Q400 Conversion & Training Manual

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DH8 Q400 Conversion & Training Manual – Section 2

1 July 09 Conversion & Training Manual 1-1

DASH 8 Q400 CONVERSION & TRAINING MANUAL

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DHC8 Q400 Conversion & Training Manual – Section 2

1-2 Conversion & Training Manual 1 July 09

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TABLE OF CONTENTS DASH 8 Q400 CONVERSION & TRAINING MANUAL .............................................................................1-1

TABLE OF CONTENTS..................................................................................................................................1-3

1. PREFACE ...................................................................................................................................................1-5

1.1 FLIGHT TRAINING PHILOSOPHY ..................................................................................................1-6 1.1.1 Introduction ..................................................................................................................................1-6 1.1.2 Training Philosophy .....................................................................................................................1-6 1.1.3 Training Administration ...............................................................................................................1-7

1.2 AMENDMENT RECORD ...................................................................................................................1-8 1.3 LIST OF EFFECTIVE PAGES.............................................................................................................1-9

2. DIFFERENCES TRAINING.....................................................................................................................2-1

2.1 COCKPIT PROCEDURES TRAINING ..............................................................................................2-2 2.1.1 Overview.......................................................................................................................................2-2 2.1.2 General .........................................................................................................................................2-2 2.1.3 Flight Deck Layout -.....................................................................................................................2-3

2.2 FLIGHT DECK CHECK....................................................................................................................2-19 2.2.1 General .......................................................................................................................................2-19 2.2.2 Before Start Drills ......................................................................................................................2-19 2.2.3 Review Following EFIS Displays/Controls ................................................................................2-20 2.2.4 FMS Operation...........................................................................................................................2-21

2.3 FULL FLIGHT SIMULATOR TRAINING .......................................................................................2-22 2.3.1 General .......................................................................................................................................2-22 2.3.2 Exercise Contents .......................................................................................................................2-23 2.3.3 Exercise 601 ...............................................................................................................................2-23 2.3.4 Exercise 602 ...............................................................................................................................2-23 2.3.5 Exercise 603 ...............................................................................................................................2-24 2.3.6 Before Start Drills ......................................................................................................................2-25 2.3.7 Engine Starting...........................................................................................................................2-25 2.3.8 Taxiing........................................................................................................................................2-26 2.3.9 Normal Take Off .........................................................................................................................2-28 2.3.10 Climb ..........................................................................................................................................2-31 2.3.11 Cruise .........................................................................................................................................2-32 2.3.12 Descent .......................................................................................................................................2-32 2.3.13 Steep Turns .................................................................................................................................2-32 2.3.14 High Angle of Attack Recovery...................................................................................................2-34 2.3.15 All Engines Operating Circuits ..................................................................................................2-41 2.3.16 Control Lock Release..................................................................................................................2-41 2.3.17 Brake Release .............................................................................................................................2-41 2.3.18 Runway Alignment......................................................................................................................2-41 2.3.19 Take-Off Roll to V1.....................................................................................................................2-42 2.3.20 Captain's Take-Off......................................................................................................................2-42 2.3.21 First Officer's Take-Off...............................................................................................................2-42 2.3.22 Rolling Start................................................................................................................................2-42 2.3.23 Roll-On Take-Off ........................................................................................................................2-42 2.3.24 Cross Check ASI's During Take-Off ...........................................................................................2-43 2.3.25 Rotation ......................................................................................................................................2-43 2.3.26 Circuit.........................................................................................................................................2-43 2.3.27 Normal Landing..........................................................................................................................2-44 2.3.28 Stable Approach .........................................................................................................................2-46 2.3.29 Crosswind Take-Off ....................................................................................................................2-49 2.3.30 Lateral Control ...........................................................................................................................2-49 2.3.31 Crosswind Landing.....................................................................................................................2-50 2.3.32 Bad Weather Circuit and Landing..............................................................................................2-51 2.3.33 Instrument Approaches...............................................................................................................2-54 2.3.34 Plan ahead..................................................................................................................................2-54 2.3.35 Approach Speeds ........................................................................................................................2-56 2.3.36 Holding.......................................................................................................................................2-57

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2.3.37 Non Precision Approach............................................................................................................ 2-57 2.3.38 RNAV (GNSS) Approach............................................................................................................ 2-58 2.3.39 Use of Flight Director................................................................................................................ 2-59 2.3.40 ILS Approach ............................................................................................................................. 2-59 2.3.41 Raw Data ILS Approach ............................................................................................................ 2-63 2.3.42 Navigation Source Selection ...................................................................................................... 2-64 2.3.43 Tracking Tolerances .................................................................................................................. 2-65 2.3.44 Standard Calls ........................................................................................................................... 2-65 2.3.45 Missed Approach - One or Two Engines Operating.................................................................. 2-66 2.3.46 Go-around.................................................................................................................................. 2-66 2.3.47 Reduced Flap Landing............................................................................................................... 2-68 2.3.48 Application................................................................................................................................. 2-68 2.3.49 Rejected Take-Off ...................................................................................................................... 2-68 2.3.50 One Engine Inoperative Circuits ............................................................................................... 2-70 2.3.51 Considerations ........................................................................................................................... 2-71 2.3.52 Application................................................................................................................................. 2-72 2.3.53 Circuit and Landing (One Engine Inoperative) ......................................................................... 2-74

3. Q400 DIFFERENCES TRAINING SYLLABUS & RECORD ............................................................. 3-1

3.1 Q400 DIFFERENCES TRAINING FILE AND LINE TRAINING RECORD PREAMBLE. ..............3-2 3.2 DHC-8-400 DIFFERENCES TRAINING FILE ..................................................................................3-3

3.2.1 Minimum Requirements (Simulator) ............................................................................................ 3-7 3.2.2 Cockpit Procedures Training....................................................................................................... 3-8 3.2.3 DHC-8-400 Simulator Exercise 601 ............................................................................................ 3-8 3.2.4 DHC-8-400 Simulator Exercise 602 ............................................................................................ 3-8 3.2.5 DHC-8-400 Simulator Exercise 603 ............................................................................................ 3-9 3.2.6 DHC-8-400 Simulator Proficiency Exercise 604......................................................................... 3-9

3.3 APPENDIX 1 - COMMAND FORM SCHEMATIC.........................................................................3-44 3.4 APPENDIX 2 - PROFICIENCY CHECK FROM SCHEMATIC (CYCLIC) ...................................3-45 3.5 APPENDIX 3 - ROUTE CHECK FORM SCHEMATIC ..................................................................3-46 3.6 APPENDIX 4 - UNSATISFACTORY PROGRAMS FORM SCHEMATIC.....................................3-47

4. OPERATIONAL REFERENCE MATERIAL ....................................................................................... 4-1

4.1 SIMULATOR/AIRCRAFT DIFFERENCES .......................................................................................4-2 4.2 CYCLIC PREPARATION GUIDE ......................................................................................................4-3

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1. PREFACE

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1.1 FLIGHT TRAINING PHILOSOPHY

1.1.1 Introduction This manual provides information associated with conversion training associated with the Dash 8-400.

The QantasLink Conversion and Training Manual Section 1 addresses initial endorsement, line training and recurrent training for QantasLink Dash8-2/300 operations.

The primary purpose of this manual is to enable crew to fully prepare for training, thereby maximising the potential of achieving quality learning outcomes. It can further be utilised by crew as ongoing reference in preparation for cyclic training and proficiency events, ensuring the highest level of safety through pilot skill and standards is achieved.

All Aircrew members must comply with the directions, instructions and procedures contained in this manual in the performance of their duties. Deliberate deviations from required practices have the potential to impact in training outcomes and pilot standards.

All Aircrew are encouraged to contribute ideas for the improvement of the content or the work practices covered by procedures in this manual. Submit any ideas to the Manager Training & Development.

The Manual will be amended on a regular basis to conform with changing operational requirements, and on receipt of such amendments it is the responsibility of the individual manual holders to incorporate the changes without delay and to record the revisions on the Log of Revisions included in the Manual.

1.1.2 Training Philosophy Q400 Differences training together with cyclic training and proficiency assessments involving abnormal operations are normally to be carried out in an approved simulator. If circumstances require the conduct of training beyond normal operations in aircraft, the Manager Training and Development will be required to convene a risk assessment and seek approval from the Flight Standards Review Group and CASA prior to this occurring.

All training sessions will be the subject of thorough pre- and post- flight briefings addressing details of the training to be conducted and the training objectives for the session. Each planned manoeuvre will be reviewed to an appropriate level of detail.

Specific procedures associated with normal and abnormal operations are described in this manual only to the extent necessary to assist in the training process. Consequently, this manual should be read in conjunction with the appropriate sections of the FCOM, AEPM and FAM.

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1.1.3 Training Administration The rules and procedures to be followed during Flight Training are described in the Training and Check Manual:

The structure of the Flight Operations Department, including the CAR 217 Organisation, is described in section one

The training pathways for new entrant and upgrade promotional training is described in section 2

The description of the Cyclic Training and Proficiency program, in-aircraft training procedures and recent experience training is located in section 3

The process of selection and training of Training and Check Captains is described in sections 4 and 5

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1-8 Conversion & Training Manual 13 June 11

1.2 AMENDMENT RECORD

A MAIS bearing the amendment number will accompany all formal amendments to this manual. Enter the amendment number in order, together with the date filed and the initials of the person entering the data on the form below.

AMENDMENT No.

PART AMENDMENT

AMENDMENT DATE

ACTIONED BY

DATE AMENDED

Issue 1

1.01 2.3.14 13 June 11

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1.3 LIST OF EFFECTIVE PAGES Page Date Page Date Page Date

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2. DIFFERENCES TRAINING

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2.1 COCKPIT PROCEDURES TRAINING

2.1.1 Overview This training course is designed for current Dash 8 200/300 Flight Crew converting onto the Dash 8 400. The training path for both Captains and First Officers comprises four primary elements as follow:

1. Ground School comprising:

• DHC-8-400 Type differences course,

• DHC-8-400 Type performance course, and

• DHC-8-400 FMS and systems integration training.

2. Cockpit Procedures Trainer & Full Flight Simulator training,

3. Line training conducted on revenue flying operations, and

4. A route check.

2.1.2 General Following the successful completion of the initial ground school, aircraft ground time will be utilised for a session of instruction on:

The Differences in Layout of the Q400 cockpit

Operation of various Flight Deck systems, particularly the Electronic Flight Instrument System (EFIS) and the FMS

Flight deck drills and their associated checklists

The Instructor will provide training input throughout the exercise where required, however a thorough preparation by the candidate is required to establish an adequate level of knowledge ensuring meaningful learning.

All drills and checks should be completed as per the Flight Crew Operating Manual and the instructor will provide explanation or training input as required to complete the drills.

The cockpit inspection includes circuit breakers, location of the various items of emergency equipment and review of all the aircraft’s documents.

The Trainee should familiarise him/herself with the adjustment of the seats and rudder pedals. Cockpit lighting and the location of all switches and controls should be thoroughly reviewed. The Instructor will review with the trainee the ARCDU operation, the electronic flight instrument system, the AFCS and the associated system test procedures required during the Before Start Drills.

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2.1.3 Flight Deck Layout - The following diagrams provide a general overview of the flight deck layout that will be reviewed during the exercise. No detailed system discussion will be conducted during the initial overview, this discussion will be conducted as part of the before start drill sequence. Further details may be extracted from the AOM.

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General View

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Overhead Panel

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Left Glare shield

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Centre Glare shield

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Right Glare shield

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Instrument Panel

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Forward Centre Console

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Centre Console

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Aft Centre Console

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Steering Hand wheel Console

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Pilots Side Panel

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Co Pilots Side Panel

Following the general overview of the flight deck layout, the Check Captain will provide guidance as necessary to review each of the following. Although no requirement is established for the demonstration of competencies at this stage of training, a thorough preparation by reviewing the following items as detailed in the FCOM will facilitate achieving the learning objectives :

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2.2 FLIGHT DECK CHECK

2.2.1 General The Flight Deck Check should be completed in accordance with the FCOM section 3.2.6. A high level of discipline is required with the conduct of the flight deck check to ensure omissions do not occur. Training input will be provided if necessary, however there is an underlying expectation that crew will be able to recall the necessary items due to commonality with the DHC8-2/300 aircraft

Common Errors

• Conducts items out of sequence

• Adds additional items that are not required

• Omits required items

2.2.2 Before Start Drills The before start drills are defined separately for both the Captain and First Officer in FCOM section 3.8. The drills will be conducted by the trainees including the First Flight of the Day items. During the conduct of the drills the Check Captain will provide discussion opportunity on the functionality of controls and switches together with operational procedures. Training input will be provided as necessary to ensure correct operation and adequate understanding of each system with specific emphasis on the following:

• ADC Test • Stall Warning System Test • Auto Feather Test • ARCDU Operation

o Expanded Pages o TCAS Test o Channel Function o Frequency Selection and Transfer o Speaker operation/adjustment o Volume Control o Dimming Control o TXPR operation (observe TCAS indications when ON) o Emergency Mode (demonstrate audio COM 1 & Hot MIC) o HOT MIC (demonstrate speakers disabled)

• Control Locks must be removed prior to Aileron Trim Test • Operation of ICP (setting speed bugs/QNH/MDA/DH) • Completion of before Start Checklist

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2.2.3 Review Following EFIS Displays/Controls Operation of EFCP

• Select both MFDs to NAV • Select each PFD NAV source to VOR and FMS observing CDI colour and

NAV source annunciation • Select various map scales and observe display • Select 360degree plan view with FORMAT and observe display • Select ARC Map FORMAT and observe display, identify that CDI may be

changed on MFD but PFD may still remain in FMS mode with no changes to active lateral navigation

• Select TCAS display on MFD and observe display. Note TCAS reverts to AUTO with Range beyond 40nm

• Select TERR display on MFD and observe indications • Select Bearing pointer to ADF, VOR and FMS while observing indications • Select DATA and observe indications of VOR, Airports, Both and None with

sequential pushes • Select MFD to PFD and observe indications, including AVAIL indicating on

PFD • Select MFD to ENG and observe indications, including composite systems

display on opposite MFD

Operation of ESCP

• Select Both MFD’s to SYS • Press each SYSTEM button to display corresponding system page and review

each page. • Identify the default system page of ELEC • Select MFD 1 to Doors and MFD2 to Electrical • Select ALL and demonstrate cycling through system pages

Operation of ESID

• Identify NORM selection on ESID • Discuss Failure of ATT or HDG (AHRS) with indications and refer to QRH for

ATT fail. • Select ATT/HDG Source to 1 or 2 and discuss system operation while

observing indications • Discuss Failure of IAS or ALT (ADC) with indications and refer to QRH for IAS

fail. • Select ADC Source to 1 or 2 and discuss system operation while observing

indications

Although no formal requirement of competency is established for this stage of training, candidates must ensure they have reviewed all required items as detailed above.

Subsequent training events associated with Full Flight Simulator Training are designated competency based assessments and require flight crew to demonstrate the conduct of drills without training input to be assessed as competent.

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Common Errors

The most common deficiency or error observed with this stage of training is a lack of preparation on the part of the trainee, whereby an inability to conduct a required procedure occurs. A thorough preparation by reviewing all FCOM drills will provide adequate levels of knowledge for satisfactory progress.

2.2.4 FMS Operation This portion of the cockpit procedures training builds on the syllabus items covered in the FMS ground school. Crew should have ability to demonstrate to the Check Captain the following items without training input. The purpose of the assessment is to establish crew competency in the conduct of basic FMS operation prior to undertaking Full Flight Simulator activities

• FMS initialisation • Loading of basic Flight Plan • Insertion of SID • Manual Leg Change • FPL amendment to destination not in original FPL • Insertion of STAR • Insertion of Approach • Fuel Page and Fuel Data Entry

The following items will also be reviewed and training provided as necessary. Although a formal competency assessment is not required on these areas, the crew must demonstrate an adequate level of knowledge of the location of the relevant pages and data entry.

• Flight Details/Weight Entry • Fix page

Common Errors

• Rushes Data Entry causing data entry errors

• Fails to obtain confirmation from other crew member prior to executing

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2.3 FULL FLIGHT SIMULATOR TRAINING

2.3.1 General Full Flight Simulator training is designed to introduce a pilot who is current on DHC8-2/300 aircraft to the DHC8-400 series aircraft. The training is structured on a competency based training platform, where the objective is to provide training to crew whereby they can demonstrate competency in normal and abnormal manoeuvres.

Each exercise or manoeuvre contains its individual elements of competency, however in general terms, trainees should consider the term competency as an ability to conduct or perform a required sequence to the required standard without training input.

As guidance, Check Captains are required to make assessments of a number of items in any given lesson plan. These items may be annotated with specific instructions for the Check Pilot.

Where a specific training item is annotated with the comment “Monitor ”, the Check Captain will ensure compliance with the identified item. If training input is required to ensure successful completion of the item it will be provided by the Check Captain. There is no limit to the amount of training that can be provided, however if training input is provided the item CAN NOT be assessed as competent in the trainees Q400 conversion file.

Where a specific training item is annotated with the comment “Completed without error ”, the Check Captain is to ensure compliance with the identified items. If errors are observed, these should be identified and corrected with training input following completion of the required task. If training input is provided the item again CAN NOT be assessed as competent in the trainees Q400 conversion file.

Where a specific training item is annotated with the comment “able to recall ”, the Check Captain is to ensure the trainee has the ability to recall the required function and or indications associated with the item. If the trainee is unable to recall the function or indications, the Check Captain should provide training input and demonstrate the functions. If training input is provided the item CAN NOT be assessed as competent in the trainees Q400 conversion file.

The Full flight simulator activities provide ample opportunity for crews to demonstrate competency in the execution of the required items. A crew progressing at an expected normal rate should complete all required competencies within the rostered period of three full flight simulator sessions.

Prior to each simulator exercise, trainees can expect a detailed briefing aided with Power Point Presentations that will include in many cases visual animations or videos related to the exercise being undertaken. A copy of these presentations will be made available on CD prior to the event to assist trainees in their preparation.

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2.3.2 Exercise Contents

Full Flight Simulator activity contains elements of normal and abnormal operations designed to support the development of competency in handling the Q400 aircraft. In some sessions the elements are repeated to allow repeated practice of significant items. It is expected by the end of full flight simulator training competency will be demonstrated in all required elements.

The following paragraphs contain the elements of each full flight simulator activity. Each element is described in detail in subsequent sections to facilitate a thorough preparation by the trainee.

2.3.3 Exercise 601

� Before Start Drills

� Engine Starting

� Taxiing

� Normal Take Off

� Climb

� Cruise

� Descent

� Steep Turns

� Aileron Trim Runaway

� Stalling

� ILS Approach

� Normal Landing

� Normal Circuits

� Shut Down

� Battery Start

2.3.4 Exercise 602


� Engine Starting

� Abnormal Start Procedures

� Taxiing

� Normal Take Off

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� Climb

� Cruise

� Descent

� ILS Approach

� Normal Landing

� Reduced Flap Landing

� Asymmetric Circuits

� Crosswind Operations

� Bad Weather Circuit

� Rejected take Off

2.3.5 Exercise 603


� Engine Starting

� Taxiing

� Normal Take Off

� Climb

� Cruise

� Descent

� GNSS RNAV Approach

� ILS Approach

� Normal Landing

� EFIS Malfunctions

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2.3.6 Before Start Drills

The drills to be conducted before the engines are started are detailed in the FCOM. The sequence in which the drills are conducted has been determined by the physical location of the relevant items. The procedures begin at the Captain’s circuit breaker panel and proceed around the flight deck systematically addressing the:

• Overhead panel

• Glareshield panel

• Flight instrument panels

• Forward side panels and engine instruments and

• Centre console

2.3.7 Engine Starting

Before attempting the initial engine start, review the engine start limitations.

Ensure that the seat position and rudder pedals are adjusted to allow unrestricted operation of all flight controls and the brakes. Seat harnesses should be secured.

Engine starts are normally made with the flight crew in visual and interphone communication with the ground crew. Complete the BEFORE START checklist. If required, obtain start-up clearance from ATC and a clearance to start each engine from the ground crew, who will ensure the area is and remains clear. Prior to actually selecting START for each engine, visually confirm and advise that the propeller area is clear.

The Q400 engines are controlled by FADEC (Fully Automated Digital Engine Control) and this presents a substantive difference to the DHC8-2/300 aircraft. The start technique for the Q400 requires the selection of condition levers to START FEATHER on initial identification of Nh rise allowing FADEC to control fuel flow in addition to ignition sequencing

� The FCOM provides information relating to engine starts as follows:

� Section 1.8 - Power Plant Limitations

� Section 2.3.1 -Technical information related to engine start.

� Section 3.9.1 – Engine Start Procedure

Flight crew must be familiar with the detailed FCOM areas as they form the required standard against which competency must be demonstrated.

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Common Errors

• Fails to utilise correct communication with Ground Crew

• Fails to select condition lever to START & FEATHER on Nh indication

• Fails to check SELECT and START lights are out

• Fails to check oil pressure greater than 44psi

• Fails to check ENG OIL PRESS warning light, ENG FUEL PRESS and ENG HYD PUMP caution lights extinguish

• Fails to utilise correct terminology of STARTER OUT when SELECT and START lights are both extinguished

• Calls STARTER OUT prior to both SELECT and START lights being extinguished

2.3.8 Taxiing

Prior to taxiing the hydraulic system quantities and pressures should be checked in accordance with the AFTER START drills and checklist as detailed in FCOM section 3.10.

With the condition levers selected to MAX, the power levers should normally remain at DISC, however they may be placed slightly forward of the disc position to assist in noise reduction. Care should be taken in this case to avoid positive thrust and prop blast if remaining on the parking bay for any extended period. Apply the toe brakes fully then slowly and smoothly release the park brake. Release the toe brakes and if necessary, advance the power levers in the discing range to start the aircraft moving. Allow the aircraft to move forward before turning. Control taxi speed with the power levers in the discing range and avoid prolonged use of the wheel brakes.

Do not attempt to commence taxiing with the power levers at or near FLT IDLE as the thrust is considerable at this setting and the aircraft will accelerate quickly to a speed well in excess of a comfortable taxi speed.

Steering with the tiller provides a maximum nosewheel deflection of ±70° from centreline. If tighter turning is required differential braking and power, together with maximum deflection of the tiller can be used to deflect the nosewheel beyond 60° at which point it will disconnect from the steering mechanism and caster up to 120° either side of centre.

To reconnect, centre the nosewheel and normal steering will be available.

On the ground, the rudder pedals will turn the nose wheel up to 8° either side of centreline. This function is for use during high speed taxi and take-off and landing.

Taxi speed should be reduced below 15 kts prior to turning on normal taxi ways (minimum 18 m wide) and 10 knots on narrow taxiways (less than 18m but not less than 15m wide). Harsh over controlling may cause the nosewheel steering to disconnect requiring reconnection as previously described.

Specific details relating to normal Taxi are contained in FCOM section 2.6.1 and Narrow Taxiway operation in FCOM section 2.6.2. Caution should be exercised on narrow taxi ways and Captains should exercise caution in applying judgemental oversteer to ensure the inbound main wheel does not compromise the taxiway edge.

Obstruction avoidance during turns is ensured by observation of wing-tip clearance, the tail of the aircraft always being within this arc. Control locks should be engaged during taxi.

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On wet or slippery surfaces, nose wheel steering angles and taxi speed should be kept to a minimum to avoid the necessity for harsh brake application and possible skidding.

Reverse taxiing is not permitted in the Q400, with the section 2.6.2 being reserved in the FCOM.

Common Errors

• Excessive power used to initiate taxiing.

• Excessive power used during taxi, requiring frequent brake application.

• Taxiing too fast.

• Large, coarse nose wheel steering corrections.

• Rapid or harsh steering application to initiate or recover from turns.

• Not taxiing on the centre line.

• Undershooting turns and putting the inboard main gear off taxi-ways.

• Riding Brakes causing excessive brake ware

• Trying to steer with brakes during brake application.

• Application of brakes too late, and therefore, too hard.

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2.3.9 Normal Take Off

This section summarises the procedures to be applied during normal take offs and should be read in conjunction with details provided in the FCOM. The FCOM provides information relating to take offs as follows:

Section 1.8 - Power Plant Limitations

Section 2.7 – Technical information relating to Take Offs

Section 3.12 – Drills and Standard calls for Take Offs

Take-Off Roll to V1

Although the First Officer maintains a check on engine instruments throughout the take-off roll, the Captain alone makes the decision to continue or reject the take-off for any reason. Rejecting a take-off will require retarding of the power levers so the Captain's hand must remain on the power levers, until reaching V1, for all take-offs.

Captain's Take-Off

The Captain retains controls the power levers on all take-offs.

The Captain maintains directional control using the rudder pedals.

The Captain advances the power levers to approximately 60% of the normal take-off torque. They then calls "SET POWER", keeping their right hand on the power levers.

The First Officer will call “Autofeather armed”, advance the power to the detent position using the power lever shafts and then lift their hand from the power levers. Engine parameters, particularly torque and ITT, must be monitored throughout the take-off.

The First Officer (Pilot Not Flying) will call “70 KNOTS”. This call serves as a cross check of ASI’s during the take off roll.

The First Officer will call "V1" and “ROTATE” at the appropriate speeds. It is important that the V1 callout is completed by the time the actual IAS reaches V1 on the IAS indicator. Therefore, some anticipation will be necessary depending on the rate of acceleration.

The Captain places both hands on the control column and rotates the aircraft to the required body angle. When a positive rate of climb is achieved the gear is retracted and the take-off proceeds as described in the FCOM.

First Officer's Take-Off

The same general procedure as for a Captain’s take-off, except as follows:

When the Captain calls “your controls” the First Officer takes full directional control of the aircraft with the rudder pedal steering and places both hands on the control column. After the F/O says: “On Centre Line, Call me V1 at…, set power”, the Captain will call “Autofeather armed”, set the power by advancing the power levers to the detent position and continue to guard the tiller and brakes in case of a rejected take-off.

The Captain will make the appropriate calls for “70 KNOTS, V1 and ROTATE”.

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Rolling Start

Rolling starts are required. After the aircraft is lined up the brakes are released and power is applied as the take-off roll begins. The correct power for take-off must be set by the time the aircraft reaches 50kt.

Roll-On Take-Off

Roll-On take-offs are performed without stopping at the end of the runway. Roll onto the runway using nosewheel steering. From this point on all other procedures are the same as for a rolling start take-off.

Cross Check ASI's During Take-Off

It is essential practice for the Pilot-Not-Flying to call “70 kts” and "V1". The Pilot-Flying is responsible for checking his own airspeed and ensuring rotation is commenced at VR. Any disturbance (engine monitoring, radio etc.) may distract the PNF and cause him to call V1 at an incorrect speed or forget to call it at all.

Rotation

In training it is common for the Trainee to overshoot VR, resulting in nosewheel lift off well after VR and mainwheel lift off well after V2. A delayed rotation can be critical when the take-off is runway length or obstacle limited and an engine failure occurs. A delay in rotation will result in a longer take-off roll, exceeding V2 and a take-off climb path below the required flight path.

Rotating to the correct take-off attitude too soon may extend the take-off roll or cause an early lift off which will result in a lower rate of climb and the predicted flight path will not be followed.

Over rotation on take-off adversely affects take-off performance. The nose high attitude will cause an increase in drag delaying acceleration to lift off speed.

Over rotation generally goes with early rotation and if an engine failure is suffered, the results could be disastrous.

During take-off with an aft C of G, the aircraft is more responsive in pitch and some anticipation may be required in order to avoid over-controlling.

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Common Errors

• Uses tiller steering for directional control instead of rudder pedal steering.

• Rough nosewheel steering.

• Uses too much runway aligning the aircraft in the take-off position. Use a short turn on and correct for proper alignment at the start of the take-off roll.

• Sudden brakes release

• Does not cross check his ASI for “70 kts” and "V1" calls.

• Under rotates at VR - requires more runway.

• Over rotates at VR.

• Rotates late.

• Does not rotate until “Rotate” call is made

• Rotation rate is too low

• Rotation rate is too high.

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2.3.10 Climb

The Q400 utilises three standard climb profiles. These climb profiles are summarised in FCOM 3.12.4. During full flight simulator differences training type I and type II profiles will be utilised.

When initially selecting IAS on the flight guidance controller, type II (intermediate) or IAS 185 should be requested and selected. When the aircraft is established above the LSALT or MSA, a type I (high speed) or IAS 210 should be selected providing due consideration for track direction and weather conditions.

The increased power of the Q400 introduces a need to monitor carefully the IAS during transient altitude captures associated with step climbs or climb restrictions. When any mode change occurs from IAS to ALT the pilot flying must monitor the IAS and make necessary power reductions to ensure the company airspeed limitation of VMO minus 10 is not exceeded.

When transitioning from an interim altitude to a climb, a variety of techniques may be utilised however the following will assist trainees in ensuring appropriate automation management and control.

If the IAS is below the intended climb speed (Cruising 190KIAS and then planning to climb at 210 KIAS), the following procedure may be utilised to establish a climb profile. With the aircraft established in stable level flight;

Select IAS on the FGC

Advance power smoothly to the detent (the increased thrust will cause a climb based on the nominated airspeed being maintained as the active vertical mode)

Roll the pitch wheel smoothly at a gradual rate to achieve the desired IAS (rapid rolling of the pitch wheel should be avoided to avoid unwanted large or rapid pitch changes)

If the IAS is above the intended climb speed (Cruising 235 KIAS and then planning to climb at 210 KIAS), the following procedure may be utilised to establish a climb profile. With the aircraft established in stable level flight;

Select IAS on the FGC

Roll the pitch wheel smoothly at a gradual rate to achieve the desired IAS (the FGC will command a climb to achieve the nominated IAS)

Advance power smoothly to the detent (the increased thrust result in the aircraft establishing in a stabilised climb)

Any combination of the above or other techniques are suitable for crew to utilise, however care and consideration must be applied to ensure that any limitations are not exceeded together with ensuring flight profiles are consistent with expectations. By way of example, it would be inappropriate to select IAS and then increase the power briskly to detent power if cruising at VMO minus 10 and transitioning to a climb. The FGC will take a short period to recognise the IAS increase associated with the power application prior to commanding an increase in pitch attitude. This process may result in a potential VMO over speed.

Additional information may be found in FCOM section 2.8

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Common Errors

• Fails to control transition from ALT to nominated climb profile speed

• Fails to verbalise mode changes

• Engages inappropriate modes resulting in undesired aircraft profile

• Fails to select MCL following selection of 850 Np at transition

2.3.11 Cruise

With the aircraft established at the required cruising altitude the procedure detailed in section 2.9 of the FCOM should be utilised. The significance of using the intermediate cruise speed power setting can not be over emphasised as it provides significant improvements to engine life as well as providing long term fuel savings when compared to the selection of MCR As a result the use of MCR is not approved.

Some early model aircraft have a prohibited NL range of 85% to 86%. In these aircraft a placard is fitted to the base of the Engine Display (ED) stipulating continued operation in the range is prohibited. Should the intermediate speed cruise setting result in the NL falling in the prohibited range in these aircraft, then 87% NL should be set.

Common Errors

• Sets ISC Power Setting prior to reaching 300 KTAS

• Fails to select MCR prior to setting ISC power setting

• Sets ISC power setting with resultant NL between 85% and 86%

2.3.12 Descent

Descent practices are predominately consistent with those utilised in DHC8-2/300 aircraft, in that a nominal three degree profile is adopted. FCOM section 2.11 provides detailed technical information relating to the conduct of normal descents however it is important that the trainee is aware of the changing VMO between 10,000’ and 8,000’.

During this period the trainee must maintain sound situational awareness and adopt appropriate practices that ensure an ability to maintain profile while providing sufficient protection from airspeed limitations being exceeded. During training check pilots will provide guidance to ensure trainees are equipped with a process that will ensure compliance.

One suggested practice is for crew to reduce power to flight idle at F120 when established in a descent at VMO minus 10.

Common Errors

• Reluctance to establish airspeed at VMO minus 10

• Fails to plan ahead and make power reduction to ensure 250 KIAS at 10,000ft

• Fails to plan ahead and make power reduction to ensure VMO minus 10 at 8,000ft

2.3.13 Steep Turns

The handling of the Q400 during steep turns is predominately consistent with DHC8-2/300 aircraft. Small variations in airspeed and power settings for entry are present however the technique for the conduct of the procedure is common.

Noteworthy is the need for the crew member to interpret a “TAPE” type presentation for airspeed and altitude during the manoeuvre.

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Set the aircraft up in level flight at 180 KIAS. Approximately 28% torque on each engine will be required. Make a coordinated entry into a 45 degree banked turn; adding 10% extra torque each side to prevent speed loss. Initiate roll-out with 10 degrees of heading to go, reducing power as the bank angle passes 30 degrees.

Tolerances: Angle of bank ±5°

Airspeed ±10kt

Altitude ±100 feet

Roll-out heading ±10°

Common Errors

Entry

• Too high a roll rate. This will generally result in loss of height or rapid application of elevator to prevent height loss, eliminating smoothness of entry.

• Reluctance to roll to the correct angle of bank.

• Premature back pressure resulting in a climb during entry. This is generally followed by steepening the bank angle to arrest the climb rather than using the elevator to check the climb and then smoothly correcting the altitude deviation.

Maintenance

• Fails to scan altimeter resulting is sustained altitude deviations

• Fails to scan airspeed resulting in sustained airspeed deviations

• Fails to maintain sufficient elevator pressure when approaching required bank angle. A continuous descent generally results.

• Reluctance to make the required power change resulting in a change in airspeed.

• Tends to chase performance.

Recovery

• Roll out commences too late; overshoots required heading.

• Maintains back pressure for too long during roll out and consequently climbs.

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2.3.14 High Angle of Attack Recovery

2.3.14.1 Introduction An aircraft stalls when the angle of attack increases to the stalling angle. At this angle the airflow separates from the upper surface of the wing causing a substantial loss of lift. Since high angle of attack is usually associated with low speed, pilots normally consider a stall to be a low speed event. However, a stall is fundamentally a high angle of attack event and the aircraft will stall whenever the stalling angle of attack is reached, regardless of speed. Stalling can be related to a speed and pilots must have some knowledge of the stalling speed for their aircraft. The stalling speed will vary with gross weight, flap setting, engine thrust and load factor. The Q400 stall warning system provides a display of stalling speed to help the pilot maintain a safe margin from stalling.

2.3.14.2 Stall Warning The Q400 incorporates two angle of attack sensors on the forward fuselage. The stall warning modules (SPMs) use data from these sensors to determine corrected angle of attack. When the corrected angle of attack reaches a predetermined warning threshold the stick shaker activates. The Q400 also incorporates a stick pusher system. If the angle of attack increases to the pusher threshold, the pusher system activates to provide a nose down elevator input that assists the stall recovery process. Since the system uses angle of attack to detect proximity to a stall, it provides a reliable warning regardless of speed, gross weight and load factor. The Q400 system also incorporates a means to account for ice on the airframe. If there is ice on the wings the aircraft will stall at a lower angle of attack. When there is or may be ice on the aircraft, the REF SPEEDS switch is selected to INCR by the pilot. With INCR selected the stall warning computer reduces the stick shaker and stick pusher activation threshold angles. In this way the stall warnings are provided at a higher speed to preserve the margin above the stall with ice on the aircraft. It is important to recognise that this bias is active whenever the REF SPEEDS switch is selected to INCR, regardless of whether there is ice on the aircraft or not. It is paramount that the pilot maintains airspeed above the increased stall warning speeds whenever INCR is selected. Similarly, it is important that the REF SPEEDS switch is selected off when the aircraft is no longer affected by ice. Q400 aircraft incorporate a red low speed cue on the PFD airspeed display. This provides a continuous display of the reference stalling speed computed by the SPMs for the current configuration and flight conditions. In addition to this warning, airspeed at or below the reference stalling speed will be displayed in red.

2.3.14.3 Minimum Reference Airspeed The minimum reference airspeed is the minimum speed scheduled in the AFM at which the aircraft is intended to be flown. That is, the reference airspeed (V2, VFR, VBG, or 1.23VSR/VREF) applicable to the phase of flight or manoeuvre without any Company procedure or personal additives applied. It is normally determined (as a function of weight and flap setting) directly from the speed cards provided on the flight deck or by reference to the PFD speed bugs.

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The pilot must also account for any change to the scheduled speeds imposed by the QRH, MEL or otherwise, to account for unserviceabilities or configuration differences, if applicable. Additional airspeed factors will be required when operating with REF SPEEDS – INCR selected. The flight deck speed cards include reference airspeeds applicable to REF SPEEDS – INCR.

2.3.14.4 Stall Avoidance There are five aspects to avoiding a stall. Avoid low speed Since pilots identify stalling with low speed, the primary means of avoiding a stall is to maintain airspeed above the minimum reference airspeed for the configuration and weight. Minimum reference airspeeds, as a function of weight and flap setting, are published on the speed cards displayed on the flight deck. Minimum speed callouts, whenever configuration is changed, help the pilot maintain continual awareness of the minimum reference airspeed. Attitude/power awareness Avoid a high pitch attitude/low power combination that will be associated with or indicative of a high angle of attack condition. Load factor awareness Avoid high manoeuvring load factors that could be associated with reaching the stalling angle at a high airspeed. The manoeuvring load factor increases as the bank angle increases and has a direct impact on the speed at which the stick shaker and stick pusher will activate. Autoflight mode awareness Both pilots must be aware, at all times, of the active and armed autoflight modes, especially when automatic mode transitions occur. This is particularly important during descent and approach when altitude capture or other vertical flight path changes must be accompanied by power changes to maintain the intended airspeed and prevent airspeed decaying below the minimum reference airspeed. Icing awareness Remain aware of the icing state of the aircraft and ensure that the ice protection systems are selected accordingly. The aircraft may stall at a higher speed, with reduced warning margin or possibly with no warning at all, if there is ice on the airframe. The state of the REF SPEEDS switch should be considered carefully. � If INCR is selected, the stall warning speed thresholds are biased upwards. If INCR is

selected but there is no ice on the aircraft a stall warning will occur well before the aircraft approaches a stall.

� If REF SPEEDS is off when there is ice on the aircraft, the aircraft could stall with no warning.

In terms of avoidance, it is important that the REF SPEEDS switch is in the correct position for the flight conditions. To avoid a stall the switch must be on if there is ice on the aircraft. To avoid an inappropriate (early) warning the switch should be off when the aircraft is aerodynamically clean.

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2.3.14.5 Stall Recognition The following symptoms may be associated with an impending or actual stall: � Low IAS, � Proximity to the low airspeed cue on the PFD, � Red airspeed indication on the PFD, � High pitch attitude, � Airframe buffet, � Uncommanded wing drop, � Sudden pitch down, � Stick shaker activation, � Stick pusher activation.

All are associated with high angle of attack and may occur in isolation or combination, depending on the flight conditions.

2.3.14.6 Stall Recovery The single most important action to recover from a stall or impending stall is to reduce the angle of attack. This principle is reinforced by the AFM procedure which is titled:

HIGH ANGLE OF ATTACK RECOVERY PROCEDURE

The subtitle to the AFM procedure is more detailed

“Recovery from Stall Warning and Stall (stick shaker, unusual airframe buffet, uncommanded wing drop, activation of stick pusher, and presentation of red low airspeed cue)”.

The procedure is included in Section 5 of the FCOM. The following points should be noted carefully. The autopilot must be selected off. This will occur automatically if the stick shaker has activated but if other symptoms such as airframe buffet occur first, the autopilot must be disengaged manually by the pilot. The primary recovery action is to reduce pitch attitude (to reduce angle of attack). Relax any control column pull force and/or move the control column forward to reduce pitch attitude. This may cause loss of altitude so the amount of pitch down must be limited according to height above ground. Power must be increased. Advance the POWER levers to the RATING detent and the CONDITION levers to MAX/1020. Power increase will cause the aircraft to pitch up so the need for nose down elevator input to stop the aircraft pitching up into a secondary stall is reinforced. If the aircraft is banked, apply roll control to level the wings. This will reduce any load factor effects that may adversely affect stalling speed and will reduce altitude loss. Roll control remains effective at low speed and must be used to achieve and maintain wings level. Small rudder inputs may be used to stop any yaw (skid ball centred), particularly as power is applied. Large rudder inputs to correct bank must not be made. Excessive rudder inputs will cause large yaw and roll excursions that will delay recovery from the stall and could lead to loss of control. Accelerate to the minimum reference airspeed for the current configuration and any additional airspeed factors, if applicable. The Pilot Monitoring will refer to the scheduled

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speeds card and call out the appropriate minimum reference airspeed. Do not change configuration. Provided the pitch attitude is managed correctly, these actions will reduce angle of attack and accelerate the aircraft away from the stalling speed. The procedure is completed when the airspeed has increased to at least the minimum reference airspeed permitted for the current aircraft configuration and the aircraft flight path is stabilised. The configuration should not be changed during the recovery. Retracting the flaps would serve only to increase the stalling speed and delay the recovery.

2.3.14.7 After the Recovery Subsequent actions will depend on the phase of flight in which the stall event occurred. If deviation from the intended flight path has been contained it may be possible to continue with the planned flight without further action. Following stall recovery below the MSA, conduct the normal go-around/missed approach procedure and climb to a safe altitude. During descent, approach and landing the appropriate minimum reference airspeed would be VREF. Having accelerated to VREF for the current configuration the aircraft has achieved the minimum speed required to initiate the go-around/missed approach procedure. Furthermore, the normal go-around/missed approach procedure will ensure compliance with minimum airspeed requirements for subsequent changes of configuration. If acceleration and clean-up is required without climbing, the flaps must be retracted progressively. Do not retract the flaps until the aircraft achieves the minimum reference airspeed permitted for the new configuration. The minimum reference airspeed must be adjusted for any additional factors such as those specified in the QRH or MEL for system malfunctions. Additionally, the minimum reference airspeed must be increased if the REF SPEEDS switch is selected to INCR. Furthermore, if INCR is selected, the minimum reference airspeed may be quite close to the speed limit for each flap setting. The Pilot Flying must adjust the power and attitude to control acceleration so that the flap speed limits are not exceeded.

2.3.14.8 Summary � Disengage the autopilot. � Reduce pitch attitude.

This is the single most important action to reduce angle of attack. The amount of pitch down must be limited according to height above ground.

� Increase power. Advance the power levers to the RATING detent and the condition levers to MAX. Power increase will cause the aircraft to pitch up so the need for nose down elevator input to stop the aircraft pitching up into a secondary stall is reinforced.

� Accelerate to the minimum reference airspeed. When the minimum reference airspeed has been reached, attitude and power can be adjusted to adopt or maintain the desired flight profile.

Subsequent actions will depend on the phase of flight in which the stall event occurred.

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2.3.14.9 Other considerations There have been a number of cases of momentary activation of the stick shaker that were not associated with genuine proximity to a stall. Possible scenarios include system malfunctions or turbulence when operating close to minimum speed. However, the pilot cannot and must not attempt to weigh-up the veracity of a stall warning before deciding to respond. If a stall warning occurs the recovery procedure must be applied without losing valuable recovery time deciding if the warning is genuine. However, it takes time for the pilot to react to the warning and initiate the recovery procedure. It is possible that a transient warning may stop before the recovery can be initiated. If the warning stops before recovery action can be initiated, the pilot must immediately check attitude, speed and power setting and continue flight at or above the minimum reference airspeed for the configuration. In summary, if a warning occurs, apply the recovery procedure immediately and in full. If the warning is momentary and stops before the recovery can be initiated, check attitude, speed and power and continue at a safe speed. There have been cases where a stall warning occurred because the pilot reduced speed thinking that REF SPEEDS switch was OFF when in fact it had been left at INCR. As speed was reduced the stall warning occurred unexpectedly. It must be understood that checking the REF SPEEDS switch before committing to the stall recovery procedure is not permitted. If a stall warning occurs the recovery must be initiated. If it is subsequently determined that the warning occurred because the REF SPEEDS switch was left at INCR unnecessarily, the switch should be selected off after the recovery has been completed.

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2.3.14.10 Recovery Procedure – Diagram

2.3.14.11 Simulator Training Exercises The stall recovery procedure will be practised in a number of different situations: � Stick shaker events:

• High level, clean configuration • Low level, approach configuration (REF SPEEDS OFF and INCR) • Low level, go-around configuration

� Stick pusher • Low level, approach configuration (REF SPEEDS INCR)

Note: At least one stick shaker exercise must be entered with the autopilot engaged. In each case the following training outcomes must be achieved. � Autopilot disengaged (may occur automatically) � Pitch attitude reduced (commensurate with height above ground) � Power increased to RATING detent � Pitch-up with power avoided by appropriate elevator control � Roll control used to achieve and maintain wings level � Appropriate rudder input to control yaw � Aircraft accelerated to minimum reference airspeed � No change to configuration below minimum reference airspeed � Appropriate decision to resume normal flight or conduct go-around � Go-around conducted correctly, as appropriate � Speed maintained above minimum reference airspeed for configuration � Configuration speed limits observed – appropriate attitude and power management

Pilot Flying � Reduce pitch attitude � Advance Power levers to

RATING detent � Accelerate to minimum

reference airspeed

Pilot Flying Call: � “STALL” � “Set Power” � Disengage AP

Pilot Flying � Adjust attitude and power to

achieve desired flight profile or � Conduct go-around, if required.

Pilot Monitoring � Check/advance

Condition levers to MAX/1020 � Check NTOP achieved � Call “MIN SPEED ___”

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2.3.14.12 Common Errors � Aircraft allowed to pitch up as power is applied

Power increase will cause the aircraft to pitch up. The pilot must anticipate this change and adjust the elevator input to ensure that the aircraft does not pitch up.

� Excessive nose-down elevator input

The aim is to reduce angle of attack by pitching down. Pitching down will almost certainly result in losing altitude. Whilst this may be acceptable at high level, at low altitude any height loss must be minimised. The pilot must rapidly assess the extent of deviation from normal attitude and speed and adjust the attitude down to stop the warning without sacrificing too much altitude in the process.

� Excessive altitude loss Once the attitude is reduced and power is applied, the aircraft will accelerate rapidly so the pilot can (and should) pitch up to minimise any altitude loss without compromising acceleration to the minimum reference airspeed. However, the rate of pitch change must be managed carefully to avoid a secondary stall due to high ‘g’ loading induced by increasing pitch attitude too quickly.

� Configuration speed limits exceeded With the power levers in the RATING detent and pitch attitude reduced the aircraft will accelerate rapidly. The pilot can (and should) pitch up to avoid exceeding any configuration speed limits during the recovery.

� Rudder used to control roll Roll control must be used to achieve and maintain wings level. Rudder should be used to control yaw (skid ball centred), particularly as power is changed – right rudder with power increase. Excessive rudder inputs or rudder input reversals will cause roll excursions, delay the recovery and could contribute to loss of control.

� Secondary stick shaker activation Secondary stick shaker activation can be caused by not anticipating aircraft pitch up as power is applied thus allowing the angle of attack to reach the stick shaker activation point again. The pilot must anticipate this change and adjust the elevator input to ensure that the aircraft does not pitch up excessively. Secondary stick shaker activation can also occur as the pilot pitches up to minimise altitude loss. As noted above (Excessive altitude loss) , the rate of pitch change must be managed carefully to avoid a secondary stall due to high ‘g’ loading induced by pitching up too quickly.

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2.3.15 All Engines Operating Circuits

Circuit pattern operations are excellent practice for establishing good habits. Stay ahead of the aircraft, complete checklists at the appropriate times and strive to fly the pattern with precision.

The Trainee should practice circuits using the patterns and procedures outlined on the following pages together with those detailed on the pre differences training power point packages. Fly smoothly with precision. Anticipate trim changes as any change in power or airspeed will result in a substantial rudder trim adjustment being required. Give yourself enough distance for final approach so as to be in landing configuration, established on centreline and holding a constant glidepath with a sink rate less than 1000 fpm. These, plus good airspeed control will set you up for a good touchdown. Do not crowd yourself for space or time. Allow enough of both for correctly banked turns onto final approach and unhurried cockpit procedures.

Either glideslope, T-VASIS or PAPI reference provide useful assistance during circuit training. Once the final approach is established and final flap setting made, it should only be necessary to make small adjustments to attitude airspeed and trim.

If the required threshold height is not attained for any reason, the Trainee should perform a go-around as described in the FCOM. An approach from an abnormally high or low final profile should not be continued and if the Trainee makes no effort to initiate a missed approach the Instructor should call "GO AROUND" and ensure that it is safely executed.

The speeds recommended with each flap setting allow considerable margin above stall for normal manoeuvring. During flap extension, allow the speed to decrease to the proper flap manoeuvring or approach speed and trim stick forces to zero.

When making a flap or landing gear down selection, the Pilot Not Flying should check the airspeed before making the selection. Both pilots should monitor that the flaps and landing gear have achieved the desired position.

2.3.16 Control Lock Release

The control lock should not be released until a line up clearance has been received and the aircraft is entering the runway and then only after an instruction from the Captain to conduct the line up drills. In strong wind conditions delay releasing the control lock until the aircraft is headed approximately into wind. The Captain will switch on the taxi light after the take-off clearance has been received or the runway is confirmed as clear.

2.3.17 Brake Release

Release the brakes slowly and smoothly for all take-offs prior to the application of power.

2.3.18 Runway Alignment

If the aircraft is not aligned on the runway centreline before brakes release, steer the aircraft toward the centreline at the start of the take-off roll. Do not use valuable runway taxiing to do this. Once aligned, strive to maintain the aircraft on the centreline by using the rudder pedals. Adherence to these criteria will automatically aid the pilot when contending with an engine failure or correcting for a crosswind.

Starting early in the training, the Instructor will insist that the Trainee stay on the centreline.

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2.3.19 Take-Off Roll to V1

Although the First Officer maintains a check on engine instruments throughout the take-off roll, the Captain alone makes the decision to continue or reject the take-off for any reason. Rejecting a take-off will require retarding of the power levers so the Captain's hand must remain on the power levers, until reaching V1, for all take-offs.

2.3.20 Captain's Take-Off

The Captain retains controls the power levers on all take-offs.

The Captain maintains directional control using the rudder pedals.

The Captain advances the power levers to approximately 60% of the normal take-off torque. They then calls "SET POWER", keeping their right hand on the power levers.

The First Officer will call “Autofeather armed”, advance the power to the detent position using the power lever shafts and then lift their hand from the power levers. Engine parameters, particularly torque and ITT, must be monitored throughout the take-off.

The First Officer (Pilot Not Flying) will call “70 KNOTS”. This call serves as a cross check of ASI’s during the take off roll.

The First Officer will call "V1" and “ROTATE” at the appropriate speeds. It is important that the V1 callout is completed by the time the actual IAS reaches V1 on the IAS indicator. Therefore, some anticipation will be necessary depending on the rate of acceleration.

The Captain places both hands on the control column and rotates the aircraft to the required body angle. When a positive rate of climb is achieved the gear is retracted and the take-off proceeds as described in the FCOM.

2.3.21 First Officer's Take-Off

The same general procedure as for a Captain’s take-off, except as follows:

When the Captain calls “your controls” the First Officer takes full directional control of the aircraft with the rudder pedal steering and places both hands on the control column. After the F/O says: “On Centre Line, Call me V1 at…, set power”, the Captain will call “Autofeather armed”, set the power by advancing the power levers to the detent position and continue to guard the tiller and brakes in case of a rejected take-off.

The Captain will make the appropriate calls for “70 KNOTS, V1 and ROTATE”.

2.3.22 Rolling Start

Rolling starts are required. After the aircraft is lined up the brakes are released and power is applied as the take-off roll begins. The correct power for take-off must be set by the time the aircraft reaches 50kt.

2.3.23 Roll-On Take-Off

Roll-On take-offs are performed without stopping at the end of the runway. Roll onto the runway using nosewheel steering. From this point on all other procedures are the same as for a rolling start take-off.

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2.3.24 Cross Check ASI's During Take-Off

It is essential practice for the Pilot-Not-Flying to call “70 kts” and "V1". The Pilot-Flying is responsible for checking his own airspeed and ensuring rotation is commenced at VR. Any disturbance (engine monitoring, radio etc.) may distract the PNF and cause him to call V1 at an incorrect speed or forget to call it at all.

2.3.25 Rotation

In training it is common for the Trainee to overshoot VR, resulting in nosewheel lift off well after VR and mainwheel lift off well after V2. A delayed rotation can be critical when the take-off is runway length or obstacle limited and an engine failure occurs. A delay in rotation will result in a longer take-off roll, exceeding V2 and a take-off climb path below the required flight path.

Rotating to the correct take-off attitude too soon may extend the take-off roll or cause an early lift off which will result in a lower rate of climb and the predicted flight path will not be followed.

Over rotation on take-off adversely affects take-off performance. The nose high attitude will cause an increase in drag delaying acceleration to lift off speed.

Over rotation generally goes with early rotation and if an engine failure is suffered, the results could be disastrous.

During take-off with an aft C of G, the aircraft is more responsive in pitch and some anticipation may be required in order to avoid over-controlling.

2.3.26 Circuit

The correct technique following gear retraction is to maintain a constant body angle to Acceleration Altitude. At this point the flaps are retracted, bleed air is selected ON, the auto feather is selected OFF, the SPU OFF and PTU to NORMAL selected off and the climb power is then set. The condition lever setting for normal climb power is 900 NP.

After levelling off at circuit height the power levers are set to approximately 25% torque to have the speed established not above 190 KIAS on downwind. When stabilised, the autopilot should be engaged and flap 5 selected followed by the condition levers being selected to 850 NP. Following this the approach should be briefed, the ICP utilised to set the required bugged speeds and the approach checklist completed

Select gear down abeam the landing threshold, followed by Flaps 15. Allow airspeed to reduce to a range between Vref + 15 and 150 KIAS and reduce power to approximately 15% torque to maintain this speed during the initial descent.. Adjust the rate of descent on base leg to turn final at 700 - 800 ft on the glidepath. Reduce speed to be at Vapp by 500 feet AGL to achieve a Stable Approach. The Vref additive will be dependant on the environmental conditions existing at the time and this is described in FCOM section 2.12. It is important crew understand that the Vapp speed is based on a Vref additive which is incorporated into the stable approach parameters. Vref is a fixed speed that can not be changed with the utilisation of a Vref additive as part of a special briefing, thereby creating an artificially high approach speed. Tolerance calls should be based on the stabile approach criteria of Vref to Vref +20.

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Between 800 to 1000 ft AGL select flaps to 35 degrees (if required) and then condition levers to MAX. The checklist should be completed at this point. Once on final with landing flap selected, speed should be maintained at Vapp throughout the final approach.

2.3.27 Normal Landing

Below 50 ft the aircraft should be flared and the power levers retarded smoothly and progressively towards FLT IDLE. The rate of flare should be matched to the power reduction and will be determined by the perceived rate of sink. During landing with an aft CG loading, the aircraft is more responsive in pitch and some anticipation may be required in order to avoid over controlling. After touchdown the nose wheels should be gently lowered onto the runway, then the power lever latches lifted and DISC selected. If required, reverse thrust may be applied, but possible propeller and window damage on loose runway surfaces should be considered.

During the landing flare sound pitch awareness should be maintained and any pitch attitudes in excess of 6 degrees must be corrected. If a sink rate is detected at low altitude, a standard sink recovery must be initiated where power is applied. The desire to arrest the sink by applying back pressure must be avoided due to potential of a tail strike occurring at pitch attitudes in excess of 7 degrees.

The aircraft should be kept straight by the use of rudder pedal steering. The toe brakes may be used to achieve the optimum speed at the runway turnoff however heavy braking to achieve an intersection turn off should be avoided.

During the landing roll the First Officer will engage the control lock when the Pilot Not Flying calls “50 knots”.

Use of reverse on landing should be demonstrated and practiced during training. Although a very effective mode to assist in deceleration, the incorrect use of reverse can cause significant damage to propeller blades and fuselage/windows. The preferred option when landing on longer runways is to exit at an intersection that requires minimal braking and reverse. If operationally required on shorter runways, appropriate use of reverse in conjunction with brakes may be applied but in all normal operations power levers must be out of the reverse range and returned to disc by at least 60kts.

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Common Errors

• Maintains too high an airspeed throughout approach and landing.

• Makes too flat an approach.

• Dives at end of runway and then over-rotates when attempting to stop a high rate of descent and lands hard and short.

• Maintains too shallow bank angle on base leg, over-shoots runway centreline and "S" turns on final.

• Attempts to angle onto centreline, generally following excessive bank angle on base, and never lines up properly.

• With flap extension, holds the attitude with elevator and does not trim to zero stick force after each selection.

• Fails to obtain Vref at 50’ point crossing the threshold

• Flares too high and/or over-rotates during flare

• Flares at high speed/power and floats excessively

• "Pumps" controls during the flare instead of a smooth, controlled action.

• Too slow in applying brakes.

• Holds nose in air after touchdown.

• Applies discing before nose wheel/ground contact

• Aims for end of runway instead of 50 feet threshold height.

• Flies final approach with both hands on the control column.

• Over controls ailerons on final.

Normal Circuit

Flaps Zero Bleeds OnSet climb power

Flaps 0Bleeds on/NORMAutofeather offSBY HYD/PTU NORM C/Levers 900

After Take - off Checklist

At 1500 ft Above Airport • Select ALT, • Level-off• Accelerate to 190 KIAS• Reduce Tq to ~25%, Trim• Autopilot

• Maintain height• Turn after 30 sec• Allow IAS to decrease to

Vref +15 – 150KIAS

Flap 35C/Ls … max

Check positionAdjust power and attitude, as required

30 sec30 sec

Gear DownFlap 15 Gear DownFlap 15

SBY HYD/PTU on Gear DownFlap 15

Bleed air On/ MinComplete checklist

Landing Checklist

By 500 ft V REF to +20

Flap 5Establish 170 KIASC/Levers 850Brief/Bug SpeedsApproach Checklist

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2.3.28 Stable Approach

A stable approach is defined as an approach where:

• The aircraft is on the correct flight path

• Only small changes in heading and pitch are required to maintain the correct flight path

• The sink rate is less than 1000fpm

• The aircraft is in the correct configuration for landing

• The aircraft speed is stable at Vapp and between :

Visual Approach: Vref to Vref+20 from 500ft AGL and below

Instrument Approach : Landing straight ahead: established at Vapp between Vref to Vref+20 from 500ft AGL and below or if intending to circle then Vref +10 -150 KIAS until on base (then visual approach criteria apply).

If the aircraft is outside of these parameters without a previous special approach briefing and correction can not be achieved without introducing significant power or profile changes, (eg expected windshear etc.) then a go around/missed approach is mandatory.

Common Errors

• High IAS/ROD on final approach

• Late landing flap configuration

Safety systems (FOQA) data suggest that some pilots have historically used an incorrect approach technique. They approach the runway at high speed (presumably to achieve self or ATC imposed targets) then reduce speed to configure the aircraft and meet the stable approach parameters as quickly as possible.

A high speed approach followed by a rapid speed reduction/configuration to arrive at the stable approach gates is poor technique as this does not allow for ATC track shortening, environmental changes or technical handling errors.

What happens if an error in technique or a change in environmental conditions means that the aircraft’s energy and/or position does not permit the required parameters to be met? Some pilots use the technique of reducing the ROD to enable the speed reduction necessary - i.e. “go high on the slope”. Unfortunately this means that a higher than optimum ROD will then be required to regain the correct approach slope. If this ROD is high enough it will exceed the stable approach parameters leading to a requirement to conduct a go-around.

Approach technique differs depending on the Dash 8 variant you are flying. It takes considerably longer to reduce momentum in a “heavy” Q400 series aircraft compared to a “light” DHC8 -200.

The definition of a stable approach is one where the approach parameters are constant. Minimum and maximum values have been attributed to these parameters; however the important thing to remember is that the momentum of the aircraft should be constant during the latter stages of the approach. The Q400 has a relatively moderate level of momentum which can be affected by changes in wind direction/speed, shear, etc. Any deviations to the standard constant flight path must be quickly and assertively counteracted.

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Although the nominated gate is 500ft AGL (VMC and IMC), an allowance of variables must be made to ensure the flight path is constant and within the stable approach parameters well before these minimum altitudes. Therefore an “aiming gate” of 600ft is suggested. This will allow a buffer for unforseen errors/ environmental changes and reduce the risk of a go around caused by an unstable approach.

The current ATC requirement to maintain 160 kts until 4 nm on final, applicable to some of our ports, seems to be at odds to the QantasLink stable approach policy. Some pilots have used the DME/GPS to define this distance. The requirement is 4 track miles to run to the landing runway threshold. The position of the DME/WPT may not accurately provide this information. On a 3 degree approach the aircraft should be approximately 1200 AGL at 4 nm on final. This altitude should provide sufficient time to reduce speed from 160 kts, configure the aircraft and achieve a stable approach and landing.

The correct technique is to be on slope at the required speed early in the approach, ensuring that the ROD is CONSTANT for several hundred feet before the “required gate”.

If a change in wind strength, etc results in a steeper than normal approach, immediately pitching the nose down to achieve the required slope could exceed the maximum ROD. A better technique is to gradually increase the ROD to a maximum of 1000 ft/ min to regain the approach slope.

If the ROD exceeds 1000 fpm on short final the approach is unstable and a go around should be conducted.

The best defence for avoiding an unstable approach, leading to a go around, is to achieve the required speed, configuration and ROD early and then assertively control the aircraft to maintain CONSTANT SPEED and RATE OF DECENT.

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VISUAL APPROACH “AIMING GATES”

Note: All distances are track miles to run to the landing runway threshold not to the DME or airport reference point

Figure 1: Visual Approach Profile

500 ft AGL CONSTANT

STABLE APPROACH

4 nm / 1200 ft AGL

2 nm / 600 ft AGL Landing flap

Established at Vapp ROD<1000 fpm

On slope

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2.3.29 Crosswind Take-Off

The maximum demonstrated crosswind component is 32kt on a hard dry runway, this figure reduces to 14 kt on a contaminated runway. Further information relating to this limitation may be found in FCOM section 1.6. Normal directional control techniques should be used. The use of into wind aileron is advisable in strong crosswinds.

In order to remain within the take-off splay after take-off, a correction of 1 degree per 2kt of crosswind should be made to the heading bugs.

2.3.30 Lateral Control

During a crosswind take-off, directional control is maintained through the rudder pedal steering. It is not normally necessary to use differential engine power during the take-off run. Partial application of aileron control may be made into wind. This should be limited to about 15 degrees of wheel rotation, more than this will cause excessive flight spoiler deployment, and will unnecessarily increase drag.

At VR rotate and lift off cleanly to avoid scuffing of tyres as the wheels leave the runway.

Common Errors

• Relaxes crosswind corrections too early during rotation.

• Does not apply the correct amount of aileron to balance the crosswind component effective at a particular stage of the take-off, eg. a fixed amount of aileron will most likely be insufficient early in the take-off run and excessive at take-off.

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2.3.31 Crosswind Landing

Crosswind landings will not normally be practiced in training until the Student has demonstrated proficiency in normal landing approaches. For maximum training value, a crosswind of 30kt will be utilised in simulator training activities.

There are two accepted methods used in performing an approach to a landing in a crosswind. They are the "crab" and "sideslip" methods. The Trainee initially should be allowed to use whatever crosswind approach technique he/she has used with DHC8-2/300 aircraft. Observation of his/her technique will dictate the type of crosswind instruction needed.

If the Trainee uses one method satisfactorily the Instructor should let him/her continue to use it; changing may complicate the problem.

In crosswind or strong, gusty conditions, the appropriate threshold speed may be increased by one third of the wind speed, up to a maximum of VREF plus 15kt. The nosewheel should be lowered onto the ground as soon as possible after touchdown, to enable directional control to be maintained with rudder pedal steering. Into wind aileron will also assist during the landing roll.

Common Errors

• Fails to maintain aileron application into wind.

• Oscillates rudder and lateral control.

• Applies too much rudder when correcting "crab" for touch-down.

• Uses excessive sideslip.

• Does not use proper "crab" (wind drift correction) on approach.

• Does not use proper "sideslip" to hold course on final approach.

• Applies discing before nose wheel to ground contact

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2.3.32 Bad Weather Circuit and Landing

The bad weather circling approach to land is a demanding procedure which must be carefully planned and accurately executed.

Accurate altitude control is essential to provide adequate terrain clearance at the low levels associated with bad weather manoeuvring. Timing and turns onto pre-planned headings will ensure correct spacing downwind to maintain visual contact with the runway and to provide enough room to manoeuvre.

It is assumed that the aircraft has completed an instrument approach and is in the landing configuration prior to reaching the MDA. Increase power to that required for circling power just before reaching the MDA to avoid a significant speed loss and to reduce workload.

The Pilot Flying should control the flight path primarily using flight instruments while the PNF supports the PF by supplying precise and timely information regarding position, descent point, heading and timing. Although this information is provided, the PF must maintain situational awareness during the procedure.

Critical areas requiring consideration prior to conducting a bad weather circuit are:

• planning of the visual segment of the approach

• circuit joining procedure

• spacing and wind allowance in the circuit

• visual acquisition of the runway

• speed control on base and final

• go around technique

Often the instrument approach is fully briefed and yet no mention is made of the planned flight path once visual. A briefing covering the expected relative position of the runway, the turn direction and expected wind effect would greatly improve both pilots’ situation awareness and reduce the need to make snap decisions.

