Be190 Sarps

Beechcraft 1900D Multi-Crew B190-D
Standard and Recommended Procedures SARPs
Beechcraft 1900 D
MULTI CREW
STANDARD AND
RECOMMENDED
PROCEDURES
(SARPs)
VERSION 2/2014
WARNING
The Beechcraft 1900D must be operated in accordance with the FAA approved Aeroplane Flight Manual.
This document is to assist crews undergoing conversion training to integrate the aircraft manufacturers
procedures into a practical flow. This document therefore must be consulted in conjunction with the 1900D
AFM and should a discrepancy exist the aircraft AFM shall take precedence.
Revision Number: 2/14 Revision Date: 2014-04-04 Page 1 of 51

REVISION SUMMARY
This revision represents a major design change in the original Multi Crew Standard Procedures. This revision incorporates
industry best practise and safety recommendations. The following list is a summary of design and philosophy changes.
1. Standard Procedures and briefings simplified. Simpler procedures allows for easier compliance and situational
awareness in demanding situations.
2. Areas of responsibility. Major emphasis of crew operating in areas of responsibility. The same applies to the normal
and non-normal operations.
3. PM responsibilities. The role and responsibility of the Pilot Monitoring emphasised.
4. Checklist simplified. Only critical items and aircraft performance related items are retained in the checklist. Other
items are still required by flow but not required in the checklist.
5. Workload reduced during taxi. All briefings, aircraft setup and non-taxi critical items are completed while the aircraft
is stationary allowing maximum situational awareness during taxi.
6. Runway occupancy. Checklist and on runway actions reduced to minimise runway occupancy time.
7. Emphasis on threat and error management.
8. Procedures re-aligned to conform to AFM requirements.
9. Procedures re-aligned for commonality of operation between the different Beechcraft models.
10. Non-precision call outs for Constant Descent Final Approach (CDFA) as recommended by ICAO and Flight Safety
Foundation.
INTRODUCTION
CALL OUTS
The purpose of standardising a set of challenges and the responses is to ensure that crew members have a base line for
determining when the two communication rule can be applied and to provide a fixed reference format that makes flight
operations and communications on the flight deck with different crew easier.
The call-outs also ensure that there are no misunderstandings and provide a doorway for crew to question performance, and
standards that are below company requirements.
The use of the “two communication” rule is essential to a well-structured multi crew operation. