Standard Operating Procedures (SOP) B200 - XS4ALLstella01.home.xs4all.nl/documents/docs/D102c.pdfSOP B200 - for MCC course MPL SXS TABLE OF CONTENTS Issue 2.1 Page 3 - 54 0 SUBJECT

Issue 2.1 Page 1 - 54

(Document nr. 102-c / MPL-SXS)

Standard Operating Procedures (SOP) B200

for Multi-Crew Co-operation Course (MCC) and Multi-Crew Pilot Licence Course (MPL) - for students who are following the MPL program in cooperation with SunExpress

Name :_____________________________________________________

COPYRIGHT Avion Training No part of this manual or its extracts may be reproduced in any form, by print, photo print, microfilm or any

other means, without written permission from Avion Training

SOP B200

- for MCC course MPL SXS


Issue record

Issue Number Issue date

01 08-04-2015

02 03-08-2015

2.1 29-11-2016

SOP B200


TABLE OF CONTENTS


0 SUBJECT 00 – PREFACE (OF INTRODUCTION) 4

1 SUBJECT 10 – CHECKLIST (NORMAL & NON-NORMAL) PROCEDURES 9

1.1 Introduction Normal checklist (Checklist) ...................................................................................... 9

1.2 Introduction Non Normal checklist (do list) .................................................................................. 10

1.3 Normal checklist .......................................................................................................................... 14

1.4 Non Normal checklist .................................................................................................................. 16

1.5 Emergency Checklist (Non-Normal) ............................................................................................ 21

SUBJECT 11 – CREW BRIEFINGS 24

1.6 Departure crew briefing ............................................................................................................... 25

1.7 Arrival crew briefing ..................................................................................................................... 26

2 SUBJECT 12 – BASIC FAILURE MANAGEMENT (BFM) 27

3 SUBJECT 13 – STANDARD OPERATION PROCEDURES (SOP‟S) 29

3.1 Standard calls and om procedures ............................................................................................. 31

3.2 Before taxi procedure .................................................................................................................. 33

3.3 Before take off procedure ............................................................................................................ 33

3.4 After landing procedure ............................................................................................................... 35

3.5 Use of MCP ................................................................................................................................. 35

3.6 Configuration and speeds ........................................................................................................... 37

3.7 Preflight preparation .................................................................................................................... 38

3.8 Take off and landing data ............................................................................................................ 39

3.9 Pushback and taxi (flight crew phraseologies) ............................................................................ 40

3.10 Dispatch ...................................................................................................................................... 42

3.11 Before takeoff procedure ............................................................................................................ 43

3.12 Sop 1 Take off (copilot t/o) .......................................................................................................... 43

3.13 Sop 2 (Precision approach and landing (PA) procedures) ......................................................... 45

3.14 Sop 3 (NON ILS approach and landing (NPA) procedures) ....................................................... 46

3.15 Sop 4 (Go Around procedures) .................................................................................................. 47

3.16 Sop 5 Rejected take off (RTO) .................................................................................................... 48

3.17 Sop 6 Emergency descent .......................................................................................................... 49

3.18 Sop 7 Smoke handling ................................................................................................................ 49

3.19 Sop 8 Pilot incapacitation ............................................................................................................ 49

3.20 Sop 9 Windshear ........................................................................................................................ 51

4 SUBJECT 14 – PRACTICAL INFORMATION 52

SOP B200



0 SUBJECT 00 – PREFACE (OF INTRODUCTION) This Multi Crew Coordination SOP B200 Manual has been prepared by Avion Training. The purpose of this manual is to:

Provide the necessary operating (non) normal procedures the students need to safely and efficiency operate the B200 simulator (the simulator will be handled as a B737 CAT Caircraft with cabin crew / ground crew / OPS.etc. ) during all MCC sessions

Establish standarized procedures and practices to enhance Boeing operational philosophy and policy

Procedures/ configuration / speeds / powersettings/ limitations used on every flight can be found in Chapter 3. Normal procedures introduction General

An introduction to the normal procedures philosophy and assumptions Step by step normal procedures

Normal procedures philosophy and assumptions Normal procedures are done on each flight and are done by memory and scan flow Crew duties Preflight and postflight crew duties are divided between the Captain and First officer. Phase of flight duties are divided between pilot flying ( PF ) and pilot monitoring ( PM ) Each crew member is responsible for moving the levers and switches in their area of responsibility The Captain may direct actions outside of the crew member‟s area of responsibility The general PF responsibilities are

Taxiing Flight path and air speed control Airplane configuration Navigation Monitor PM

The general PM responsibilities are

Checklist reading Communications Tasks asked by the PF Monitoring PF. / taxiing, flight path, air speed, airplane configuration and navigation

PF and PM duties may change during a flight. For example the Captain could be the PF during taxi but be the PM during takeoff through landing. Mode Control Panel (MCP) panel is the PF‟s responsibility. When flying manual, the PF directs the PM to make the changes on the MCP panel ( and other system selections ) Crew co-ordination and monitoring Standard crew coordination and communication during all phases of flight will enable the crew to be permanently aware of each other‟s actions, airplane configuration, system status, airplane position, ATC Communications. All crew actions and tasks are to be monitored by each pilot . Errors in judgment or deviations from standard procedures must be reported to the other pilot without delay. Each pilot depending on who is more readily available, may carry out duties, however SYSTEM HANDLING BY THE PF SHALL NEVER INTERFERE WITH HIS MAINTASK OF FLYING THE AIRPLANE

SOP B200



All orders related to the handling of the airplane given by the PF, shall be acknowledged after being carried out by the PM. Actions that require some time to complete ( eg. reading of checklists flap operation ) shall be repeated by the PM and acknowledged as soon as the commanded position or action has been obtained or completed Before making the selection the PM will assure that operating limitations and flight procedures allow the configuration change, if not he will inform the PF accordingly. Autopilot flightdirector system procedures . When selecting a value on the MCP panel verify the respective value change on the flight instruments as applicable The crew must verify manually selected or automatic MCP changes. Use the FMA to verify mode change for the

Autopilot Flightdirector

FMA changes on the primary flight display ( PFD ) shall be announced and acknowledged. It is the PFtask to call automatic FMA changes within 10 sec. There after it is the PM task to make the call. Keep your finger on a changed setting until confirmed by the other pilot. No FMA call outs before lift off. No FMA calls during G/A until gear is selected up. Three different situations can be defined

Automatic flight o The PF controls the MCP

Manual flight

o The PM controls the MCP at the direction of the PF

Raw DATA o Procedures are identical as manual flight. Except FO. selections

All changes to MCP will be called out The crew member making a change to MCP( altitude or heading ) will check that the change has been confirmed by the other crew member with the call “CHECK” When in doubt verify using open questions MCP values are announced by calling the parameter followed by the value (eg.”SPEED TWOTWO ZERO “) The PF must engage the AP himself calling “AUTOPILOT ON “ when announced by the FMA When disengaging the AP the PF states “AUTOPILOT DISENGAGED “ It is important that the crew is continuously aware of the actual flight modes and selections made. This is achieved by monitoring the changed FMA indications. Note: FMA indications are announced by reading aloud the changed indication in spoken language. An announcement or a confirmation may only be given when all relevant indications has been check.If the relevant indications do not match, action must be taken to obtain the required setting.Announcements and / or confirmations of mode changes and actions should be postponed if they would interfere with radio communications, emergency and / or non normal procedures.

SOP B200



Automatic flight When the AP is in use, the PF should make MCP mode selections. The PM may make selections at the directions of PF In an environment that provides technology to do the work, we are faced with a man- machine interfaced problem, referred as automation complacency (TEM). Continuously monitor and cross check the automatic operation of the airplane Flight path control is essential for safe flight. Using automatic systems allows the pilot to devote additional time to monitoring the airplane‟s flight path. Automatic systems give excellent results in the majority of situations, however in some circumstances these automatic systems may not perform as expected Deviations from expected performance are normally due to an incomplete understanding of the operation by the flight crew or system malfunction If the MCP mode does not perform as required, airplane control is paramount. This may require manual flight, it may also be possible to reselect the MCP. This might solve the problem, in any event take immediate action Once the airplane is under control further analysis can be made Manual flight In manual flight the PM will make all MCP changes at direction of the PF Heading and altitude changes from ATC clearances and speed selections associated with flap position changes may be made without specific directions. However these selections should be announced such as “HEADING ONE FIVE ZERO SET “ The PF must be aware such changes are being made These enhances overall safety by requiring both pilots to be aware of all selections while still allowing one pilot to concentrate on flight path control Assure the proper flight director modes are selected for the desired manoeuvre. If the flight director commands are not correct the flight director should be turned off or reprogrammed. Note: < 10.000 ft. (FL100) no PF Nav programming, cockpit silence.

SOP B200



Preflight and postflight scan flow

SOP B200



Area of responsibility

- First officer as pilot flying

Note: In case of transfer of control to the Captain, the Captain will scan his flight instruments and the avionic panel and the pedestal as shown above,

SOP B200



1 SUBJECT 10 – CHECKLIST (NORMAL & NON-NORMAL) PROCEDURES

1.1 INTRODUCTION NORMAL CHECKLIST (CHECKLIST) This introduction gives guidelines for use of the Normal Checklist (NC). The NC is organized by phase of flight. The NC is used to verify that critical items have been done. NORMAL CHECKLIST OPERATION NC‟s are used after doing all respective procedural items. The following table shows which pilot calls for the checklist and which pilot reads the checklist. Both pilots visually verify that each item is in the needed configuration or that the step is done. The far right column shows which pilot gives the response.

CHECKLIST CALL READ VERIFY RESPOND

PREFLIGHT CPT F/O Both

Area of responsibility

BEFORE START

BEFORE TAXI

BEFORE T/O PF PM PF

AFTER T/O PM

DESCENT Area of responsibility

APPROACH

LANDING PF

SHUTDOWN CPT F/O Area of responsibility

SECURE

During checklist reading it is of utmost importance that the PM is constantly aware of flight progress. That means that during reading, the checklist may not be kept in front of the primary flight instruments, but preferably on the knee. To keep track of the checklist during possible interruptions it helps to constantly put a finger at the item that has to be covered next. NC use is challenge and response. FMA changes must be checked and confirmed. RT should not be transferred to the PF, except for non-normal checklist reading or for personal care or company call or communication with cabin crew. It is important that during checklist reading an active scan of the flight instruments is performed. It is good practice when the PM teaches himself to check the flight instruments for a few seconds after every 2 checklist items. If the airplane configuration does not agree with the needed configuration: • stop the checklist • complete the respective procedure steps • continue the checklist If it becomes apparent that an entire procedure was not done: • stop the checklist • complete the entire procedure • do the checklist from the start

SOP B200



Try to do checklists before or after high work load times. The crew may need to stop a checklist for a short time to do other tasks. If the interruption is short, continue the checklist with the next step. If a pilot is not sure where the checklist was stopped, do the checklist from the start. If the checklist is stopped for a long time, also do the checklist from the start. Explanation Check List Items and Scan Flow: Cockpit preparation will be done via a standard scan flow. The scan flow is always from left to right and from top to bottom. Before starting a flight, refer to the cockpit preparation procedures described in the SOP‟s. Procedures are scans which start at a trigger moment: Trigger moment for the before Taxi procedure is… : “Released by ground crew” all clear signal Trigger moment for the before takeoff procedure is : “CABIN CLEAR “ during taxi out Trigger moment for the climb cruise procedureis : “>10.000 ft (FL100)” during climb Trigger moment for the descent procedureis : “Before top of descent” during cruise Trigger moment for the approach procedureis : “<10.000 ft (FL100)” during descent + cleared to an altitude Trigger moment for the after landing procedureis : “60 kts GS and clear of Rwy“ during landing roll Ref. 4.2 and 4.3 A cockpits scan (± 10 min) has to be carried out from time to time during flight. After completion of each checklist, the pilot reading the checklist calls, "_______________ CHECKLIST COMPLETED." CHECKLIST CONTENT The checklist has the minimum items needed to operate the airplane safely. 1.2 INTRODUCTION NON NORMAL CHECKLIST (DO LIST) The NNC chapter contains checklists used by the flight crew to manage non–normal situations. Most checklists correspond to a light, alert or other indication. In most cases, the MASTER CAUTION and system annunciator lights also illuminate to indicate the non-normal condition. These lights, alerts and other indications are the cues to select and do the associated checklist. Checklists can have both memory and reference items. Memory items are critical steps that must be done before reading the checklist. The last memory item is followed by a dashed horizontal line. Both pilots call: “MEMORY ITEMS COMPLETED “when applicable. Reference items are actions to be done while reading the checklist. Some checklists have additional information at the end of the checklist. The additional information provides data the crew may wish to consider.

SOP B200



NON-NORMAL CHECKLIST OPERATION NNC start with steps to correct the situation. If needed, information for planning the rest of the flight is included. When special items are needed to configure the airplane for landing, the items are included in the Deferred Items section of the checklist. While every attempt is made to supply needed NNC, it is not possible to develop checklists for all conceivable situations. In some smoke, fire or fumes situations, the flight crew may need to move between the Smoke, Fire or Fumes checklist and the Smoke or Fumes Removal checklist. In some multiple failure situations, the flight crew may need to combine the elements of more than one checklist. In all situations, the captain must assess the situation and use good judgment to determine the safest course of action. It should be noted that, in determining the safest course of action, troubleshooting, i.e., taking steps beyond published non-normal checklist steps, may cause further loss of system function or system failure. Troubleshooting should only be considered when completion of the published non-normal checklist results in an unacceptable situation. NNC‟s also assume: • During engine start and before takeoff, the associated NNC is done if a non-normal situation is

identified. After completion of the checklist, the Dispatch Deviations Guide or operator equivalent is consulted to determine if Minimum Equipment List dispatch relief is available.

• System controls are in the normal configuration for the phase of flight before the start of the NNC. • If the MASTER CAUTION and system annunciator lights illuminate, all related amber lights are

reviewed to assist in recognizing the cause(s) of the alert. • Aural alerts are silenced and the master caution system is reset by the flight crew as soon as the

cause of the alert is recognized. • The EMERGENCY position of the oxygen regulator is used when needed to supply positive

pressure in the masks and goggles to remove contaminants. The 100% position of the oxygen regulator is used when positive pressure is not needed but contamination of the flight deck air exists. The Normal position of the oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom microphone operation is restored when oxygen is no longer in use.

• Indicator lights are tested to verify suspected faults. • In flight, reset of a tripped circuit breaker is not recommended unless directed by a NNC. However,

a tripped circuit breaker may be reset once, after a short cooling period (2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker.

• Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not recommended, unless directed by a NNC.

NON-NORMAL CHECKLIST USE NNC use starts when the airplane flight path and configuration are correctly established. Only a few situations need an immediate response (such as CABIN ALTITUDE WARNING or Rapid Depressurization). Usually, time is available to assess the situation before corrective action is started. All actions must then be coordinated under the captain's supervision and done in a deliberate, systematic manner. Flight path control must never be compromised. When a non–normal situation occurs, at the direction of the CPT, both crewmembers do all memory items in their areas of responsibility without delay. The pilot flying calls for the checklist when: • the flight path is under control • the airplane is not in a critical phase of flight (such as takeoff or landing) • all memory items are complete.

SOP B200



The pilot monitoring reads aloud: • the checklist title (PF; confirm correct checklist). • as much of the condition statement as needed to verify that the correct checklist has been selected • as much of the objective statement (if applicable) as needed to understand the expected result of

doing the checklist. The PF does not need to repeat this information but must acknowledge that the information was heard and understood. For checklists with memory items, the PM first verifies that each memory item has been done. The checklist is normally read aloud during this verification. The PF does not need to respond except for items that are not in agreement with the checklist. Non-memory items are called reference items. The PM reads aloud the reference items, including: • the precaution (if any) • the response or action • any amplifying information. The PF does not need to repeat this information but must acknowledge that the information was heard and understood. The item numbers do not need to be read. During an in-flight non-normal situation, verbal confirmation is required for: • an engine power lever ( PF ) • an prop. lever • an condition lever • an engine, APU or cargo fire switch • a generator drive disconnect switch With the airplane stationary on the ground: • theCaptain and the FO take action based on preflight and post flight areas of responsibility With the airplane in flight or in motion on the ground: • the PF and the PM take action based on each crewmember‟s Areas of Responsibility. For example during an engine fire the PF closes the power lever “CONFIRM POWER LEVER NUMBER___”, and calls “CONTINUE WITH THE MEMORY ITEMS”. When a power lever has to be retarded, this shall be done by the PF. After completion of the NNC, normal procedures are used to configure the airplane for each phase of flight. When there are no deferred items, the DESCENT, APPROACH and LANDING NC‟s are used to verify that the configuration is correct for each phase of flight. When there are deferred items, the NNC will include the item “CHECKLIST COMPLETE EXCEPT DEFERRED ITEMS.” The pilot flying is to be made aware when there are deferred items. These items are included in the Deferred Items section of the checklist and may be delayed until the usual point during descent, approach or landing. The deferred items are read aloud by the PM. The PF or the PM takes action based on each crewmember‟s area of responsibility.

SOP B200



When there are deferred items, the deferred items section of the NNC will include the DESCENT, APPROACH and LANDING. These checklists should be used instead of the usual DESCENT, APPROACH and LANDING NC‟s. The PF or the PM responds to the deferred NC items based on each crewmember‟s area of responsibility. However, during the deferred Landing NC, the PF responds to all deferred checklist items. Each checklist has a checklist complete symbol at the end. The following symbol indicates that the checklist is complete:

The checklist complete symbol can also be in the body of the checklist. This only occurs when a checklist divides into two or more paths. Each path can have a checklist complete symbol at the end. The flight crew does not need to continue reading the checklist after the checklist complete symbol. After completion of each NNC, the PM states “NNC_________________CHECKLIST COMPLETED.” Standard symbols used in NNC. > Memory item NNC completed

choose one

_ _ _ _ _ _ _ _ _ _ _ _ _ hold line Evacuation procedure After decision for evacuation theCaptain and the F/O perform the EVACUATION CHECKLIST. The F/O will leave the aircraft via the front entry door and helps directing the passengers against the wind. The Captain will leave the aircraft via the aft entry door and will search for people in the aircraft left behind. SCD.

SOP B200



1.3 NORMAL CHECKLIST

PRE-FLIGHT

Oxygen ........................................................................................................................ TESTED 100% Navigation transfer switch ............................................................................................................... L/R Pressurization mode selector ................................................................................................ NORMAL Battery .................................................................................................................................... ON Flight instruments .......................................................................... HEADING ____ ALTIMETER ____ Parking brake ................................................................................................................................. SET Annunciator Panel ............................................................................................................... CHECKED Conditions levers................................................................................................................... CUT OFF

BEFORE START

Flight deck door.................................................................................................... CLOSED / LOCKED Fuel ............................................................................................................... ____ lbs PUMPS ON Passenger signs.............................................................................................................................. ON Switches ......................................................................................................................................... SET Power levers ................................................................................................................................. IDLE Prop levers ......................................................................................................................... FORWARD Trim Taps ....................................................................................................................................... SET Take-off speeds ................................................................................. V1___ VR___V2___CHECKED V2 ................................................................................................................... ____ SET Taxi and T/O briefing ..................................................................................................... COMLPETED Flight Director / NAVsystems ......................................................................................................... SET Altimeter ......................................................................................................................... ____ SET Rotation Beacon.............................................................................................................................. ON

BEFORE TAXI

Generators ...................................................................................................................................... ON Probe heat ....................................................................................................................................... ON Flaps ...................................................................................................................................40 SET Exterior Lights ................................................................................................................................ SET Transponder ................................................................................................................. AS REQUIRED Ground equipment ....................................................................................................................CLEAR Flight controls ...................................................................................................................... CHECKED

BEFORE TAKE-OFF

Flaps 40 SET Stabilizer trim .................................................................................................................. _____ UNITS

AFTER TAKE-OFF

Landing gear .................................................................................................................................... UP Flaps ....................................................................................................................................... UP

DESCENT

Terrain Clearance ................................................................................................................ CHECKED Landing Data ............................................................................................... Vref ____ MINIMUMS ___ Approach briefing ........................................................................................................... COMPLETED

CPT/FO

FO

FO

CPT

CPT

CPT

FO

CPT

FO

FO

FO

FO

FO

FO

CPT

PF

PF

PF

PF

CPT/FO

FO

FO

FO

FO

FO

FO

CPT

CPT

PM

PM

PF

PM

PF

PF

PF

SOP B200



APPROACH

Altimeters ....................................................................................................................................... SET

LANDING

Landing gear .......................................................................................................... DOWN, 3 GREENS Prop levers ................................................................................................................ FULL FORWARD Flaps ............................................................................................................................. ____SET

SHUT DOWN / SECURE

Parking Brake ................................................................................................................................. SET Exterior Lights ................................................................................................................................ SET Flaps ....................................................................................................................................... UP Avionics Master .............................................................................................................................. OFF Condition Levers ............................................................................................................................ OFF Switches ......................................................................................................................................... OFF Master Switch ................................................................................................................................. OFF

PM/PF

PF

PF

PF

CPT

FO

CPT

FO

CPT

FO

CPT

SOP B200



1.4 NON NORMAL CHECKLIST Condition: One or more of these occur:

Engine fire warning

Airframe vibrations with unusual engine indications

Engine separation >1 Power lever……………………………….. confirm………….. close >2 Condition lever…………………………… confirm.................. cut off >3 Prop lever…………………………………. confirm.................. feather >4 Engine fire switch………………………... confirm………….. lift cover >5 If engine fire light stays illuminated: Engine fire switch………………………… confirm………….. push and hold for one second If after 30 seconds engine fire light stays illuminated: Overheat or fire condition still exist. 6 If high airframe vibrations occurs and continues after the engine is shut down:

o Without delay, reduce airspeed and descent to a save altitude which results in an acceptable vibration level.

o If high vibration returns and further airspeed reduction and descent are not practicable increaseairspeed may reduce vibration.

7 Choose one: APU is available for start: APU …………………………. start When APU is running: APU GEN. switch……………… on >> Go to step 8 APU is not available: >> Go to step 8 8 Balance fuel as needed 9 Transponder mode selector………… TA only This prevents climb commands which can exceed single engine performance capability. 10 Plan to land at the nearest suitable airport. >> Go to the one engine inoperative landing checklist.

ENGINE FIRE OR ENGINE SEVEREDAMAGE OR SEPARATION

SOP B200



ENGINE FLAMEOUT AND SHUTDOWN

1 Power Lever..................................... CLOSE

2 Condition Lever............................... CUTOFF

3 Prop Lever........................................ FEATHER Perform the One Engine Inoperative Landing Procedure

_____________________________________________________________ >ENGINE SEVERE DAMAGE ( Engine seizure )

1 Proceed with the engine fire procedure, even when there is no fire warning.

______________________________________________________________ ONE ENGINE INOPERATIVE LANDING

1 Prepare a Flaps 40 landing

2 N-1 Go Around Flight Techniques.... REVIEW Do the normal G/A procedures except: - Init pitch attitude 5° up - Use Flaps Up - Maintain climb out speed Vref. 40 + 15 - Limit bank to 15° when airspeed is less than Vref. 40 + 15 - accelerate to 160 kts IAS at acc. Altitude.(Minimum MSA) published missed approach altitude

3 Normal Descent Checklist................ PERFORM

4 Normal Approach Checklist............. PERFORM

----------------------------- Deferred Items ------------------------------

LANDING CHECKLIST

1 Landing Gear..........................…………….. DOWN, 3 GREENS

2 Altimeters......................…........................... ____SET

3 Prop Lever………………………………..….. FULL FORWARD

4 Flaps………………………………………….. 40 SET

_____________________________________________________________ BLEED AIR FAIL

1 Bleed Air Switch (affected side)................... INSTR/ENVIRONMENTAL OFF

2 Engine Instruments...................................... MONITOR

______________________________________________________________

SOP B200



FUEL SYSTEM FUEL PRESSURE LOW (L or R FUEL PRESS Annunciator) 1 Standby Pump (failed side)................ ON 2 FUEL PRESS Annunciator................ EXTINGUISHED

_______________________________________________________ CABIN OR CARGO DOOR UNLOCKED 1 Cabin Signs....................................... ON 2 Pressurization……………………..... CHECK 3 Purser………………………………... INFORM Land at nearest suitable airport.

______________________________________________________ FLAP FAILURE 1 Actual flap position………………….. CHECK 2 Set flap handle in actual position…. SET 3 Note: max. speed 160

4 Note: with Flaps < 40° FAS = Vref40 + 20

__________________________________________________________________________ ADI FAILURE 1 Remaining inverter.................................. SELECT

_________________________________________________________________________ GENERATOR OVERHEAT 1 Affected generator.................................... OFF

If generator overheat light remains illuminated: Consider Engine Shutdown

If generator overheat light is extinguished: 2 Affected generator ………………………. ON

_________________________________________________________________________ GENERATOR INOPERATIVE 1 Load meter ………………………… VERIFY GENERATOR IS OFF (0% LOAD) 2 Generator………………………….. RESET, THEN ON

If generator will not reset:

3 Generator………………………….. OFF Load meter………………………… DO NOT EXCEED 100%(88% above 31,000 feet)

__________________________________________________________________________ INVERTER

SOP B200



1 Remaining Inverter............................ SELECT

__________________________________________________________________________________ EVACUATION 1 Parking Brakes................................... SET 2 Flap lever……………………………… 100 3 Pressurization mode selector………. DUMP If time allows: Verify that the flaps are 100 before the engine start levers are moved to CUTOFF. 4 Conditions levers (both)……………….. CUTOFF 5 Advise the cabin to evacuate…………. Notify the flight attendants via PA. 2x “Cabin Crew

Evacuate Aircraft”: 6 Advise the tower. 7 Engine/APU fire switchers (all)………………. PUSH

__________________________________________________________________________________ Condition: One or more of these occur:

o A cabin altitude exceedance o In flight, the intermittent cabin altitude/configuration warning horn sounds and the

CABIN ALTITUDE lights (if installed and operative) illuminate. >1 Don oxygen masks and set regulators to 100% >2 Establish crew communications >3 Pressurization mode selector ………………………MAN >4 If cabin altitude is not controllable: Passenger signs …………………………………ON If the cabin altitude exceeds or is expected to exceed 14,000 feet: PASS OXYGEN switch………………………….ON ►► Go to the Emergency Descent checklist

5 If cabin altitude is controllable: Continue manual operation to maintain correct cabin altitude. When the cabin altitude is at or below 10,000 feet: Oxygen masks may be removed.

CABIN ALTITUDE WARNING OR Rapid Depressurization

SOP B200



Condition: One or more of these occur:

o Cabin altitude cannot be controlled when the airplane is above 14,000 feet. o A rapid descent is needed.

>1 Announce the emergency descent. The Captain will advise the cabin crew, on the PA system, of

impending rapid descent. The PM will advise ATC and obtain the area altimeter setting. >2 Passenger signs………………………………………ON >3 Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is higher. >4 PF selects or checks fuel pump…………………… ON >5 Thrust levers (both)…………………………………. Reduce thrust to minimum or as needed for anti-ice >6 Set target speed to Mmo/Vmo. 7 When approaching the level off altitude: Stabilize on altitude and airspeed. 8 Crew oxygen regulators……………………………. Normal Flight crew must use oxygen when cabin altitude is above 10,000 feet. To conserve oxygen,

move the regulator to Normal. 9 The new course of action is based on weather, oxygen, fuel remaining and available airports.

Use of long range cruise may be needed.

EMERGENCY DESCENT

If structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads.

!

SOP B200



1.5 EMERGENCY CHECKLIST (NON-NORMAL) Condition: Smoke, fire or Fumes identified.

1. Diversion may be needed.

2. Don oxygen masks and set regulators to 100%, as needed.

3. Don smoke goggles, as needed.

4. Establish crew and cabin communications.

5. Instruct the cabin crew to turn off the IFE.

6. Anytime the smoke or fumes becomes the greatest threat:

►► Go to the Smoke or Fumes Removal procedure

7. Choose one:

Source is of the smoke, fire or fumes is obvious and can be extinguished quickly:

Isolate and extinguish the source.

If possible, remove power from affected equipment by switch or circuit breaker in the

flight deck or cabin.

►► Go to step 8.

Source is of the smoke, fire or fumes is not obvious or cannot be extinguished quickly:


8. Choose one:

Source is visually confirmed to be extinguishedand the smoke or fumes are decreasing:

Continue the flight at the captain‟s discretion.

Restore unpowered items at the captain‟s discretion.

▀ ▀▀▀

Source is not visually confirmed to be extinguished or smoke or fumes are not decreasing:


9. Instruct cabin crew to:

Turn on the cabin reading lights.

Turn on galley attendants work lights.

Turn on cabin fluorescent light switches.

10. Divert to the nearest suitable airport while continuing the checklist.

11. Consider an immediate landing if smoke, fire or fumes situation becomes uncontrollable.

12. Do not delay landing in an attempt to complete all the following steps.

13. Pressurization selector…………………………………………………………….Recirculation.

14. Wait 2 minutes unless the smoke or fumes are increasing. This allows time for the smoke

or fumes to clear.