Some crew are under the perception that they must fly over the upwind threshold to join the circuit. While this is true when joining the circuit in day/VMC, the aim when conducting a bad weather circuit is to position the aircraft as far from the runway as possible, while remaining within the visibility and circling area restrictions (see Figure 2). If the runway is visually acquired in a position too close to turn downwind immediately, position the aircraft to fly upwind, to one side of the centreline, to enable visual tracking relative to the runway. This spacing should be sufficient to allow the turn from downwind to crosswind to be completed prior to crossing the runway centreline. Timing for the crosswind leg commences when crossing the runway centreline.

A common error is to try to acquire the runway visually at inappropriate positions in the circuit. The bad weather circling approach is a mixture of instrument and visual flight. While it is incumbent on the crew to maintain visual reference with the landing threshold, too much time spent looking at the runway and ignoring the flight instruments will cause flight path deviation. The time the PF is able to spend looking at the runway is minimal and should be carefully managed. Note that the perspective of the runway may not accurately define the aircraft’s attitude/flight path.

Taking time to accurately set the engine power on base may not be intuitive, however accurate power setting will enable accurate speed control on base and final. If possible

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complete the turn prior to setting the power. When the decision to descend is made, the engine power must be reduced otherwise the aircraft will not decelerate to the approach speed required by the stable approach policy. Take a second to set the correct torque (approximately 15% AEO or 30% OEI), and maintain a pitch attitude of 0 degrees on the ADI.

Within 45 degrees of the final approach heading, look up and complete the turn onto final leg visually. If the descent point has been misjudged resulting in above vertical profile indications on VASIS/PAPI, do not make large changes to pitch/torque in an attempt to rapidly capture the correct profile. This can destabilise the approach possibly causing an EGPWS advisory.

If a Go Around is required, then do just that: (the full go around and missed approach procedure). A common error is to descend from the circling MDA and decide to make another circling approach by climbing back to the circling MDA. Usually this is because the crew expect that the aircraft will readily climb back to the MDA. In reality, it will take a long time to climb to the MDA when the aircraft is configured for landing and operating with One Engine Inoperative. When operating on two engines an excessively high workload will be encountered in a very short period of time, all while operating at low altitude and the aircraft could easily leave the circling area as a result.

Common Errors

• Flies wide circuit - loses sight of runway

• Flies close circuit - unable to manoeuvre onto final

• Allows Flight path deviations to occur through automation distraction

• Flies high circuit - enters cloud

• Flies square base – overshoots

• Fails to descend when approach slope intercepted

• Fails to reduce power when approach slope intercepted

• Attempts to acquire runway visually at inappropriate positions in circuit

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BAD WEATHER CIRCUIT DIAGRAM

Figure 2: Bad Weather Circuit

60º

10 Sec

30 Sec

TURN POINT A Within Circling Area, as soon as Rwy Visible. 30° AOB.

Maintain IAS Vref +10 to 150 KIAS (T: 35% AEO) (T: 70% OEI) Check spacing, Adjust Hdg for wind

Vref to +20kts By 500’ AGL

At descent point:- . Reduce torque T: 15% AEO T: 25% OEI . Do not allow nose to drop. . Hold 0º attitude through turn.

Roll wings level Look for Runway Determine descent point

Note: If high on PAPI / VASIS – do not make large changes to pitch attitude or power. V/S 1000 fpm (MAX) to avoid EGPWS “SINK RATE”

TURN POINT B 10 Seconds Past Threshold Spacing sufficient to allow turn onto crosswind to be completed prior to crossing runway centreline

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2.3.33 Instrument Approaches General

The purpose of this training is to familiarise the student with the handling, configuration requirements and procedures associated with the conduct of instrument approaches in the Q400. Although primarily designed to assist pilots during differences training, the following material also complements the normal operating procedures contained in the FCOM.

Maximum concentration and effort are required to fly a successful instrument approach. A thorough review and understanding of the holding, approach, and missed approach procedures are essential. It is emphasised that proper scan methods as well as correct speed and attitude control techniques are prerequisites for a successful approach.

Prior to commencing an instrument approach a full briefing should be given by the Pilot Flying. This would normally be conducted prior to top of descent and should include reference to

• Top of descent point

• STAR clearance details (if applicable)

• The type of approach and chart date

• LSA/MSA

• Procedure entry details

• Holding Pattern entry details

• Tracking, altitude and timing specifications for the approach

• Final Approach Fix

• Minima (MDA or DA and visibility)

• Missed Approach procedures (including IMC Acceleration Altitude)

• Any other limitations and notes.

• Expected manoeuvring for landing after becoming visual

• Landing and Go-Around Flap setting and associated speeds (set ASI bugs)

• Go-Around torque, plateau height and escape procedure.

2.3.34 Plan ahead.

Anticipate the effect of wind on the conduct of procedure turns, rate of track interception, inbound heading and rate of descent as these will all be affected by changes in wind throughout the approach.

During descent prior to an approach all the relevant Navaids should be tuned and identified. If the approach is being conducted using VOR, Localizer or ILS ensure that the NAV source (enunciated on the PFD and MFD) is selected to VOR or ILS mode. In the case of VOR and LOC approaches the use of VOR mode (Blue Needles) is mandatory if the approach is not wholly contained in the FMS data base.

ILS approaches must be flown in ILS mode (Blue Needles) as the aircraft FMS equipment does not support FMS ILS approaches

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Once this is completed the Pilot Flying will conduct the Flight Instrument readout. Subsequent procedures, for the various type of approach available, are described in the following paragraphs.

Whenever it is depicted on the approach chart, the Maltese Cross marks the position of the Final Approach Fix regardless of the type of approach being conducted. If there is no such marking the FAF is defined as: the end of the turn onto the final approach track or at 5DME on a GPS/DME arrival.

Upon commencing the final approach segment, stabilise the configuration, power, speed and body angle. From this point, only small changes should be necessary in the above areas.

In each of the following procedures, the condition levers are normally advanced to MAX at the final approach fix. When operating with an abnormality (eg. Reduced flap landing) or in normal operations if the FAF is close to the MDA or Map, early advancement may be warranted to avoid de-stabilising the final stages of the approach.

This statement does not preclude crew from selecting condition levers to max prior to the FAF in normal operations to assist in workload management. In all cases the standard calls as required by the FCOM must still be made to ensure correct configuration

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2.3.35 Approach Speeds

The ICAO PANS-OPS speed limitations for each instrument approach segment (specified in Jeppesen and DAP-IAL) must be observed unless otherwise requested by ATC, in controlled airspace.

The maximum indicated airspeeds applicable to the Q400 (ICAO Performance Category C) are as follows:

Initial Approach 240kt

Final Approach 160kt

Missed Approach 240kt

Visual Circling Approach 180kt

As the maximum speed for many network reversal approach procedures is nominated as 170 KIAS, the aircraft should be configured for approach (Gear Down/Flap 5) before the IAF to ensure this speed is not exceeded.

When commencing the inbound turn for a reversal procedure, the flaps should be selected to 15 and subsequently

As a guide for planning the necessary speed reduction, in nil wind conditions with 850 Np and the power levers at FLT IDLE, reduction from 235 to 210 KIAS will take approximately 1 nm in level flight, or 3 nm when descending at 3nm/1000 ft, and further speed reduction to 150 KIAS will take approximately 6nm. A greater distance must be allowed in tailwind conditions, heavy weights or when conducting a steep descent.

1. Plan to arrive at the Final Approach Fix (FAF) at a speed of Vref +10 to 150 KIAS.

2. At the FAF, the PNF calls “On Final” and the PF calls for condition levers to MAX, and complete the LANDING checklist.

3. Speed should be further reduced to be at Vapp and the mean speed maintained between VREF to VREF +20 by 500 feet AGL if conducting a runway aligned approach.

4. If a circling approach is planned or anticipated, maintain Vref + 10 -150 KIAS during the circling manoeuvre, until the turn to final is initiated. Speed should then be reduced further to be at Vapp with the mean speed between VREF to VREF +20 by 500 AGL.

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2.3.36 Holding

AIP holding procedures must be observed at all times, unless otherwise cleared by ATC.

Holding at low altitudes is undesirable because of higher holding fuel consumption and increased climb fuel if diversion to an alternate becomes necessary.

The recommended holding speed is 190 KIAS. The configuration for low or high level holding will normally be clean.

During holding and approach procedures bank angle must not exceed 25°. Apply appropriate corrections to heading when inbound and outbound in the holding pattern to compensate for drift. When tracking inbound, note the drift. After turning outbound, an into wind heading adjustment of twice the drift (2 minute pattern) or three times the drift (1 minute pattern) will ensure that the inbound track is regained when the aircraft is turned inbound.

When holding is conducted utilising the FMS, crew should monitor FMS holding by cross checking the FMS turn points against timed holding procedures using the aircraft clock.

2.3.37 Non Precision Approach (NDB, VOR, LLZ)

If the approach is not fully contained within the FMS database, plan to conduct the approach in Blue needles (VOR or ILS as the NAV source) on the PFD with the approach loaded into the FMS and displayed on the MFD to aid in situational awareness.

Commence speed reduction to 210 KIAS and start manoeuvring for direct entry (if appropriate) when within 10 miles of the aerodrome.

• Approaching the IAF:

• Configure the aircraft with Flap 5 and 170 KIAS (for NDB),

• After passing the IAF reconfigure if not already accomplished:

• Arm the altitude alert system and flight Director as required

• Start timing (if required)

• Commence the landing checklist.

At the appropriate distance or time commence the turn to intercept the final approach track and select flaps to the landing configuration.

If track guidance is provided by a VOR and an international DME is available the approach mode may be selected by pressing APP on the flight guidance controller. VOR APP will illuminate in white on the advisory display and will change to green when the final approach course is captured.

If track guidance is provided by a localizer NAV should be pressed. LOC will illuminate in white and will change to green when the final approach course is captured. If track guidance is provided by an NDB then HDG SEL mode may be used, although the workload associated with frequent adjustments to the heading bug may render it counter-productive during a manually flown approach.

At the Final Approach Fix advance the condition levers to MAX if not already selected, reduce speed to Vref + 10 to 150 KIAS, and complete the LANDING checklist. Reduce speed

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further to be at Vapp by 500 feet AGL if anticipating a runway aligned approach. If a circling approach is planned or anticipated, maintain speed between Vref +10 to 150 KIAS during the circling manoeuvre, until the turn to final is initiated. Speed should then be reduced further to be at Vapp with the mean speed between Vref to Vref +20 by 500 AGL. Any Vref additive will be dependant on the environmental conditions existing at the time and must be inclusive of the above tolerances.

During the approach successive altitude limitations should be set in the Altitude Alert system and the Missed Approach altitude set once established at the MDA or at the Missed Approach Point. The decision altitude function of the Radio Altimeter should be set to 200 feet as an advisory of terrain proximity. Any VOR or MDB approach flown using the FMS requires ground aids to be monitored on either bearing pointer needles or alternatively the PNFs MFD maybe selected to CDI.

2.3.38 RNAV (GNSS) Approach

Use of the autopilot is encouraged for all RNAV (GNSS) approaches to reduce workload and assist with FMS orientation and monitoring. Under normal circumstances the PFD for both pilots will display FMS mode with a compass rose, while the MFD will provide a pictorial map display including terrain.

The procedures for programming the FMS for an approach are described in the Supplementary Procedures section of FCOM.

When cleared or established OCTA, track direct to the most suitable initial approach fix (IAF).

Once the approach is added to the flight plan consistent with DHC8-2/300 aircraft, no pilot input on the FMS is required at this point to proceed with the RNAV (GNSS) approach.

A page displaying the TO waypoint name (in magenta) must be displayed at all times during the approach.

In order to further enhance situational awareness for both pilots, the Pilot Not Flying must call the passage of each waypoint (eg. "Passing Echo India”). The subsequent track and distance must be checked for reasonableness as always, but a formal call and response is not required. Nominating (and setting in the AAS) the next available altitude would normally occur in association with the waypoint passage call. The AAS may be set with reasonable anticipation prior to the passage call to avoid nuisance altitude captures.

Reduce to 210 KIAS by the IAF. After passing the IAF continue the speed reduction to establish the landing configuration by the FAF, and commence the landing checklist.

APR must be displayed on the FMS by the FAF. If it is not, the NAV flag symbology will be displayed and a missed approach must be conducted.

When visual, continue and land. If circling is required the circling MDA must be maintained until a position from which a continuous 3° visual descent is reached. No action on the FMS or NAV Source selector is required since the CDI continues to display the final approach course (which is normally aligned with the runway).

Any temptation to enter a PVOR should be avoided due to potential distraction from the primary task of flying the aircraft.

Distance from the missed approach waypoint will continue to be displayed on the HSI.

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If not visual at the missed approach waypoint conduct a missed approach. Fly the aircraft as the first priority, pressing the GA button will activate the missed approach in the FMS.

The missed approach can be activated after the final approach fix by pressing the GA Button (UNS 1c FMS). Directional guidance continues to the Missed approach point before sequencing to the Missed Approach.

When the missed approach is executed using the GA buttons, LNAV will be retained as the active lateral navigation mode by the PNF.

If it becomes necessary to conduct a missed approach from a position before the published missed approach point, immediately commence a climb and continue tracking via the approach to the missed approach waypoint. The FMS will continue to provide track guidance via the approach waypoints to the missed approach waypoint and through the missed approach procedure regardless of when the missed approach is activated. Upon reaching the MSA the aircraft may be tracked as desired.

2.3.39 Use of Flight Director

The flight director should be used for all approaches except when operating with an unserviceable flight director in accordance with the MEL. Raw data approaches are also permitted for crew practice (in VMC) or training/checking.

In all non-precision approaches ALT SEL must be armed (with the appropriate limiting altitude in the AAS).

Precision Approach (ILS)

All ILS approaches must be flown in approach (LOC and GS) mode. The flight director should remain engaged in approach mode until after landing.

A precision approach provides guidance in both azimuth and glidepath. The Instrument Landing System (ILS) is the only precision approach currently available to QantasLink Q400 aircraft.

All ILS approaches will be flown with the assistance of the flight director except when a raw data (no flight director) approach is considered necessary for crew practice (in suitable weather conditions) or training/ checking.

Aircraft manipulation, speed and configuration requirements and standard calls are the same in either case. Notwithstanding this, Flight Director Coupled (autopilot engaged) and Raw Data ILS approaches are described separately so that particular handling and management techniques appropriate to each may be described more fully.

During descent, correctly tune and identify all the navigation aids associated with the ILS. Both NAVs should be tuned to the ILS frequency and both HSI course selectors adjusted to the ILS front course. When this is completed, conduct the “Descent Instrument Check”.

2.3.40 ILS Approach

Commence speed reduction to achieve 210 KIAS by the Initial Approach Fix and commence the LANDING checklist, when reconfiguration has occurred.

Select vertical speed (if on descent) and heading mode in the AFCS – VS and HDG SEL will illuminate in green on the advisory display. Change NAV source from FMS to ILS and when cleared to intercept the localizer press NAV on the Flight Guidance Controller - LOC will

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illuminate in white on the advisory display and will change to green when the localizer is intercepted.

When cleared for final approach, press APP on the Flight guidance controller to arm the approach mode. If LOC is already armed, GS will be added and will illuminate in white on the advisory display. GS will change to green when the glideslope is captured.

If LOC mode had not previously been selected (using the NAV push button) pressing APP will select both LOC and GS at the same time.

The initial approach altitude (or such lower altitude as may be specified by ATC) must remain set in the Altitude Alert system until the aircraft is established on the localiser and:

on the glideslope with GS captured in the AFCS, or

above the glideslope with GS armed in the AFCS, or

above the glideslope and passed the initial approach fix,

Whereupon the DA should be set.

From the IAF continue reducing speed to Vref +10 to - 150 KIAS. Extend the gear when below the landing gear extension limiting speed. Select Flap 15 when below the Flap 15 Extension limiting speed and the landing gear indicator is indicating the landing gear is down and three green lights are visible. Plan to arrive at the Final Approach Fix (FAF) with gear down, Flap 15 and airspeed Vref +15 to - 150 KIAS. A torque of 18%% will maintain descent on the glidepath in this configuration.

At the Final Approach Fix (Glideslope/Altimeter check point if co-incident) PNF calls “DME / OUTER MARKER height checked” or “XX feet high / low” as appropriate. PF responds with “Checked”. PNF calls “ON FINAL”, PF replies with “Condition Levers MAX”. PNF sets condition levers and PF sets power as appropriate, complete the Landing Checklist when called for by the PF.

A torque of approximately 18% will maintain descent on the glidepath at Vref +10 to - 150 KIAS. Reduce speed further to be at Vapp by 500 feet AGL. Any Vapp will be determined from Vref and an additive which will be dependant on the environmental conditions existing at the time and must be included in the above tolerances.

