiated until it is considered that better assistance can be provided by transferring that traffic to another frequency. NOTE: 121.5 MHz or alternative available VHF or HF frequencies may be used as appropriate. In cases of distress and urgency communications, in general, the transmissions by radiotelephony shall be made slowly and distinctly, each word being clearly pronounced to facilitate transcription.

In addition to being preceded by the radiotelephony distress signal MAYDAY, preferably spoken three times, the distress message to be sent by an aircraft in distress shall:

a. be on the air-ground frequency in use at the time; b. consist of as many as possible of the following elements spoken distinctly

and, if possible, in the following order: 1) name of the station addressed (time and circumstances permitting); 2) the identification of the aircraft; 3) the nature of the distress condition; 4) intention of the person in command; 5) present position, level (i.e. flight level, altitude, etc., as appropriate) and

heading. NOTE:

1) The foregoing provisions may be supplemented by the following measures: a) the distress message of an aircraft in distress being made on the

emergency frequency 121.5MHz or another aeronautical mobile frequency, if considered necessary or desirable. Not all aeronautical stations maintain a continuous guard on the emergency frequency;

b) the distress message of an aircraft in distress being broadcast, if time and circumstances make this course preferable;

c) the aircraft transmitting on the maritime mobile service radiotelephony calling frequencies;

d) the aircraft using any means at its disposal to attract attention and make known its conditions (including the activation of the appropriate SSR mode and code);

e) any station taking any means at its disposal to assist an aircraft in distress;

f) any variation on the elements listed under b), when the transmitting station is not itself in distress, provided that such circumstance is clearly stated in the distress message. 2) The station addressed will normally be that station communicating with the

aircraft or in whose area of responsibility the aircraft is operating.

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