Smoke, Fire or Fumes

SOP B200



15. Choose one:

Smoke or fumes are decreasing:

Consider diversion

▀ ▀▀▀

Smoke or fumes continue or are increasing:


16. Wait 2 minutes unless the smoke or fumes are increasing. This allows time for smoke or

fumes to clear.

17. Choose one:

Smoke or fumes are decreasing:

►► Go to the Smoke or Fumes Removal Procedure

▀ ▀▀▀

Smoke or fumes continue or are increasing:

Consider an immediate landing.

▀ ▀▀▀

SOP B200



Condition:Smoke or Fumes removal is needed.

1. Do this checklist only when directed by the Smoke, Fire or Fumes checklist.

2. Do not delay landing in an attempt to complete the following steps.

3. Close the flight deck door:

4. Pressurization selector………………………………………………….outside air.

5. Choose one:

Smoke or fumes source is confirmed to be outside the flight deck:

▀ ▀▀▀

Smoke or fumes source is confirmed to be on the flight deck:

Caution! Window should not be opened unless the source is confirmed to be on

the flight deck.

Establish normal holding speed. High airspeed may be prevent opening the window.

Open the first officer‟s window.

▀ ▀▀▀

Do not turn on pressurization selector switch that was turned off by the Some,

Fire or Fumes checklist.

Smoke or Fumes Removal

SOP B200



SUBJECT 11 – CREW BRIEFINGS The objective of a crew briefing is to focus the minds of the crewmembers to the part of the flight that is coming next. A good crew briefing covers all relevant aspects, preferably in a fixed sequence and in a clear manner. By doing so, the phase of flight which the crew briefing covers has already run through the minds of the crewmembers. This provides clarity between the crewmembers about what can be expected. As a consequence there will be a calm atmosphere in the cockpit and mental space to adequately react to ever changing variables. Keep crew briefings concise, this ensures a better mental alertness of the other pilot, or and the crew. There is a crew briefing by the Captain purser will brief the passengers There is a cockpit briefing by the PF. There is a crew briefing by the Captain for abnormal or emergency procedures. Good timing of the crew briefing is important. Preferably this is done at a moment when the workload in the cockpit is low. For departure it can be done after cockpit set-up. For approach, just before top of descent is a good moment. When workload in flight is high, the crew should create extra time by asking for radar vectors or a holding pattern. When this is not feasible, one could cut the briefing in pieces and brief every aspect coming up separately. A standard crew briefing does not exist. The contents of the crew briefing is the responsibility of all cockpit crewmembers. This means that all crewmembers will have to study the departure/approach procedures. Thereafter, the pilot flying (PF) gives the crew briefing on behalf of the whole cockpit crew. After completion he must actively look for reactions or questions from the other crewmembers. A fixed sequence in a crew briefing avoids that things are left out. Furthermore, the crewmembers know what sequence to expect and this provides a better mental alertness to the correctness of the crew briefing. A helpful aid to memory is the abbreviation ANWB, which will be explained hereafter. - A; stands for aircraft. With this the existing technical status of the aircraft is meant. After an abnormal the impact of this failure should be mentioned during the briefing. For example, it is no use to brief a cat III approach when the autopilot is unserviceable. State endurance, is ….. (6 hours). - N; stands for NOTAM‟s. It reviews important NOTAM information in the briefing. For example, it is no use to brief an ILS when the glide-path is unserviceable. - W; stands for weather. Both pilots will have to mentally translate the ATIS information to visualize the flight phase coming up. For example; is it possible to return to the airport of departure with an engine failure? Or during approach; when will the crew see the runway? This will have effect on the way the autopilot/flightdirector system (MCP) is used. Also, it is important that the crew is aware where to expect the runway in relation to the longitudinal axis of the aircraft to enable a smoother switch-over to visual flight. - B; stands for briefing. Normally, the expected route is briefed here in a chronological order, including crew coordination. Also, for takeoff, engine out procedures will be briefed. Note: Departure briefing from the gate to the end of the SID including route continuation (transition). Arrival briefing from present position to the parking position. Note: emphasize the cautions, warnings and remarks and TEM items. Including MSA outside the 25 n.m.range for both departure- and arrival briefing. When after the crew briefing situations arise which make amendments on the crew briefing necessary it has to be updated. Only the change and the impact on the operation have to be briefed. Giving a good, consistent crew briefing is an art that can be mastered only with practice in many different situations. Crews that give good crew briefings tend to perform better than those who don‟t, especially in situations when workload is high.

SOP B200



1.6 DEPARTURE CREW BRIEFING The PF shall give the departure crew briefing before engine starting (SCD) The crew briefing shall either start with STANDARD if the following conditions are met: • Standard crew co-ordination procedures • Standard flight techniques • Standard engine failure procedure • Flaps 40 • Reduced take-off (2100 lbs) Or with NON STANDARD, after which only the deviating condition(s) shall be mentioned. In addition the crew briefing shall at least cover the following items: • Taxi-out route • Departure procedure according ATC clearance • First cleared Altitude / Flight level • Transition Altitude • MSA • Altitude to climb to after the engine failure procedure

- This may be any safe altitude from 500 HAA in VMC for a direct return up to an en route flight level above MOCA in case a direct return is impossible or impracticable.

• Operational impact of local situation, weather and aircraft deficiencies, if not yet covered. Note: At all sessions the PF gives a complete briefing with all items from parking position till end of SID including route continuation ore transition. Example Departure crew briefing: Engine start on the gate + details Push back details Taxi route details Standard T/O - SID details - Transition altitude - MSA details - NAV set up Standard emergency handling which means: - before 80 stop for all emergency/abnormal conditions - between 80 and V1 stop for:

o engine failure o fire / or fire warning o Predictive windshear warning o un flyable conditions

- N-1 after V1 continue with V2 at 1500 HAA;maintain runway track, accelerate to 160 clean up

and (with max. rate of climb) until above MSA and inform ATC (or when published follow engine out procedure conform TL. chart).

- Set up of NAV equipment.

SOP B200



1.7 ARRIVAL CREW BRIEFING The crew briefing should be given as soon as the essential details are known. Preferable during cruise. Listen out the ATIS or ask ATC for the runway in use and other information. The crew briefing shall at least cover the following items: - From present position. - Any deviations from the standard SOP procedures - Applicable minimum altitudes ( including min. alt in STAR or Radar vectors or own navigation ) - Type of approach/landing - Approach profile, descent limit and, for non precision approaches, rate of descent and MAPt - Missed Approach Procedure - Taxi-in route - Set-up of NAV-equipment Note: At all sessions the PF gives a complete briefing with all items from cruising level ( present position ) to the gate, except in a time related emergency situation: the PF can decide to give a short relevant briefing. ( SCD )

SOP B200



2 SUBJECT 12 – BASIC FAILURE MANAGEMENT (BFM) To help crews cope with situations that are beyond normal flight a standardized schedule for dealing with abnormal flight conditions has been developed. This is called Basic Failure Management (BFM). BFM, when used correctly, ensures that the chance of mistakes is diminished, and that if mistakes do occur the crew has the chance to correct this in an early stage. This so because BFM provides clearness in the cockpit about responsibilities and the sequence in which problems are dealt with. If this mental checklist is used while handling failures it will be very unlikely that things are forgotten. To be able to use it, it should be ready knowledge first. Multiple failure management requires a very good understanding of and commitment to the BFM. The 8 steps of BFM

1. FLY THE AIRCRAFT Set pitch/power, trim, use optimum MCP

2. CONFIRM THE FAILURE (STATE FACTS)

By both pilots; it is easy to enter the wrong procedure with complex failures

3. MEMORY ITEMS ”MEMORY ITEMS……”(ref. page 12)

4. SHORT TERM PLAN

Immediate flight path ATC (Mayday/PANPAN) If necessary: do-or-die emergency return

5 NON NORMAL CHECKLIST Both pilots should monitor each other task Consider operational consequences ( who is PF and PM )

6. NORMAL CHECKLIST

7. CHECK CIRCUIT BREAKERS

8. LONG TERM PLAN

A. Collect information

check annunciator panel for new failures

OM chapter (check for additional info)

master minimum equipment list (MMEL; check

dispatch consequences next flight)

Fuel remaining

Weather

Approach aids

Landing distance available (LDA)

Company requirements B. Make your plan

Return

Continue

Divert

Hold C. Inform

ATC Cabin crew (might be earlier if circumstances dictate) Passengers Company

Procedure: When solving a single failure, follow the Basic Failure Management List (BFM List). When solving multiple failures, decide which failure needs more priority and follow the BFM list until step 4 or 5 (PF‟s decision). Mention in the short term briefing that you will start with the other failure now or after performing the NNC (step 6). Follow the BFM list for the second failure and follow the list for both failures when performing the last steps. The second part of the list is combined (after step 4 or 6). (SCD).

SOP B200



Additional Basic Failure Management info 1. FLY THE AIRCRAFT. The main task of the PF is flying the aircraft and the main task of the

PM is monitoring the PF and monitoring the failure (Autopilot on when able is recommended). 2. Analyze the problem and state the facts: Both pilots can state the failure. The PM then

analyses the problem, clearly calling what he sees, feels and/or hears (or has seen, felt and/or heard), so that PF can verify it, while still flying the airplane. Carefully describe the facts. “Silence all warning signals” if both pilots agree on the state of the failure. CONFIRM THE FAILURE and reset master caution. Avoid initiating wrong procedure with complex failures. E.g. “CONFIRM THRUST LEVER NUMBER 1”.

3. MEMORY ITEMS: Both pilots agree on the nature of the failure and PF decides if there are any memory items or not. PM will confirm this by the call “MEMORY ITEMS__” (e.g. engine fire). Each pilot will carry out his or her respective duties in their area of responsibility. The Thrust Lever will be done by the PF (affecting flight path). The other pilot shall confirm all irreversible items that can affect the performance and/or flight path. As a general rule when moving under own power or flying all controls and switches will be done by the pilot monitoring except for controls and switches that (can) influence the flight path.