At the Final Approach Fix:

• set the Altitude Alert System to the Missed Approach Altitude to avoid nuisance chimes during the flare and touchdown and

• set the Pilot Not Flying’s heading bug to the heading of the first turn in the missed approach procedure

At 1200 ft RAD ALT the AFCS will enter DUAL mode. This will be annunciated in green on the advisory display and both HSI SEL arrows will illuminate. In this mode the Flight Guidance computers receive information from both NAV receivers and display commands based on an average of their input. Comparator checks are also performed to detect a failure in one NAV system. Whenever DUAL mode is active, deviation outside the Category II ILS window will be annunciated (in amber) on the advisory display as EXCESSIVE DEVIATION. Although this does not indicate an out of tolerance condition for CAT 1 (or less) approaches, it does indicate deviation from track and corrective action should be taken.

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The Decision Altitude function of the Radar Altimeter should be set to 200 feet as an advisory of terrain proximity.

If visual at the Decision Altitude, continue the approach and gradually reduce speed to the required threshold speed. In crosswind conditions the runway will not appear directly in front of the aircraft. Do not turn towards the runway when the runway comes into view - maintain the heading that corrects for the crosswind.

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In all cases, guard against unintentionally ducking under the desired approach path, thus prejudicing the wheel height across the threshold, with the resulting increased rate of sink and short touchdown.

Do not make large scale power reductions approaching the threshold in an endeavour to reduce speed to VREF. Accept the speed comfortably achieved at the threshold. If at the Decision Altitude, or at any time thereafter, the aircraft is in a position from which a normal landing cannot be made or adequate visual reference cannot be maintained, immediately execute a missed approach in accordance with the crew coordination procedure in the FCOM. Since the aircraft is already established at a speed in excess of the missed approach speed, a smooth rotation to the Go-Around attitude should be initiated immediately.

ILS Approach

Reduce to 210 KIAS by IAF

On FinalCondition levers MAX

100 AboveChecked

DECIDEVisual orNo Contact

FAF

Vref+10 – 150 KIAS

Descent instrument check

PF PNF

IAFOuter MarkerHeight CheckedChecked

Gear Down

Flap 15Landing Checklist

500 ft AGL

Vapp

PLs …Flt Id

le

Tq 18%

Tq 18%Landing or Going Around

FLAP 5

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2.3.41 Raw Data ILS Approach

ILS procedures may be flown without the assistance of the flight director and such an approach is termed Raw Data. The visibility required for a manually flown, raw data approach is generally greater than that required for the flight director assisted or autopilot coupled approach. The following is a description of the technique to be used when flying an ILS approach on raw data.

Correctly tune and identify all required radio aids. Ensure that the inbound track (or front course) of the ILS is selected on both EHSIs. This will allow "fly to the needle" sensing regardless of whether the aircraft is tracking inbound or outbound on the localizer.

The airspeed and configuration requirements for a raw data ILS are the same as those already described for a Flight Director assisted approach. The following text is intended to explain the actual handling techniques associated with accurately tracking along the localizer and glidepath without Flight Director assistance.

Establish an intercept heading and have a drift corrected heading for final in mind before the CDI comes alive. Anticipate the speed at which the CDI will move when it becomes alive. Crosswind behind you will give a faster a moving needle and require a full 25 degree bank turn onto the localizer.

If the CDI stops moving during the turn onto the localizer - stop the turn. If CDI slows during the turn, reduce the rate of turn.

Become established on the localizer as soon as possible. Check the initial heading is correct by stepping up the scan rate to see small CDI movements. Reference to the expanded scale localizer pointer may assist in early detection of track deviation.

If a tracking correction is indicated by a slow LLZ movement, make a small (5 degree) heading change towards the needle. If the movement is fast, make a larger (10 degree) heading change.

Do not exceed 10 degrees angle of bank during tracking corrections. A good rule of thumb is to use the same bank angle as the required change in heading.

When the CDI is centred again, take off half the heading change.

If a locater is provided, it may be used to confirm that the new heading is maintaining the required track.

Maintain headings accurately but remember that drift may change during the descent.

Glideslope corrections should be made as soon as the need becomes apparent, so that a large correction to power or attitude is unnecessary. Total "fly up" to "fly down" range is only 1 to 1.25 degrees, so variations of position on the glideslope will be magnified more than track errors on localizer presentation. Keep corrections small, but positive.

Use both power and elevators to correct any fly-up or fly-down indications. If a fly-up correction is required, raise the nose slightly with the elevators and increase the power to prevent a speed loss that would otherwise accompany use of the elevators alone. If a fly-down correction is required, lower the nose slightly and reduce power to prevent a speed increase.

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Speed corrections will also warrant coordinated use of both power and elevators. If speed is too high, reduce power and anticipate the need for slightly higher nose attitude to prevent sinking below the glideslope. If too slow, increase power and lower the nose attitude slightly to prevent flying above the glideslope. Use elevator pressures, not trim, for transient pitch adjustments.

Once established on final, only small corrections should be made to heading, attitude and power. Establish a corrective trend and wait it out. Avoid over controlling. Fly precise headings and attitudes. Do not chase the LLZ and GS needles.

2.3.42 Navigation Source Selection

En-route and terminal navigation is normally conducted with the navigation source selected to RNAV and an appropriate flight plan or procedure active in the GPS/FMS. With the exception of RNAV GNSS approaches, instrument approaches conducted in IMC must be conducted in VOR.

In most cases, VOR may be selected at the pilot’s discretion at a convenient time prior to the approach.

Since FMS equipped aircraft support DME arc navigation, FMS may be retained throughout a DME arc leg whilst monitoring DME distance on the independent DME display

Where the GPS/FMS flight plan (eg STAR) delivers the aircraft onto the approach, the point at which VOR or ILS is selected must be considered carefully.

As a general principle use the FMS to establish the aircraft on the approach track. The FMS flies tracks and will anticipate turns according to airspeed and wind to achieve the required flight path without overshooting the next leg. FMS should be retained as long as possible to take advantage of the track guidance it provides. For example, a STAR that terminates with a turn onto a localiser should be flown in FMS at least until the turn is commenced. Select VOR or ILS either during or immediately after the turn.

The vertical flight path must be considered too. VOR or ILS must be selected in time to display the navaid information required for the approach. Vertical flight path consideration may dictate early selection of ILS in order to display glideslope information. This will be the case where the turn onto final occurs close to the point at which the descent begins.

In short, pilots must review the procedure to be flown both laterally and vertically to determine a suitable point to select VOR or ILS instead of FMS. The lateral flight path is best managed by FMS until lateral guidance from the approach navaid is required. The vertical flight path may require earlier selection of ILS to display glideslope information. This would require the pilot to intercept the lateral flight path using conventional navigation.

Note that even with VOR or ILS selected the FMS continues to navigate and may be used to assist with turn anticipation and heading selection by referring to the MFD. Aircraft control would be affected using the HDG SEL function of the AFCS with LOC or VOR APP armed to intercept the final approach course.

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2.3.43 Tracking Tolerances

NDB ±5° degrees of nominated track; for NDB procedure, descent shall not be commenced unless establish within this tolerance;

VOR ±5° ; for VOR procedure, descent shall not be commenced unless established within this tolerance;

ILS and LLZ ±½ scale deflection (and equivalent on expanded scale); able to land from minimum altitude without undue manoeuvring and;

DME/GPS arrival a) Tracking – within ±5° for NDB or ±5° for VOR when tracking on the defined track or, if a specific track is not defined by the procedure, within the specified sector at all times;

b) Descent below LSALT or limiting altitude for a step, not before the distance specified in the arrival procedure for commencement of descent to the next step;

GPS/NPA ±½ scale deflection at each waypoint passage and on final approach, descent must not be started unless established within this tolerance; GPS approach mode must be active during final approach;

DME or GPS arc ±2 nautical miles

2.3.44 Standard Calls

The Pilot Not Flying shall advise on the development of the visual segment as the approach progresses and call visual when the DAP requirements for continuation of the approach are satisfied. “Visual” may be called by either pilot at any stage of the approach at which point (at the Captain’s discretion) instrument approach procedures may be discontinued. For more information refer Crew Monitoring and Advisory Calls FAM Section 8.

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2.3.45 Missed Approach - One or Two Engines Operati ng

The following definitions should be understood.

Baulked Landing:

The go-around manoeuvre conducted if an all engines landing is abandoned after the selection of landing flap.

Missed Approach:

The go-around manoeuvre conducted, either:

o in association with an instrument approach if visual reference has not been established by the missed approach point

o or, with one engine inoperative.

2.3.46 Go-around

Is a generic term that is applied to either scenario. For Q400 operations, both Go-around and Missed Approach are used, the precise meaning being established by the context.

The procedures and crew coordination applicable to a Go-around/ Missed Approach are detailed in the Crew coordination section of the FCOM. The initial actions are the same in the all engines operating and one engine inoperative cases, as follows:

Call “GOING AROUND”, press the GA button on one of the power levers.

Advance the power levers to the detent position and pitch up to the attitude commanded by the flight director. The PNF will ensure that the condition levers are at set to MAX.

Call “SET POWER/MAX POWER, FLAP 5/10/15, GEAR UP”.

It is important that the initial power lever advancement by the Pilot Flying is adequate but not excessive as there have been cases reported where the detent position has been inadvertently passes. The PNF must monitor the power lever advancement to ensure torque and/or temperature limits are not exceeded.

The go-around flap setting is one setting less than the landing flap setting which is recorded on the Landing Data card. If a go-around is initiated above the Acceleration Altitude with the speed in excess of Vbg, the flaps may be selected straight to zero followed by gear retraction and setting of power, however it is recommended that the standard missed approach crew coordination procedure be followed.

IAS mode may be selected after flap retraction and normal climb procedures apply thereafter.

Once the aircraft is climbing at the required body angle, HDG SEL, and ALT SEL modes may be adjusted along with the Pilot Flying’s heading bug.

After a go-around is commenced, the Pilot Not Flying must ensure that the missed approach altitude is selected in the Altitude Alert system and that ALT SEL is armed.

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The missed approach altitude may be set prior to commencing the missed approach after the MDA has been captured and ALT mode is established but ALT SEL must not be armed until after the go-around button has been pressed. If ALT SEL is armed before the missed approach is commenced, it will be cancelled when the go-around button is pressed.

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2.3.47 Reduced Flap Landing General

The procedures and technique to be adopted for a reduced flap landing are described in the Reduced Flap Landing checklist in the QRH and include the following:

To avoid a “Too Low Flap” annunciation from the GPWS as the aircraft descends through 200 ft AGL with less than Flap 15 selected, the GPWS Flap Over-ride will be pressed ON.

2.3.48 Application

• Enter the circuit using normal entry procedures and checklists.

• Extend the downwind leg 30 seconds past the landing threshold or longer if conditions permit.

• Maintain VREF+10 until established on final approach.

The condition levers should be advanced to MAX (1020) early in the approach (on base leg) to enable the approach flight path to be stabilised as soon as the aircraft is lined up on final.

When established on final, reduce speed to VREF and stabilise the power and body angle. Approximately 15% torque and 4° nose-up can be expected. Do not de-stabilise the approach by chasing airspeed fluctuations on short final - maintain the correct power and body angle.

Power should not be reduced until at or immediately prior to touchdown. At approximately 100 feet raise the nose of the aircraft to adopt a pitch attitude of between 5 to 6 degrees. This attitude should be maintained through the normal flare height until touchdown. Caution should be exercised with the body angle close to the maximum of 6 degrees, any sink rate detected close to the ground should be corrected with a standard sink recovery technique where power is applied to arrest the sink rate.

WARNING - Do not exceed 6° nose-up attitude during the landing as this may cause the tail of the aircraft to strike the ground.

After touchdown, lower the nose wheels and bring the power levers to DISC without delay. Use reverse if necessary when below 150 KIAS.

2.3.49 Rejected Take-Off Considerations

Regardless of which pilot is executing the take-off, the responsibility for the decision to reject a take-off and to physically stop the aircraft rests with the Captain. If the First Officer observes a failure that they are convinced it will affect the safety of the aircraft when airborne, they will call "FAILURE".

The Captain's decision to stop the aircraft will be signified by the application of the brakes, retarding the power levers and calling "STOPPING ". If the First Officer was conducting the take-off, the Captain will immediately assume full control of the aircraft.

The First Officer will not apply the brakes during any take-off condition, unless they are convinced the Captain has become incapacitated.

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The only variable applicable to a rejection at any particular speed prior to V1 is brake pressure required. In any rejected take-off, initially apply maximum brake pressure. If it is apparent that more than adequate runway remains the brake application may be reduced to that which will ensure the aircraft is stopped before the end of the available distance

The aircraft should be brought to a full stop before any drills are initiated. After a high speed, heavy weight aborted take-off, prolonged taxiing is not recommended as the wheels and tyres are hot. Where possible use wheel chocks and leave the park brake OFF.

Application

On recognition of the failure, the Captain Trainee will rapidly perform the following procedures:

� Apply the brakes and retard the power levers to disc

� call “STOPPING”

� Select reverse as required

Trainee First Officers will perform the following procedures:

� Hold the controls

� Advise ATC “Stopping Runway ___”

� Call 50 Knots and engage the control locks

Common Errors

• Does not recognise failure. • Slow reaction. • Fails to use brakes. • Fails to anticipate yaw due to asymmetric propeller drag when DISC is selected. • Fails to Hold Controls • Fails to engage control locks

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2.3.50 One Engine Inoperative Circuits Take-Off with Engine Failure after V 1

Recognition of power loss is dependent on recognition of asymmetric thrust, a decrease in performance and/or a power loss as indicated on the engine instruments.

Flight crews must be trained to be conscious of engine instrument readings at all times and, in particular during take-off. Flying the correct take-off profile on all take-offs with regard to airspeed and body angle are paramount.

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2.3.51 Considerations Engine Failure Recognition

Close, reliable crew coordination is necessary for early recognition. The Captain alone makes the decision to GO or NOT GO, but it is virtually impossible for them to continuously monitor the engine instruments while visually controlling the aircraft during the take-off roll. The engine instruments will be monitored by the First Officer. The decision to reject the take-off is still the Captain's but they must rely heavily on the First Officer.

The initial stages of all take-offs should be performed as if an engine failure has occurred. In the event of an unnoticed engine failure occurring after V1, the profile and procedures will still be correct and safe. (ie – rotate to 8º then 10º as detailed in FCOM).

Directional and Lateral Control

If the pilot is intent on keeping the take-off path on or parallel to the runway centreline, the correct rudder input will be applied naturally as power decays on the failed engine even in a crosswind. After the initial pedal displacement, little or no change in pedal position will be required to hold a straight take-off path. Up to 5 degrees of bank towards the live engine may be used to facilitate directional control, balanced flight, and improved performance. This will result in half a skid ball to the live engine side, however this technique is not required to achieve certification performance.

Don't oscillate the rudder or control wheel. If changes are required, strive to make them smooth and well coordinated.

Excessive rudder will cause a marked deterioration in performance. The Q400 rudder is very effective and easy to over control.

When stabilised on speed during climb, rudder and aileron trim may be used.

Rotation

There is a tendency to rotate too early and rapidly with a known engine failure. Early rotation may actually increase the required take-off distance to a height of 35 feet. Make the rotation smoothly but not prematurely.

Obstacle Clearance

For obstacle clearance with an engine out, follow the procedure as detailed in the ARDM. Maintain V2 during second segment climb or until clear of obstacles.

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2.3.52 Application Procedure

The crew coordination procedure to be conducted is detailed in the FCOM and summarised as follows:

� Apply the rudder as required to maintain heading as the thrust decays.

� At VR, rotate smoothly to a lift-off body angle of 8º. Directional control should be maintained by use of rudder with aileron utilised to maintain wings level as required.

� When a positive rate of climb is observed, call for the gear to be retracted.

� Nominate which engine has failed and wait for confirmation from the Pilot Not Flying.

� Maintain V2 during climb to the nominated Acceleration Altitude and then fly the aircraft level at that altitude to accelerate.

� At VFR, retract the flaps and at VBG set maximum continuous power and then commence further climb.

� Complete the engine shutdown drill, or

� Conduct the Engine Failure/Fire/Shutdown QRH checklist.

� Conduct the Normal After Take Off checklist.

� Advise ATC and the Cabin Crew

The passengers should also be briefed at the first available opportunity.

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Common Errors

• Tries to correct yaw with aileron instead of rudder.

• Oscillates rudder and control wheel.

• Rotates early.

• Rotates late. Remember obstacle climb path.

• Under rotates or pitches nose down immediately after lift-off.