4. SHORT TERM PLAN: CPT decides for PANPAN or MAYDAY call and gives short direction for imminent flight path (e.g.: straight ahead, SID, emergency turn, immediate return, continue climb or level off)

5. NON-NORMAL CHECKLIST: PF will call for the applicable non-normal checklist (e.g. “NON-NORMAL CHECKLIST ENGINE FAILURE”. After finishing the NNC check master caution annunciator panel.

6. NORMAL CHECKLIST: PF will call for appropriate checklist (e.g. after Takeoff Checklist) 7. Check circuit breakers. Resetting of circuit breakers in flight is not recommended unless

directed by a non-normal checklist (or in concert with TD). 8. LONG TERM PLAN:

A. Collect Information

Check master caution annunciator panel for new failures

POH/OM

Fuel remaining

Weather, approach plates, LDA

Company Requirements

Etc.

B. Make your plan

Return

Continue

Divert

Hold

C. Inform

ATC

Cabin Crew (earlier when situation dictates)

Passengers (earlier when situation dictates)

Company

SOP B200



3 SUBJECT 13 – STANDARD OPERATION PROCEDURES (SOP‟S) SOP‟s provide many benefits for technical and non-technical operations:

They focus the crew‟s attention on the tasks and procedures necessary for safe operation of the aircraft.

They provide a framework for crew co-ordination by removing the uncertainty as to what a crewmember will do next. They create a level of expectation of performance and actions for every crewmember.

They allow crewmembers of varying experience levels to work together at a minimum standard.

They permit crewmembers with no prior knowledge of each other to come together and work with a high degree of co-operation and effectiveness.

They provide a standard against which the airline can measure some aspects of crew co-operation, leadership, judgment and decision making.

They provide an individual means of self-assessment.

They provide an anchor and firm base for young, inexperienced pilots.

They can be one of the indicators of the level of situational awareness of a crewmember.

They provide a basis for crewmembers to monitor each other and the aircraft and highlight inconsistencies or deviations from normal operating.

They provide ready-made solutions to various things that may occur, especially the non-normal operating procedures.

They reduce the guesswork and thus the risk in operating the aircraft.

They are almost always the optimum means for operating the aircraft safely and efficiently. As in normal life also in the cockpit absolute certainties do not exist. SOP‟s, no matter how well designed, can never cover every flight situation. If such a situation arises, the crew has to deviate from SOP‟s. Especially in this case it is of utmost importance that the crew communicates efficiently using all other communication methods available (S.C.D. use statement “off standard flaps 100”). SOP‟s This part provides information about the following SOP‟s: 1. normal take-off (see Note with regard to different flap setting) 2. precision approach and landing 3. non precision approach 4. go around 5. rejected take off (RTO) 6. emergency descent 7. smoke handling 8. pilot incapacitation 9. wind shear Confirmation of actions performed. When actions commanded by PF are performed by PM. PM has to check for correct procedure and correct speed and confirms the action performed. All FMA changes at the PFD automatic (PF. Within 10 sec.) or manual must be called out and confirmed. Actions that require some time to complete ( gear / flaps etc selections ) shall be repeated by the PM and acknowledged as soon as the commanded position or action has been obtained or completed.

SOP B200



Introduction to: Panel scan Fixed seating Co/ Pilot / T/O, RTO, landing Area of responsibility In the early nineties the airline operators changed their philosophy about cockpit duties, procedures and responsibilities. The result was international accepted basic cockpit procedures. Panel scan * After seat adjustment Captain and Co/pilot perform their panel scan.

Conform the preflight and postflight scan flow diagram. Co/Pilot T/O * During movement on the ground. The Captain is PF (some operators have exceptions) * The Captain transfers control to PM when the AC is lined up on the

departure runway by calling “YOU HAVE CONTROL”. * The Co / Pilot makes the First approximate power setting, the Captainwill

adjust. During the T/O roll both hands of the Co / Pilot are on the yoke. The right hand of the Captain is on the throttle until V1.

Co / Pilot RTO * The Captain makes the decision to reject the T/O calling “STOP”. After this

decision, the Captain will take over the controls by calling: “I HAVE CONTROL” and makes a firm input on the controls. Note: The changeover of controls does not have to be immediate after the call

“REJECT”. Co / Pilot Landing * After the call “SIXTY” the Captain will take over the control by calling: “I

HAVE CONTROL” and makes a firm input on the controls.

SOP B200



3.1 STANDARD CALLS AND OM PROCEDURES Head up / Head down procedure: PF: head down status until rwy call PM: head down until 500 ft, head up and down until app minimum, head up status at app minimum until minimum. ALTIMETER CROSS CHECK PROCEDURE: When passing transition altitude (climb) or (descent) use the procedure below. PM calls “ TRANSISTION” PF calls “ STANDARD ALTIMETER /QNHSET, “X CHECKED” (after checking) TRANSFER OF CONTROL AND RT: Transfer of control:

PF states decision and reason to change controls. Before changing controls PF confirms flight path, altitude and speed and calls: “YOU HAVE CONTROL”.

PM confirms flight path, altitude and speed and states: “I HAVE CONTROL” Transfer of RT: PF states reason and calls “YOU HAVE RT”. PM confirms“I HAVE RT”. RT will always change from PM to PF during NNC. reading. LANDING LIGHTS: PM: when cleared for take-off, taxi light off and landing lights on Altitude alert call (automatic or oral ) When 2000 feet before the planned altitude or level the call ”2000 FEET“ When 1000 feet before the planned altitude or level the call ”1000 FEET“ Communication set up: COM #1 ATC COM #2 ATIS, company frequency 123.45 further always 121.5. COM #3 Data link if installed Power Flaps Settings Air Speed oSet Take Off Power oFlaps Up oEighty knots o Minimum clean speed oSet Climb Power oFlaps 40 o V1 o Set VREF oSet Cruise Power oFlaps 100 oRotate o Holding speed oCondition levers low idle oSet ___knots oCondition levers high idle Cabin calls o Cabin clear o Cabin crew take off position o Cabin crew prepare for landing o Attention crew on station o Cabin ready for landing o Cabin crew disarm slides o Cabin crew doors may be opened Acknowledgement Altitude Emergency O Confirm / Affirm o Altitude set o Stop OCheck o Armed oI have control o Altitude select oCabin crew and pax. Remainseated o 1000 ft o Cabin crew evacuate aircraft o 2000 ft o Positive rate

SOP B200



STANDARD CALLS AND OM PROCEDURES Cont.

GENERAL

CONDITION/LOCATION CALLOUT PM (unless noted)

Taxi Before taxi PF: LEFT CLEAR

Taxi Before taxi RIGHT CLEAR

Taxi Before taxi PF: PARKING BRAKE RELEASED

Taxi After taxi PF: PARKING BRAKE SET

Climb Approaching transition PF: SET STANDARD ALTIMETER

Descent Approaching transition PF: SET QNH

Climb Climb STANDARD SET, PASSING __LEVEL

Descent Descent QNH SET, PASSING __ALTITUDE

Climb / Descent Approaching level/ altitude 1000 FT TO LEVEL OFF

Climb/ Descent/ Enroute Deviating from altitude ALTITUDE

VOR/ Loc/ NDB ( NPA ) Deviating from track TRACK

PA / NPA Deviating from FAS SPEED __ HIGH / LOW

Take-Off / Landing Take-Off / Landing PF: GEAR UP / GEAR DOWN

RTO RTO PF: REJECT

Landing roll < 30 kts SIXTY

STANDARD CALLOUTS – ILS APPROACH/ PA

CONDITION / LOCATION CALLOUT PM (unless noted)

First positive inward motion of localizer pointer “LOCALIZER ALIVE”

First positive motion of Glide Slope pointer “GLIDE SLOPE ALIVE”

Final approach fix inbound “OUTER MARKER/FIX, ___FT”

500 ft. HAA “500 CLEARED OR STBY FOR

CLEARANCE „

At 500 or minimums callout - If no response from PF “I HAVE CONTROL___” (state intentions)

100 ft. above DA(H) “APPROACHING MINIMUMS”

At DA(H) - Suitable visual reference not established, i.e., PM does not call any visual cues or only strobe lights

PF: “GO AROUND”

At or aboveDA(H) - Suitable visual reference established

PF: “LANDING”

SOP B200



STANDARD CALLS AND OM PROCEDURES Cont. STANDARD CALLOUTS – NON-ILS APPROACH

CONDITION / LOCATION CALLOUT PM(unless noted)

First positive inward motion of VOR or LOC/ NDB course deviation indication

“COURSE/LOCALIZER ALIVE/NEEDLE ALIVE”

Approaching descent point “APPROACHING POINT D “

At 500 ft or minimums callout - If no response from PF

“I HAVE CONTROL___” (state intentions)

100 ft. above DA(H) or MDA(H) “APPROACHING MINIMUMS”

At DA(H) or MDA(H) - Suitable visual reference not established, i.e., PM does not call any visual cues or only strobe lights

PF: “GO AROUND”

At or above DA(H) - Suitable visual reference established

PF: “LANDING”

Note: During PA and NPA, when visual contact with the landing Rwy is obtained <1000 feet HAA. The

landing call is allowed and omit the “APPROACHING MINIMUM” and “MINIMUM CALL” 3.2 BEFORE TAXI PROCEDURE

Captain F/O

When released by the ground crew

Check flight controls

Monitor

3.3 BEFORE TAKE OFF PROCEDURE

PF PM

Verify cabin clear call is received

Cabin crew take off position (PA)

Flaps ...............................40 set

Condition levers ............. high idle

Call before T/O checklist Do the before T/O checklist

SOP B200



STANDARD CALLS AND OM PROCEDURES Cont. CLIMB AND CRUISE PROCEDURE

PF PM

At above FL 100, set the LANDING light switches to OFF.

Set the passenger signs as needed.

DESCENT PROCEDURE Preferable done before top of descent (TOD)

PF PM

Verify that pressurization is set to landing altitudes.

Set or verify the navigation radios and course for the approach.

Do the approach briefing.

Call: “DESCENT CHECKLIST” Do the DESCENT checklist.

APPROACH PROCEDURE The approach procedure is normally started at FL 100.

PF PM

Set the passenger signs ON.

At or above FL 100, call: “CABIN CREW – PREPARE FOR LANDING”. Set the LANDING light switches to ON.

When cleared to an altitude, set and crosscheck the primary altimeters. The standby altimeter should remain at 1013 HPa for reference to flight levels. In case of intermediate level off before passing transition level at the primary altimeters should be set to 1013 HPa.

Update the approach briefing as needed.

Call: “APPROACH CHECKLIST‟ Do the APPROACH checklist.

Note: When cruise level below FL 100, call “DESCENT” and “APPROACH CHECKLIST” at the same

time and when cleared to an altitude.

SOP B200



3.4 AFTER LANDING PROCEDURE

PF PM

Hold position or proceed as cleared

When speed below thirty, call “SIXTY“„ And when clear of rwy.

Select transponder ................. off

Select flaps ............................. up

Set condition levers ................ low idle

Select landing light ................. off

Select taxi light ....................... on

Call ground control

3.5 USE OF MCP During the MCC course the autopilot/flight director system (MCP) will be used as much as possible. A description of the MCP is given below. Be aware that the autopilot can only be selected when theaircraft is in trim. As the B-200 has a split-cockpit philosophy, the MCP is coupled to either the instruments of the captain, or the instruments of the co-pilot. The instruments of the PF must be coupled to the MCP as he controls theMCP. This selection can be made by the flight director command switch. This switch is located onthe pedestal / left of mode selector panel. Bear in mind that during a temporary change of control (e.g. during approach preparation by the PF), the flightdirector command switch also has to be switched. The MCP of the B-200 has the following modes.

Hdg In this mode the heading is held or acquired and can be changed by turning the heading-knob on the HSI linked to the PF or on central pedestal. FMA is HDG

Alt hold

In this mode the actual altitude upon pressing the Alt button is held. FMA is ALT

Alt preselect

The cleared altitude must be pre-selected in the altitude window. After arming the pre-selected altitude the MCP will automatically level off upon reaching that altitude.

Nav In this mode the radial on the HSI of the PF will be intercepted by the MCP. After selecting Nav on the MCP-panel the NAV-mode will first be armed (amber FMA) FMA is NAV. When the radial is intercepted the FMA will change into CPLD (green FMA).

Approach An ILS can be flown using MCP. However, no auto land can be made, so at 100 ft AGL the AP must be disengaged.

SOP B200



When on intercept heading for an ILS, the MCP should be in the HDG-mode and the ALT-mode. When selecting APP on the MCP-panel the MCP will be armed to intercept the localizer and the glide slope. FMA is APPR (amber FMA). Before selecting approach mode, check correct freq. course setting and nav setting / status (no flags on HSI). When the localizer is intercepted the FMA will change into CPLD (green FMA). At glide slope-intercept the FMA will change from ALT hold into GS coupled.

V/S The V/S-mode can be selected after altitude pre-select.A vertical speed can now be selected using the V/S up-down switch, located left on the MCP-panel. Before changing to a different altitude/FL, pre-select the new altitude/FL. FMA Selection Every FMA selection shall be check and acknowledged by both pilots examples PF PM a) - select app mode - check FMA - check FMA - call: “APP MODE ARMED “ - call: “CHECK” b) - selecthdg mode - check FMA - check FMA - call: “HDG SELECT “ - call: “ CHECK “

Use of bugs Beek Teuge During T/O set Orange bug on V1 Yellow bug on V1 Red bug on V2 Green bug on V2 White bug on 160 White bug on 160 During app set White bug on 160 White bug on 160 Red bug on Vref Green bug on Vref Altibug on DA/MDA Altibug on DA/MDA Note: During manual flight, all actions done by PM on command of PF Note: FD settings for T/O are HDG / 10 pitch up / altitude armed. Note: The PF should engage the AP himself by calling “AP ON“ Note: It is the PF task to call out automatic FMA. changes within 10 sec. there after it is PM. task to make the call.

SOP B200



3.6 CONFIGURATION AND SPEEDS

FLIGHT PHASE CONFIGURATION AND SPEED

Take-off

Flaps 40 V1 = 95 kts Vr= 105 kts V2 = 120 kts Initial climb speed V2+20=140 kts reduced T/O power = 2100 lbs Full T/O power = 2230 lbs Max. T/O power 5 min MCP 2000 lbs unlimited.

Take-off N-1 or engine fire after V1

Till 500 ft AGL. No action except „fly the aircraft‟ Perform the by heart items during climb to 1500 AGL with V2 (or V2 + 20) and start to accelerate / clean up procedure.

3000 ft AGL (acceleration) 1500 ft AGL (acceleration N-1 after V1)

>160 kts Flaps UP

Climb Speed 200 kts (climb power 2000 lbs/ 2000 rpm

Cruise Speed 220 kts (cruise power 1800 lbs/ 1800 rpm)

Descent Speed 220 kts ROD ± 1500 ft/min

Minimum clean speed (disregard white arc) Speed 160 kts (power 1100 lbs)

Holding speed Speed 160 kts (minimum clean speed)

Intercept heading to final approach Flaps 40 Speed 140 kts (power 1000 lbs)

GS intercept Flaps 40 Gear down Speed 140 kts (power 1000 lbs)

Outer marker Flaps 100 Gear down FAS = Vref 100 + 10 = 130 (power 1300 lbs)

N -1 approach Flaps 40 FAS = Vref 40 + 10 = 140

Gear down max. speed 200 kts

Gear up max. speed 160 kts

Flapless approach / or less than Flaps 40 FAS = Vref 40 + 20

Flightdirector setting for T/O ± 10 degrees pitch up / hdg / alt.arm

V ref Flaps 100 – 9000 Lbs. LM 120 KTS

V ref Flaps 40 – 9000 Lbs. LM 130 KTS

Max. fuel unbalance 453 kg.

Note: minimum use AP is 100 ft AGL Note: instructor can use a full thrust T/O when performance of flight crew allows. Note: during MCC course the aircraft weight is fixed, so V1___Vr___V2___Vref will be the same

during all MCC sessions

10.000 Lbs TOM

SOP B200



3.7 PREFLIGHT PREPARATION

Note: do not move control surfaces without alerting ground crew Note: Initial clearance is a two men‟s job, do not assume.

CAPTAIN FO

Cabin briefing Before entering the cockpit the Captain introduces the

cockpit crew to the cabin crew and give a briefing about route, weather, slot time and specials. Then the Captain asks for the passengers boarding status and manages the boarding time versus slot time.

Cockpit entry Captain enters the cockpit and perform the following checks:

Cockpit safety check: - Gear down - Flaps setting according indication - Parking brake, power levers, prop. levers, fuel condition - levers in correct position - Check ground power connected - When connected, set battery power on, put dome lights - on

Safety equipment checks - Check headset & oxygen mask (LHS) - Check safety equipment, fire extinguisher, first aid kit, - Crash ax, life vest, flash light etc. - Check oxygen quantity - Check headset & oxygen mask (RHS)

Take Seat - Seat adjustment - Panel scan - Check aircraft status (consult MEL) - Check fuel status

Call: Pre Flight Checklist - Preparation Phase - PM Fill T/O data - PM Set communication set up - PM Monitor departure briefing - PM Check nav set up - Check if cabin crew is ready with boarding and - command all doors closed

Call: Before Start Checklist Call: ready for start - When start up is approved put rotation beacon on

Perform walk around (inform Captain about details)

Enter cockpit - Take Seat - Seat adjustment - Panel scan - Set company frequency - Checkdocumentation complete Jeppesen) - Check ATIS - Request ATC clearance - Perform Pre Flight Checklist

Preparation Phase Discuss WX, TO data & ATC clearance Prepare departure and nav set up Set MCP(PF) Perform departure crew briefing (PF) Set HSI. R+L Set RMI. Pointers R+L

Perform Before Start Checklist

Request start up

SOP B200



3.8 TAKE OFF AND LANDING DATA

SOP B200



3.9 PUSHBACK AND TAXI (FLIGHT CREW PHRASEOLOGIES) In this MCC course we perform a start up and pushback procedure. You will find all standard phraseology in ICAO doc 4444. We will use the phraseology and procedure described below. In case of starting without APU, start engine #2 and #1 first at the gate, disconnect ground power unit, commence the pushback. Circumstances Phraseologies

STARTING PROCEDURES (GROUND CREW/COCKPIT)

a) [ARE YOU] READY TO START UP; b) *) STARTING NUMBER (engine number(s)) Note 1. – the ground crew should follow this exchange by either a reply on the intercom or a distinct visual signal to indicate that all is clear and that the start-up as indicated may proceed. Note 2. – Unambiguous identification of the parties concerned is essential in any communications between ground crew and pilots. *) Denotes pilot transmission.

PUSHBACK PROCEDURES (GROUND CREW/COCKPIT)

a) ARE YOU READY FOR PUSHBACK

READY FOR PUSHBACK *) b) CONFIRM BRAKES RELEASED

BRAKES RELEASED *) c) COMMENCING PUSHBACK d) PUSHBACK COMPLETED e) CONFIRM BRAKES SET

BRAKES SET *)

DISCONNECT *) f) DISCONNECTING STAND BY FOR VISUAL AT YOUR LEFT (or RIGHT). Note. – This exchange is followed by a visual signal to the pilot to indicate that disconnect is completed and all is clear of taxiing. *)Denotes pilot transmission.