• Does not adopt the required attitude after lift off.

• Does not correctly identify the engine failure.

• Uses insufficient rudder and consequently banks towards the inoperative engine.

• Does not accelerate in level flight

• Descends during the third segment

• Fails to make good scheduled engine-out flight path.

• Makes large changes in airspeed and asymmetric thrust while holding constant rudder and attempts to correct by applying a large wheel displacement. Note that rudder requirement changes with airspeed.

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2.3.53 Circuit and Landing (One Engine Inoperative)

These landings are performed to familiarise the Trainee with the approach and landing techniques with one engine inoperative. The techniques and procedures for an engine out landing are similar to those applicable to a normal landing.

Level out at the appropriate circuit altitude (normally 1500 ft AGL). Allow the aircraft to accelerate then reduce power to maintain 170 KIAS and select flap 5 (approximately 45% torque at 1020 RPM). Select gear down abeam the landing threshold, followed by flap 15.

With one engine inoperative, the use of the PTU and SPU must be considered. The QRH Checklist provides guidance on which must be operative in individual cases.

On base leg, commence descent and maintain a minimum speed of Vref +15 KIAS.

With Gear down, Flap 15, condition levers MAX and airspeed Vref +15 to 150 KIAS a 3 degree glidepath will be maintained with 25% torque. If necessary, Flap 35 degrees may be used for landing.

Aim to turn onto final at 700 ft. Reduce speed to be at Vapp at 500 feet AGL. The Vref additive used to establish Vapp will be dependant on the environmental conditions existing at the time, however a target approach speed (Vapp) must be flown.

Maintain the correct glidepath and airspeed to arrive at the threshold at the required speed for the flap setting.

Rudder trim may be centralised before landing. The aircraft should be landed with minimal or hold off and the nosewheel gently lowered as soon as the main wheels have contacted the ground.

Both power levers should be brought into the DISCING range after the nosewheel has been lowered.

Rudder pedal steering is more than adequate to maintain directional control during the ground roll.

Common Errors

• Forgets to increase power on the operating engine to maintain speed and flight path.

• Oscillates rudder on final approach.

• Oscillates roll controls on final approach.

• Holds excessive airspeed on final approach.

• Does not coordinate rudder with power and airspeed changes.

• Varies approach path from normal approach and landing.

• Allows a reducing airspeed from 500” rather than flying Vapp.

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3. Q400 DIFFERENCES TRAINING SYLLABUS & RECORD

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3.1 Q400 DIFFERENCES TRAINING FILE AND LINE TRAININ G RECORD PREAMBLE.

This training file provides a permanent record of completed training for flight crew that have transitioned from the DHC8-2/300 variant to the Q400.

The training file is extracted from the Training & Check manual and duplicated here to assist trainees in preparing for each training event undertaken.

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3.2 DHC-8-400 DIFFERENCES TRAINING FILE

DHC-8-400 DIFFERENCES TRAINING – ACTION FILE AND CH ECKLIST The Trainee is to present this Training File to the particular Training Captain, Check Captain, or Instructor at each of the training sequences listed below for sign off on successful completion. Capt/First Officer:________________________________ __________ Staff No: ________________ ARN:______________________ Base: _______________________

FUNCTION COMPLETED BY FUNCTION REQUIRED TRAINING

COMPLETED NAME SIGNATURE DATE

Manuals Issued

Type Engineering Differences Course

Type Performance Course

FMS & Systems Integration Training

Observation Flights

Cockpit Procedures Training

Simulator Training

Simulator Proficiency Check

Emergency Procedures Training

Line Training – Check to Line

Paymaster advised

Training File Reviewed

Training File Archived

THIS FORM TO BE FILED IN CREW FILE ON COMPLETION

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CAPTAIN

FIRST OFFICER _________________________________________ BASE: _________________ SIMULATOR TRAINING COMMENCED: __________________ COMPLETED: __________ AIRCRAFT LINE TRAINING COMMENCED: __________________ COMPLETED: __________

AIRCRAFT FAMILIARISATION TRAINING

COCKPIT PROCEDURES TRAINER/FLIGHT TRAINING DEVICE

FULL FLIGHT SIMULATOR

DATE TIME PROG TOT

INSTRUCTOR DATE TIME PROG TOT

INSTRUCTOR

AIRCRAFT LINE TRAINING

ASSIGNED LINE TRAINING CAPTAIN

FLIGHT TIME SECTORS APPROACHES

DATE DAY NGT TOTAL LHS RHS TOTAL

ROUTE FLOWN

INST VIS

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Line Training summary Continued

FLIGHT TIME SECTORS APPROACHES

DATE DAY NGT TOTAL LHS RHS TOTAL

ROUTE FLOWN

INST VIS

LINE COMPETENCY FLIGHT

DATE ROUTE CHK CAPT SAT/UNSAT

DATE ROUTE CHK CAPT SAT/UNSAT

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TRAINING FILE AND RECORD ADMINISTRATIVE PROCEDURES

Herewith is your training file. Please take note of the following:

1. You are responsible for producing this file to the Training or Check Captain, or Simulator Instructor carrying out the particular rostered training.

2. On completion of any entries made in the file, you should resume custody of the

file and note the comments made. 3. All entries made in the training file must be si gned by both the relevant

Training or Check Captain, or Simulator Instructor and trainee. 4. Requirements for your training are attached. You should ensure that each

requirement is completed before the next phase is commenced. 5. This file is to be made available to the Flight Training Manager on request. It

should also be presented to the Flight Training Manager, whenever an entry appears therein which calls for his attention, and upon completion of line training.

6. Trainees should ensure the relevant documentation is completed for

submission when completing final checks: • Completed file (entries signed) • Licence • Completed up to date Log book • Medical Certificate

7. On satisfactory completion of the Competency Flight, the above documents are

to be delivered to the Flight Training Manager who will initiate action for the particular approvals required for the category of operation for which the training was undertaken.

8. On completion of training this file is to be ret ained as a permanent record

of training.

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3.2.1 Minimum Requirements (Simulator) Captains and First Officers:

• When available Supernumerary observation flights prior to commencing simulator training - 3 sectors recommended. Entries of Observation Flights to be made in table at bottom of this page and certified completed by the Pilot in Command of that flight.

• Simulator flight time 12 hours (minimum) for 2 pilots.

• The sequences in the Simulator Conversion guide are designed to be completed

in three sessions of approximately 4 hours each.

• Prior to commencing Simulator Training the candidate will have successfully completed the DHC-8-400 differences Ground School as detailed in Section 10 of this Manual.

• Training for DHC-8-400 differences shall normally be completed in three

simulator exercises with each pilot candidate receiving a minimum of six hours of simulator training time. Due to unforeseen circumstances, eg. simulator down time/or slow candidate progress, the instructor may further break the endorsement exercises into smaller segments. However, the candidate’s training file must be clearly marked on completion of each exercise.

• An approved simulator instructor or Check Captain will conduct exercises 601,

602, and 603.

• A proficiency check will be conducted at the completion of the detailed training. The results of the proficiency check shall be recorded on a separate FT9.

LOG OF SUPERNUMERARY OBSERVATION FLIGHTS

DATE AIRCRAFT REGISTRATION

AIRCRAFT CAPTAIN

SECTORS OBSERVED (MINIMUM OF 3 REQUIRED)

VH-

VH-

VH-

VH-

VH-

VH-

VH-

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3.2.2 Cockpit Procedures Training ¬• Flight deck layout

¬• EFIS / FMS operation

¬• Before start drills

¬• Engine start limitation

¬• Normal & abnormal checklists

3.2.3 DHC-8-400 Simulator Exercise 601 ¬• Pre-start drills & Check List. Enter and crossfill FMS flightplan

¬• Normal engine start (External power or APU)

¬• Taxiing and brakes

¬• Normal Take-off and departure via SID using FMS

¬• Steep turns

¬• Stalls

¬• ILS Approach and landing flap 35

¬• Circuits Take-off flap 5, 10 & 15 Landing Flap 15 & 35

¬• Missed approach

¬• Normal taxi in and shut down.

¬• Battery start

3.2.4 DHC-8-400 Simulator Exercise 602 ¬• Pre-start drills & Check List. Enter and crossfill FMS flightplan

¬• Normal engine start (External power or APU)

¬• Normal Take-off

¬• Vectors for ILS Approach and landing flap 35

¬• Crosswind circuits

¬• Flap 0 approach & landing

¬• Asymmetric circuits

¬• Single engine missed approach

¬• Circling Approach

¬• Rejected Take-off

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3.2.5 DHC-8-400 Simulator Exercise 603 ¬• Line flight 1(LOFT Exercise):

¬• Cockpit preparation, drills & Checklist

¬• Departure via SID Climb to cruise altitude.

¬• Descent and RNAV approach, Flap 35 landing

¬• Line flight 2 (LOFT exercise)

¬• Normal turnaround and departure

¬• Minor malfunction (no further impact on flight after QRH procedure completed)

¬• STAR arrival and ILS approach and flap 35 landing.

¬• Airwork – in-flight malfunctions.

¬• Revision as required.

3.2.6 DHC-8-400 Simulator Proficiency Exercise 604 Line Flight 1

¬• Cockpit preparation, drills & checklists

¬• Departure via SID, climb to cruise altitude

¬• Descent / STAR, ILS approach

¬• Line Flight 2

¬• Normal turn around and departure with SID

¬• STAR arrival with track shortening

¬• ILS approach & landing

Base exercises

¬• Rejected Takeoff

¬• Engine Failure @ V

¬• One engine inoperative landing

¬• One engine inoperative missed approach

¬• 1 Line Flight shall be conducted as PF and one as PNF. All base exercises shall be conducted as PF and PNF.

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COCKPIT PROCEDURES TRAINING REPORT – DHC 8-400

Captain/First Officer .................................................................has satisfactorily completed Cockpit Procedures Differences training of the DHC-8-400 series aircraft. He/She is ready to

commence Full Flight Simulator training.

Simulator Instructor/Check Captain Signature

Simulator Instructor/Check Captain Name

ARN Date

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DHC-8-400 SIMULATOR TRAINING RECORD

COMPETENCY ASSESSMENT

Date

SIMEX 601 602 603

PRE- FLIGHT - Cockpit set up

- Before Start Check

- 24 Hour Checks

- APU start

ENGINE START - Before Start Procedures

- Limitations

- External Power or APU

- Battery Start

- Start Malfunction and Rejected Start Procedures

- After Start Procedures

TAXI - Taxi Procedures

- Taxi Checks

TAKE-OFF - Flap 5°

- Flap 10° or 15°

- Rejected

- Engine Failure After V1

- Night (where possible)

- Instrument

- Crosswind

CLIMB - Type I, Type II, Type III

STEEP TURNS - 45º Angle of Bank (max)

STALLS - Clean

- Approach Configuration

- Landing Configuration

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Date

SIMEX 601 602 603

DESCENTS - Normal

- Turbulence Penetration

CIRCUITS - Normal

- Asymmetric

- Bad Weather/Reduced Visibility Circling

LANDINGS - Normal - 15° Flap

- 35° Flap

- Engine Inop - 15° Flap

- 35° Flap

- Flapless (requirement)

- Crosswind

- Pitch Awareness

- “Sink” recovery technique

- Night (where possible) - Lit

- Unlit

- Flapless

AVIONICS & AUTO FLIGHT

- Before Start set up

- Selection of NAV sources

- Use of MFD

- AFCS Mode Selection

- Instrument Approach – ILS

- RNAV

- FMS (FPL, SID APPR, VNAV, X-FILL) PF and PNF

- FMS Holding (discussion)

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Date

SIMEX 601 602 603

EMERGENCY and ABNORMAL PROCEDURES

- FADEC Caution

- Propeller Malfunctions

- Hydraulic Failure

- Engine Fire/Failure

- EFIS Display Failure

- AHRS and ADC Source Reversion

- TCAS display

AIRCRAFT SYSTEMS

- Normal Management of:

- Electrical

- Ice Protection

- Pressurisation/Air Conditioning

- Hydraulic

- Fuel

- Engine

- Propeller

- Flight Instruments

- Avionics

- Flight Controls

QRH - General and use of

- Management in relation to normal checklists

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SIMULATOR TRAINING REPORTS – DHC-8-400

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SIMULATOR TRAINING REPORTS – DHC-8-400

Captain/First Officer .................................................................has completed Full Flight Simulator differences training and satisfactorily completed a proficiency check in the DHC-8-

400 series aircraft and has demonstrated his/her competence in all required procedures. He/She is cleared to commence aircraft line training.



ARN Date

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LINE TRAINING COMPETENCY ASSESSMENT INSTRUCTIONS

The line training section of this training file is presented as in a sequential line flight, commencing from flight planning through to post flight actions and concluding with a GENERAL section, which includes items relevance to the DHC-8-400.

The training file is divided into two columns for recording standard progress: a) Column “D GROUND ASSESSED TO STANDARD” These are essential items which require correct interpretation and/or application.

Whilst these items may or may not eventuate during the course of line training, their knowledge and application must be tested in a simulation/discussion on the ground or in-flight.

When an area has been assessed as “D GROUND ASSESSED TO STANDARD”, the LINE TRAINING RECORD must be ticked as D. Any item ticked as D must be also ticked as F.

b) Column “F TO FINAL CHECK STANDARD”

For an area to be ticked off as “F TO FINAL CHECK STANDARD”, a candidate must demonstrate an ability to manage and perform all duties associated with the flight without supervision.

Final check must not be recommended unless each rel evant item is at the final check standard.

Every relevant item in the LINE TRAINING RECORD must be ticked as F, prior to the final check.

Note: A tick may be used in any sections adjacent to a line item to record the number of

attempts made prior to monitor progress.

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DHC-8-400 LINE TRAINING RECORD – DIFFERENCES – CURRENT & QUALIFIED DHC8 FLIGHT CREW


PRE-FLIGHT

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D F FLIGHT PLANNING

Flight log preparation and accuracy

Correct use of fuel spreadsheet

Fuel policy understood/Ops advised

Critical point & PNR - Discussion

Normal planning (graphs, etc)

Single engine allowances

Un-pressurised flight

Manual Trim Sheet

AIRCRAFT PREPARATION

Daily/Turn-around inspection competence

Installation/Removal overnight equipment

Undercarriage lock pins

Aircraft maintenance/trip record checked

Emergency Equipment

REFUELLING

Normal

Overwing: view -Discussion

Fuel tank dips and drains

Dips - engine oil

DEFUELLING -

Discussion

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COMPETENCY

ASSESSMENT

PRE-FLIGHT (cont.)