SOP B200



BEFORE BRAKE RELEASE PROCEDURE The Captain releases the ground crew. Both crewmembers verify nose wheel steering pin is shown, then: Use the panel scan method for the Before Taxi Procedure. Captain checks the flight controls. Move controls slowly and smoothly and call out Left aileron up etc. and check correct position. Verify full travel, freedom of movement and controls return to centre. The F/O confirms that ground obstacles are clear on the right-hand by calling “RIGHT CLEAR “ The Captain confirms the left-handle side is clear by calling :“LEFT CLEAR “ TAXI PROCEDURES Do not be distracted from the primary task of safely taxiing the airplane. The flight crew should avoid all unnecessary activity and duties that can be accomplished at another time. During ground operation both pilot‟s heels should touch the floor, ball of their feet on the rudder pedals; Captains feet sliding on the rudder pedals only when required to apply brakes to reduce the taxi speed or when manoeuvring in close quarters on the parking ramp. Control of engine thrust during ground operation requires sound judgment and technique. Air blast can be destructive to personnel and ground equipment, even at low thrust levels. To commence taxiing the airplane may need some breakaway power 800 lbs. An external reference point ( or ground speed indication ) should be used to detect airplane movement. The appropriate taxi speed depends on taxiway turn radius and surface conditions. The maximum groundspeed is 30 knots on long straight taxiways, 15 knots on the apron and 10 knots around corners. When approaching a turn, speed should be reduced to the appropriate speed for the conditions. Do not cut corners. Allow the nose gear to overshoot turns to ensure the main gear straddles the taxi centreline. The nose gear may be displaced from the centreline to avoid airport lighting. This will also reduce wear and tear and enhance passenger comfort. Do not ride the brakes to control taxi speed. If the airplane keeps accelerating, brake to a groundspeed of 5 knots, then release brakes and allow groundspeed to increase to max applicable, then reapply brakes etc. etc. The Captain operates the parking brakes. When parking brakes are set, the CPT calls: “PARKING BRAKE SET “ When parking brakes are released, the CPT calls: “PARKING BRAKE RELEASED “

SOP B200



3.10 DISPATCH Dispatch is the preparation for the flight and it consists of: o be on time (company reporting time) o be fit (no alcohol within … hours, see rules etc.) o receive and check weather data and consequences for the flight o check aircraft and aircraft status o receivepax, baggage and loading data to finish load sheet and seating o checknotams o check and calculate T/O performance and speeds, also keep in mind the aircraft status and landing

performance needed at destination and alternate. o when on the apron the PM starts to perform the walk around, takes care of fuel uplift and checks

correct loading. PF starts with cockpit preparation according the preparation method. Note: the dispatch package flight consists of: o weather info o notams o weight and balance o loading and pax data o T/O data card o aircraft status o flight plan o ATC route clearance o OFP (Lido) Take-off performance There will be an explanation of the MEL T/O performance and TL tables by the instructor during the groundschool and during the simulator sessions. During the groundschool the instructor will handout current examples of TL tables used by airlines. Note: a T/O and Landing data chart shall be prepared before every T/O and landing

SOP B200



3.11 BEFORE TAKEOFF PROCEDURE

PF PM

Call before takeoff checklist

Verify cabin ready call is received

Flaps………………………………40 set

Condition levers…………………high idle

Do the before takeoff checklist

3.12 SOP 1 TAKE OFF (COPILOT T/O)

PF PM

When entering the departure runway, set the strobe light switch to on

Use other lights as needed

Set transponder mode selector to TA/RA/ALT

Verify that the brakes are released

Align the airplane with the runway

For CO/PILO T/O transfer control to CO/PILOT

Verify that the airplane heading agrees with the assigned runway heading

Call “CLEARED”(when cleared for T/O) “CHECK”

When cleared for takeoff set the FIXED LANDING light switches to ON and TAXI light switch to OFF

START TIMING START TIMING

When starting take off roll, call “TAKE OFF”

Advance the power levers to approx. 2100 lbs

Call “SET TAKE OFF POWER”

Allow the engines to stabilize

Set take off power call “Take off Power Set”

Verify that the correct take off power is set Verify that the correct take off power is set

Monitor the engine instruments during the take off, call out any abnormal indications.

After takeoff power is set, the captains hand must be on the trust levers until V1

Monitor airspeed

Maintain light forward pressure on the control column

Monitor airspeed and call out any abnormal indications

Verify 80 kts and call “CHECK” Call “EIGHTY”

Verify V1 speed Call “V1”

At VR, rotate toward 10 pitch attitude after lift off, follow F/D commands

At VR call “ROTATE” monitor airspeed and vertical speed

Establish a positive rate of climb Verify a positive rate of climb on the altimeter and call “POSTIVE RATE”

Verify a positive rate of climb on the altimeter and call “GEAR UP”

Set landing gear lever to up

SOP B200



At 1000 ft AGL when required select auto pilot on

At 1.500 AGL call “SET CLIMB POWER”

Verify that climb power is set

At acceleration height of 3000 ft AGL

Reduce pitch attitude to 4° pitch up

Verify acceleration

When passing 160 kts call “FLAPS UP” Verify acceleration

Note: If runway length available is sufficient, a reduced flap take off (zero flaps) can be performed.

The T/O procedure is exactly the same as above only performance calculation needs extra attention and a result is that the pitch attitude needed is 15° up (B200).

Note: During the CO PILOT T/O the captain will guard the power levers until V1. Note: Max. T/O power is limited to 5 minutes.

SOP B200



3.13 SOP 2 (PRECISION APPROACH AND LANDING(PA) PROCEDURES)

FLIGHT PHASE / EVENT

PF

PM

At minimum clean speed (160 kts) or slightly above.

Command: “FLAPS 40”.

Reduce to 140 kts.

Select Flaps 40

On intercept heading and cleared for approach

Select Approach mode.

First movement of localizer Verify and respond: ”CHECK”. Call:”LOCALIZER ALIVE”.

First movement of glide slope Verify and respond: ”CHECK‟. Call: ”GLIDE SLOPE ALIVE‟.

Localizer capture Set heading bug on heading when Stabilized on track.

Glide slope capture Command: ”GEAR DOWN”

Maintain 140 kts

Command:”LANDING CHECKLIST”

Select Gear Down

Set Missed Approach Altitude

Do the Landing checklist

At outer marker or equivalent Verify and respond “CHECK”

Command “FLAPS _____” as needed for landing

Reduce to FAS

Call: “OUTER MARKER/FIX___FT”

set marker switch off

Complete LANDING CHECKLIST

500 ft HAA

Respond: “CHECK ”

Call: ” FIVE HUNDRED CLEARED /STBY FOR CLEARANCE”

At 100 ft above DA Respond: ”CHECK”.

Call: ”APPROACHING MINIMUMS”

Visual reference obtained Verify and respond: ”LANDING”

Call:“APPROACH LIGHTS” “THRESHOLD” “RUNWAY TOUCHDOWN ZONE”

Visual reference not obtained before or at DA

Call: ”GO AROUND”

After the call: „LANDING‟ but not later than 100 ft HAT

Disengage the autopilot

Call:”AUTOPILOT DISENGAGED”

Verify and call: “CHECK”

Touchdown After nose gear touchdown, apply

reverse and wheel brakes as required .

Check reverse

At 60 kts Deselect reverse

Apply brakes till normal taxi speed.

Vacate the runway

Call: ”SIXTY”.

Start after land procedure

Note: Crew must adapt the SOP for different configurations.

SOP B200



3.14 SOP 3 (NON ILS APPROACH AND LANDING (NPA) PROCEDURES)

Note: Crew must adapt the SOP for different configurations. Note: During N-1 circling approach, the gear must be up during the level part of the procedure.

FLIGHT PHASE / EVENT

PF

PM

At minimum clean speed (160 )or slightly above +/- 3 DME FAF

Command “FLAPS 40”

Reduce to 140 kts

Select flaps 40

On intercept heading and cleared for approach

Set applicable FD. mode

First movement of radial / loc./needle

Verify and respond “CHECK” Call ____”ALIVE”

Loc. / radial /needle stabilized Set heading bug on heading when stabilized

+/- 2 DME FAF Command :‟‟ GEAR DOWN”

Select gear down

+/- 1 DME FAF Command “FLAPS ___”as needed for landing

Command “LANDING CHECKLIST”

Reduce to FAS

Select flaps as directed

Set missed approach altitude

Do the Land Checklist

Follow prescribed descent path Call “ALTITUDE VERSUS DISTANCE”

500 ft. above DA Respond : “CHECK “

Call “___ (actual altitude) CLEARED/STBY FOR CLEARANCE”

100 above DA Respond

“CHECK”

Call “APPROACHING MINIMUMS”

Visual reference obtained

Verify and respond “LANDING “

Call:“APPROACH LIGHTS” “TRESHOLD” “RUNWAY TOUCHDOWN ZONE”

Visual reference not obtained before or at DA or MAP.

Call “GO AROUND “

After the call “LANDING “but not later than 100 ft. HAT

Disengage the autopilot

Call “AUTOPILOT DISENGAGED”

Verify and call “CHECK”

Touchdown After nose gear touchdown, apply reverse and wheel brakes as required.

Check reverse

At 60kts GS Deselect reverse

Apply brakes till normal taxi speed

Vacate runway

Call “SIXTY”

Start after landing procedure

SOP B200



3.15 SOP 4 (GO AROUND PROCEDURES)

FLIGHT PHASE / EVENT PF PM

Go-around Command: ”GO-AROUND, FLAPS 40” .

Push G/A buttons

Advance the power levers to T/O power

Rotate to FD pitch bar of approximately 8°

Command: ”SET GA POWER”.

Select flaps 40

Set GA power call “G/A POWER SET”

Positive rate of climb

Command: ” GEAR UP”.

Accelerate to target speed (140kts)

Verify a positive rate of climb, and call “POSITIVE RATE”

Select gear up

> 400 feet Call:“ADJUST FLIGHTDIRECTOR”

Call: “SET HEADING”

Call: “SET MISSED APPROACH ALTITUDE”

Adjust pitch bar

Set Flight director

Set missed approach altitude and arm altitude.

Note: continue as normal T/O Note: For N-1 Go around the crew must adapt for: flap re-tracked to zero iso flaps 40 and initial pitch attitude 5 iso 8. Note: During GA, PF both hands on the yoke. Stabilized approach window Situations which also dictates a go around: More than ½ scale deflection from glide path intercept until 50 ft (ILS / VD / LOC) More than 5° of track (NPA) GPWS warning At DA/MDA and no visual contact with the landing runway No ATC clearance for landing a. not later than 1000 ft HAA in IMC., or 500 ft HAA in VMC. The airplane should be established with

regard to the following parameters:

Speed: between Vref and Vref +20

Vertical speed: lower than 1000 ft/min

Bank angle: 15° or less

Power: above idle

Configuration: intended landing configuration

Position: allowing a landing within the touchdown zone of the runway, using normal maneuvres. b. when passing 1000 ft HAA in IMC., 500 ft HAA in VMC., or any time there after but before reaching

50 ft, any of the above parameters is exceeded, A GO AROUND SHALL BE MADE.

SOP B200



3.16 SOP 5 REJECTED TAKE OFF (RTO) REJECTED TAKEOFF The captain has the sole responsibility for the decision to reject the takeoff. The decision must be made in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the captain must clearly announce “STOP,” immediately start the rejected takeoff maneuver and assume control of the airplane. If the first officer is making the takeoff, the first officer must maintain control of the airplane until the captain makes a positive input to the controls. Prior to 80 knots, the takeoff should be rejected for any of the following: • activation of the master caution system • system failure(s) • unusual noise or vibration • tire failure • abnormally slow acceleration • fire or fire warning • engine failure • predictive windshear • if a side window opens • if the airplane is unsafe or unable to fly. Above 80 knots and prior to V1, the takeoff should be rejected for any of the following: • fire or fire warning • engine failure • if the airplane is unsafe or unable to fly. During the takeoff, the crewmember observing the non-normal situation will immediately call it out as clearly as possible.

CAPTAIN FIRST OFFICER

Without delay: Simultaneously close the thrust levers, and apply maximum manual wheel brakes Continue maximum braking until certain the airplane will stop on the runway.

Verify actions as follows: Thrust levers closed. Maximum brakes applied.

Field length permitting: Initiate movement of the reverse thrust levers to reach the reverse idle detent by taxi speed.

Call out 60 knots. Communicate the reject decision to the control tower and cabin as soon as practical.

When the airplane is stopped, perform procedures as required. Review Brake Cooling Schedule for brake cooling time and precautions. Consider the following: The possibility of wheel fuse plugs melting The need to clear the runway The requirement for remote parking Wind direction in case of fire Alerting fire equipment Not setting the parking brake unless passenger evacuation is necessary Advising the ground crew of the hot brake hazard Advising passengers of the need to remain seated or evacuate Completion of Non-Normal checklist (if appropriate) for conditions which caused the RTO.

After complete stop, inform cabin: Captain calls: “ATTENTION CREW ON STATION 2X“ In case of evacuation, and after NNC is completed Captain calls via PA 2x “CABIN CREW EVACUATE AIRCRAFT” If no evacuation: “NO EVACUATION CANSEL ALERT” Note: Normally the Captain will communicate with the Rescue Service

SOP B200



3.17 SOP 6 EMERGENCY DESCENT When unable to control cabin pressure use oxygen and establish crew communication or time forces to perform an emergency descent, there are two possibilities: 1. An emergency descent with target speed Mmo/Vmo. In this descent (high speed) take your distance

to go into account. Also if structural integrity is in doubt, limit speed as much as possible. In this case you have to use emergency descent number 2.

2. An emergency descent with gear and flaps selected and speed at or below 160 kts.

Procedure: The PF. will advise the cabin crew via the PA system of emergency descent. The PM. will advise ATC. PF. selects or checks the fuel pumps on, closes the thrust lever and start emergency descent 1 or 2. Level off altitude is lowest safe altitude or target altitude 10,000 ft. Ref. TO NNC 3.18 SOP 7 SMOKE HANDLING Smoke or fumes are detected in the aircraft use oxygen on 100% and establish crew communication. We use the smoke or fumes removal procedure as described in the NNC. Note : Do not delay landing in an attempt to complete the NNC. Note : If smoke or fumes are uncontrollable, land as soon as possible. 3.19 SOP 8 PILOT INCAPACITATION Pilot incapacitation occurs frequently compared with other routinely trained non-normal conditions. It has occurred in all age groups and during all phases of flight. Incapacitation occurs in many forms ranging from sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitations are the most dangerous and they occur the most frequently. Incapacitation effects can rage from loss of function to unconsciousness or death. The key to early recognition of pilot incapacitation is the regular use of crew resource management concepts during flight deck operation. Proper crew coordination involves checks and crosschecks using verbal communications. Routine adherence to standard operating procedures and standard profiles can aid in detecting a problem. Suspicion of some degree of gross or subtle incapacitation should also be considered when a crewmember does not respond to any verbal communication associated with a respond to a second request or a checklist response is cause for investigation. If you do not feel well, let the other pilot know and let that pilot fly the airplane. During flight, crewmembers should also be alert for incapacitation of the other crewmember.

SOP B200



Crew Action upon confirming pilot incapacitation: If a pilot is confirmed to be incapacitated, the other pilot should take over the controls and check the position of essential controls and switches.

After ensuring the airplane is under control, engage the autopilot to reduce workload Declare an emergency. Mayday call “Single Pilot Operation due to pilot incapacitation” Use the cabin crew (if available). When practical, try to restrain the incapacitated pilot and slide the

seat to the full-aft position. The shoulder harness lock may be used to restrain the incapacitated pilot

Flight deck duties should be organized to prepare for landing Consider using help from other pilots or crewmembers aboard the airplane. Note: During T/O at the V1 call the PF should remove his hand from the throttle, ( incap. check ) if not

the PM must direct take over control.

SOP B200



3.20 SOP 9 WINDSHEAR The following are indications the airplane is in windshear:

Unacceptable flight path deviations

Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following:

15 knots indicated airspeed

500 fpm vertical speed

5° pitch attitude

1 dot displacement from the glide slope

Unusual power lever position for a significant period of time. Windshear escape manoeuvre

PILOT FLYING PILOT MONITORING

MANUAL FLIGHT * Disconnect autopilot.

Press either TO/GA switch * Aggressively apply maximum power.

Roll wings level and rotate toward an initial pitch attitude of 15°.

Assure maximum power

Verify all required actions have been completed and call out any omissions.

Do not change flap or gear configuration until windshear is no longer a factor.

Monitor vertical speed and altitude.

Do not attempt to regain lost airspeed until windshear is no longer a factor.

Monitor vertical speed and altitude.

Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.

Note: Maximum thrust can be obtained by advancing the power levers. If terrain contact is imminent,

advance power levers full forward.

SOP B200



4 SUBJECT 14 – PRACTICAL INFORMATION This item can be seen as an extra briefing item. However, it has to be briefed “hands on” in the simulator to take maximum benefit of it. During the MCC course a FNPT II in B-200 King Air configuration simulator with vision is used. The objective of the course is not to teach how to fly the B-200. However, in order to be able to train the crew concept properly, some background information about the B-200 and the way it should be operated during the course is necessary. This part provides information about: 1. Use of seats 2. Use of headsets 3. Nav set up It is advised that the instructor uses the below mentioned items as a checklist to provide “hands on” briefing in the B-200 simulator. Use of seats Avion Training has a fixed seating philosophy. The Captain occupies the left hand seat and the co-pilot the right hand seat. The (acting) Captain is always PF and occupies the left hand seat. Use of microphone and headsets The headsets shall be used during the course. The headsets are hotwired (intercom) and the PTT button has to be used for ATC transmissions. For communication with the ground crew we simulate an intercom. NAV set up The B-200 is equipped with two VOR/ILS (NAV) receivers, DME and one ADF receiver. NAV-1 is coupled toHSI #1 ( Captain's HSI) and NAV-2 is coupled toHSI #2 ( co-pilot‟s HSI). This is called a split-cockpit philosophy. To have the same presentation on both HSI's, tuning of the same VOR/ILS on both NAV sets is required. This has consequences when making a NAV setup for a SID or STAR when several radials are involved. Use of the RMI in such situations might be a solution. As back up the opposite VOR can be selected to the on side HSI.

SOP B200



Hand signals (pushback and docking) CHOCKS INSERTED Arms down, palms facing inwards, are moved from extended position inwards. CHOCKS REMOVED Arms down, palms facing outwards, are moved outwards. START ENGINES Left hand overhead with appropriate numbers of fingers extended to indicate the number of the engine to be started and circular motion of right hand at head level. CUT ENGINES Either arm and hand level with shoulder, hand across throat, palm downward; the hand is moved sideways with the arm remaining bent. SLOW DOWN Arms down with palms toward ground, then moved up and down several times.

SOP B200



TO PROCEED UNDER FURTHER GUIDANCE BY SIGNALMAN Signalman directs pilot if traffic conditions on aerodrome require this action. THIS BAY Arms above head in vertical position with palms facing inward. MOVE AHEAD Arms a little aside, palms facing backward and repeatedly moved upward-backward from shoulder height. TURN TO YOUR LEFT Right arm downward, left arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn. TURN TO YOUR RIGHT Left arm downward, right arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn. STOP Arms repeatedly crossed above head (the rapidity of the arm movement should be related to the urgency of the stop) Cont. Ref. Jeppesen documentation part ATC. “ MARSHALLING SIGNALS” and “STANDARD EMERGENCY HANDSIGNALS”

Documents

Standard Operating Procedures (SOP) B200 - XS4ALLstella01.home.xs4all.nl/documents/docs/D102c.pdfSOP B200 - for MCC course MPL SXS TABLE OF CONTENTS Issue 2.1 Page 3 - 54 0 SUBJECT