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D F

COCKPIT PREPARATION

Take-off power/weight charts and tables understood

TOLD card accurate and complete

FMS/NAV procedures correct

Airways clearance recording/readback

Departure briefing normal/emergency appropriate

Instrument read-out fluent and accurate

Drills and checklist fluent

Load sheet/special load documentation

Changes re-briefed

SOP’s

TAKE-OFF DATA CALCULATION

Use of Take off tables

Allowances – ice protection, wet runway etc. (Discussion)

Intersection departure, rolling start, etc

BEFORE START


Communication with ground staff – headset/pushback

Airmanship

SOP’s

START

Limitations

Internal power

External power

A.P.U - For start support

- For air conditioning only

Engine parameters checked

SOP’s

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COMPETENCY

ASSESSMENT

FLIGHT

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D F

TAXI

Awareness Aircraft size, and turning radius

Use of power/brakes

Taxi speed

Drills and checklist timing/fluency

SOP’s

Narrow taxiway operation

TAKE-OFF

Pre-selection anti-icing/Wx radar

Power set accurately by 50 kts

Standard calls made

Engine instruments monitored

Tracking on the centreline

Crosswind technique correct

Rotation rate/pitch attitude

Attitude and speed accurate

Reconfiguration height and speed correct

Flight director use appropriate


SOP’s

Airport Runway

Runway special departure procedures for

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COMPETENCY

ASSESSMENT

FLIGHT (cont)

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D F

DEPARTURE

Profile climb speeds

- Take-off climb

- Departure climb to LSALT/TRK

- Enroute climb

- SID/SRD/ATC clearances complied with

Use of AFCS Mode selection

Engine limits observed and climb power setting

NAV Aids/FMS use appropriately

CRUISE

Power set in accordance with company policy

Flight Log maintained

NAV Aids/FMS use appropriately

DESCENT

Descent Planning/Profile – use of VNAV

TOLD Card accurate and complete

Aircraft Profile and rate of descent monitoring

Cabin Profile monitored

Airspeed and Power management

TERMINAL AND APPROACH PROCEDURES

Configuration, airspeed and power management

Appropriate - use of FMS

- selection of NAV sources

- display of information

- RNAV (GNSS) approach

- FMS VOR approach (if practicable)

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COMPETENCY

ASSESSMENT

FLIGHT (cont)

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D F

Holding (discussion)

- Speeds (including icing)

- Configuration

- Level

- Fuel Flow

APPROACH

Visual

- Airspeed

- Power Management

- Configuration

- Circuit size/altitude

Instrument

- Airspeed

- Power Management

- Configuration

- Circuit size/altitude

- Nav Aid source selection and display

LANDING

Flap 15

Flap 35

Reduced Np

Technique

Pitch awareness

Touch down point achieved

TAXI, PARKING and SHUTDOWN

Awareness – Taxi speed, turning radius, parking clearance

After Landing Drills and Checklist

Shutdown Drills and Checklist

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COMPETENCY

ASSESSMENT

FLIGHT (cont)

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D F

GENERAL

Nuisance faults and resets

CDS Maintenance page access and reset procedures

MEL maintenance procedures for: 25-60-6

27-30-3

32-40-1

52-10-3

General use

INSTRUMENT APPROACHES CONDUCTED IN LINE TRAINING FLIGHT

DATE PLACE DATE PLACE DATE PLACE DATE PLACE

ILS - Raw Data

- Flight Director

- Coupled

VOR - Aligned

- Circling

- FMS

NDB - Aligned

- Circling

DME/GPS Arrival

RNAV(GNSS)-Aligned

- Aligned

- Circling

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DHC8-400 ADDITIONAL LINE TRAINING - INITIAL QUALIFI ED DHC8 FLIGHT CREW FLIGHT

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D P Taxi

Clearance complied with Traffic awareness/marshalling signals Use of power/brakes Taxi speed Nosewheel steering; with/without Drills and checklist timing/fluency SOP’s

Take-Off Wake turbulence considered Pre-selection anti-icing/Wx radar Power set accurately by 70 kts Appropriate calls made: “autofeather armed”, “power set” Engine instruments monitored Technique (guarding levers and pedals) Tracking on the centreline Crosswind technique correct V1 calls - Dry runway - Wet runway Rotation rate/pitch attitude Attitude and speed accurate Runway special departure procedures for: A/D R/W Reconfiguration height and speed correct Flight director use appropriate Drills and checklist fluent SOP’s

Departure SOP’s observed Profile climb speeds - Take-off climb - Departure climb to LSALT/TRK - Enroute climb to FL 150 - Enroute climb above FL150 SID/SRD/ATC clearances complied with OCTA procedure VMC OCTA procedure IMC MSA/LSALT recognition

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DHC8-400 ADDITIONAL LINE TRAINING - INITIAL QUALIFI ED DHC8 FLIGHT CREW

FLIGHT (CONT)

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D P Use of AFCS SOP’s Departure track confirmation Weather radar management T.C.A.S. management Traffic OCTA monitoring and separation Engine limits observed and reduced power climbs Nav aids/GPS used appropriately Cold climate recognition/operation Situational awareness Sterile cockpit management SOP’s

Cruise Power limits observed - Reduced power policy Trend monitoring cards and procedure Cabin management Pressurisation/air conditioning management PAX announcement Flight log maintained Nav aids/GPS/T.C.A.S. used appropriately ATC clearance obtained/observed Airspace/PRD areas managed Radio procedure correct Cold climate recognition/operation TOLD card accurate and complete Descent planning and briefing Descent profile Rough air descent SOP’s

Descent Cold climate recognition/operation Aircraft profile/rate of descent correct Cabin profile/rate of descent monitoring Traffic obtained/monitored ATC clearances obtained/observed MSA/MVA/LSALT recognition Turbulence consideration/technique Nav aids/GPS/T.C.A.S. correctly used

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FLIGHT (CONT)

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D P Radio procedure correct Cabin management PAX announcement Sterile cockpit procedures SOP’s

Arrival Radar environment/STARS Non-radar environment OCTA procedures Configuration/speed Holding patterns: Nav aids/GPS Situational awareness Traffic management/T.C.A.S. SOP’s

Instrument Approach IMC day IMC night Monitored approach Runway aligned approach Circling approach Configuration Speed control Stability Situational awareness Tracking accuracy Missed approach SOP’s

Visual Approach Day with/without slope guidance Night with/without slope guidance Speed control and stability Glideslope and final tracking accuracy Circuit spacing/accuracy Circuit timing Straight in approach intercept and profile

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FLIGHT (CONT)

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D P Landing

Day Night On centreline X-wind Wet runway Flap 15° Flap 35° Touch down point Use of propeller aerodynamic/wheel braking

Ground Handling/Parking Safety and airmanship Traffic awareness After landing drills Ground handling/marshalling signals Single engine turn-around Parking precision and safety considerations

Post Flight Trip record and maintenance log accurate and complete Aircraft unserviceablities recorded Operations/Engineering debriefed on aircraft status Next crew handover brief, where feasible Aircraft turn around/overnight security

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AIRCRAFT SYSTEMS

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D P Electrical

Warning panel/Electrical panel indications Recall drills DC power system/circuit breakers DC power system faults/failures/drills AC power system/circuit breakers AC power system faults/failures/drills Power conservation

De-Icing/Anti-Icing De-icing/Anti icing panel selection and indications Airframe/Engines/Propellers system knowledge/operation Icing awareness - dangers/use of auto pilot and flap Airframe de-icing failures Propeller and Engine anti-icing failures Pitot/Static/Windshield heater failures

Hydraulics Systems operation/selections Warning panel/Hydraulic panel indications Landing gear emergency extension drill Nose wheel steering/failures/limitations Flap failures/warning/limitations/drills Main wheel brake malfunction/drills Emergency brake operation/limitations/drills

Engine and propellers

Engine limitations Propeller limitations Engine malfunction recall drills Propeller malfunction recall drills Engine fire protection Engine start malfunctions Warning panel indications

Fuel

Fuel system Normal fuel operation Transfer fuel operation Fuel pressure warning indications Low fuel warning indications

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AIRCRAFT SYSTEMS (CONT)

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D P

Flight Controls

Elevator/Aileron/Rudder system Flap operations Flap malfunctions Primary control malfunctions

Aircraft Fire Protection System

Fuselage smoke and fire indication/protection system Cabin fire drill Baggage locker smoke indications and drill Cockpit electrical smoke/fire drill Recall drills Smoke dispersal

Pressurisation/Air Conditioning System System operations usage and limitations System failures and malfunctions Normal “auto” control of pressurisation Manual control of pressurisation

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DISCUSSION ITEMS

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D P Flight Planning

NAIPS/Manual flight planning Main base flight planning Flight planning facilities at outer ports Company fuel policy Fuel burn rates normal/holding Reserve allowances PNR and CP Alternate requirements due weather/runway lighting/nav aids/GPS Airports without standby runway lighting

Aircraft Operations Hot/Abort/Ventilation starts Parking in strong wind Wet runway operations Take-off meteorological minima Normal diversions MEL’s application Diversions due weather/runway closures Maximum range Wake turbulence considerations Wind shear during take-off and landing recognition technique Manual load and trim sheet completion Single engine turn-around considerations and SOP’s GPWS alerts/actions in VMC and IMC CFIT awareness Intersection departures Landing weight limited sectors Flap 15/35 landings Go-around procedure Circling approach requirements day/night Carriage of dangerous goods: Company regulations on type Sterile cockpit policy and procedure Over wing refuelling and tank dips De-fuelling

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DISCUSSION ITEMS (CONT)

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EN

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D P Oil dips requirements Aircraft overnight security Aircraft limitations

Aircraft Operations Engine ground operation limits Auto pilot operation and limitations Flight manual supplements TCAS operation GPS knowledge and operation

Emergency Procedures Emergency equipment Emergency oxygen Radio failure procedure Emergency transponder codes Controlled/uncontrolled cabin and cockpit fires Engine fire during start Engine fire on the ground Controlled/Uncontrolled engine fire in flight Emergency descent normal/asymmetric Engine failure drill and configuration Use of QRH Drift down procedure Asymmetric diversion (CAO 20.6) Emergency off field landing/ditching Rejected take-off CAO 20.7.1B requirements Asymmetric missed approach procedure Asymmetric landing technique Flapless landing Cabin and cockpit fires

Standard emergency PA phraseologies (QRH, Sect 6)

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DISCUSSION ITEMS (CON’T)

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D P Management and Support Skills

Planning/Prioritising Cockpit CRM techniques Communication/Listening skills Crew co-ordination and communication Pilot flying roles Pilot Not Flying Roles Approach monitoring/deviation calls Fault identification, communication, acceptance & correction Traffic Airspace Time Cabin safety planning Engines Schedule disruptions Diversions

Miscellaneous

Co-operation with ATC Co-operation with crew/engineers/support staff Knowledge/application of ATC procedures Liaison with crew/engineers/support staff PA professional/courteous/informative/brief Knowledge of Policy manual Application of SOP’s Problem solving

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LINE TRAINING REPORTS – DHC-8-400

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PROGRESS ASSESSMENT – DASH 8 FO/Captain ................................................... recommended for progress assessment flight. (Candidate)

Training Captain Signature Date

PROGRESS ASSESSMENT FLIGHT REPORT

Check Captain Signature Date

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ASSESSMENT FLIGHT DHC-8-400 Captain/First Officer ........................................................... recommended for final check flight.

Training Captain Signature Date

ASSESSMENT FLIGHT

Captain/First Officer ............................................................................. cleared to Command/First Officer (delete as required) line operations – DHC-8-400.



ARN Date

FOR OFFICE USE ONLY FOLLOWING COMPLETION OF TRAINING, FILE PERUSED BY:

Manager Training & Development – date

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3.3 APPENDIX 1 - COMMAND FORM SCHEMATIC

For command upgrade or initial endorsement

UNSUCCESSFUL SUCCESSFUL

COMPLETE FT11 FORM LICENCING ADVICE FORM

ALL COMPLETED DOCUMENTATION FORWARDED TO THE TRAINING MANAGER FOR

ON PILOT TRAINING FILE

COMPLETE LOG BOOK ENDORSEMENT FORM

COMPLETE CASA FORM 214 CERTIFY ENDORSEMENT LABEL

COMPLETE FT9 FORM FLIGHT TRAINING CHECK REPORT

COMPLETE FT1 FORM FLIGHT TRAINING ADMINISTRATION FORM

Blue copy to QF Administration Other copies to Training Manager

Review of candidate’s performance by

standards review group

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3.4 APPENDIX 2 - PROFICIENCY CHECK FROM SCHEMATIC (CYCLIC)

COMPLETE FT1 FORM FLIGHT TRAINING ADMINISTRATION

FORM

1. Blue copy to QF Administration 2. Pink and white copies to Training

Manager

All company documentation

forwarded to the Training

Manager for processing

COMPLETE FT 9 FLIGHT TRAINING CHECK

FORM Must be signed by candidate

Immediately advise Training Manager or/and Crewing to

remove pilot from line operations for a minimum of 3 days

ON COMPLETION OF CHECK SESSION

UNSUCCESSFUL

SUCCESSFUL

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3.5 APPENDIX 3 - ROUTE CHECK FORM SCHEMATIC

CO M PLE TE FT1 FOR M FLIG HT TRA INING AD MINIS TRATI ON

FORM

A ll cop ies to Tr ain ing C oord inator

CO M PLE TE FT9 FOR M FLI GHT TR AININ G C HECK RE PO RT

FORM

Mu st b e s ign ed by P ilot

A ll completed doc um enta tion to the Manager T ra in ing &

D eve lopment

N.B. Che ck m e dical a t com m ence m ent o f sess ion

Immedia te ly advise Tr a in ing C oord ina to r and /or C rewing to rem ove

Pilo t from line oper a tions

UN S U C CE SSF U L

S U C CE SSF U L

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3.6 APPENDIX 4 - UNSATISFACTORY PROGRAMS FORM SCHEMATIC

ON COMPLETION OF CHECK FLIGHT UNSATISFACTORY

COMPLETE FT9 FORM FLIGHT CHECK REPORT

Candidate must sign the FT9 form

COMPLETE FT1 FORM FLIGHT TRAINING ADMINISTRATION FORM

1. Write ‘No” in the “Exercise Completed” column 2. Under remarks (right hand side) describe recommended

remedial training

Forward all documentation to the

Manager Training & Development for review of performance.

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4. OPERATIONAL REFERENCE MATERIAL

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4.1 SIMULATOR/AIRCRAFT DIFFERENCES Q400 Simulator Differences

QantasLink Aircraft Spec Simulator (Sydney) Simulator (Seattle)

Under Floor document storage fitted

No Document Storage No Document Storage

King HF Radio installed No HF Radio installed No HF Radio installed

Cabin Prepared light installed Cabin Prepared light installed No Cabin Prepared light installed

Mod Not installed Mod not installed. MTOP for take-off with uptrim disabled mod installed.

Mod not installed. Mod not installed. Flight Dynamics Heads-Up Guidance System (HGS) installed (Seattle only).

FMS 802.2 installed. (2) FMS 802.2 installed. (2) FMS SCN 801.x installed.

Notes:

1. Reduced Np landing is addressed during line training.

2. The noteworthy differences embodied in 802.2 are:

a. Map display of missed approach legs can be suppressed.

b. Map display of altitude constraints on End of Approach and missed approach legs is suppressed.

c. When a waypoint with an altitude constraint occurs more than once in the flight plan, the map will display the altitude only once.

d. Floating waypoints followed by a *NO LINK* will no longer remove the flight plan from the map display.

e. Options to calculate ETP and PNR are added to the Performance Menu.

f. VNAV is modified to remain engaged when VTO is executed with the aircraft up to 200 ft below the waypoint altitude constraint.

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4.2 CYCLIC PREPARATION GUIDE

The following information is provided to assist flight crews in preparing for cyclic proficiency checks.

The Training and Check department provides all crew with a Cyclic Overview Sheet at least one month prior to the conduct of first current cyclic check. The sheet is normally distributed in FOIS but may be supplied directly to pilots’ pigeon holes. This sheet should be used as a tool to identify required information and procedures for the check, and may be read in conjunction with the exercise overview published on the QantasLink intranet site. This information may be segmented into a number of areas not limited to the following.

Line Flight Routes: A review of planned routes, specifically standard flight plans; reviewing tracks, distances, cruise altitudes and LSALT. A review of Jeppesen En-route and Terminal Charts for the route noting the airspace structure and available ATC and navigational facilities. A review of the exercise overview sheet provided on the intranet will enable a summary appreciation of the weather and the likelihood of icing or any significant factors that will affect the flight, including NOTAMs.

Instrument Flight/Manipulative Skills: Instrument Scan can deteriorate if not commonly practiced. In today’s environment of automation it is possible to spend significant periods without actually hand flying and/or pilot navigating. This may result in a deterioration of these skills. Flight Crew must be aware of this effect and ensure that their own personal proficiency is maintained by periodically practicing these core skills while in flight.

Power settings: Review all required power settings and attitudes for all flight phases. Particular attention should be paid to the power settings for asymmetric configurations.

Approaches: A review of the nominated approaches and any likely alternate approaches that may be required. The review should pay particular attention to the descent profile, timing/distance of legs, descent limitations, MAPT, missed approach procedure, SOPs, and whether ice protection is likely to be required for the approach (and landing?) based on the conditions provided in the exercise overview.

Seldom practiced procedures: It is important to recognise that a number of the procedures conducted during the cyclic check, are not regularly conducted in normal line operations. Examples may include NDB approaches (manual flight or autopilot on), DME arc, TCAS, windshear and terrain avoidance procedure, low visibility operations, missed approach, and steep. These procedures may be required as part of the Line Flight or specifically detailed in the base exercises. The FCOM, FAM and Training Manual contain specific guidance material on these procedures. A thorough review of the necessary areas prior to the cyclic check will be necessary.

Abnormal ops: The potential abnormalities are provided in the briefing sheet. A review of crew co-ordination, recalls, QRH checklists, management plans (ARCC), PAN/Mayday call structure, the correct use of the Emergency call button, Cabin Crew (TESTO) brief, and Pax brief.

Discussion items: Discussion items are detailed in the overview sheet with specific details published on the intranet. One method of preparation is to create a self quiz on the topic(s) concerned. The Pilot Engineering Manual contains detailed information on Controls and Indicators, Limitations and System Operations. The FCOM also contains Limitations data and information on procedures such as Low Vis Take Offs. All of the appropriate areas

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should be reviewed ensuring you understand the function/effect of controls and indicators together with the ability to demonstrate a functional understanding of each system.

Documents

Q400 Conversion & Training Manual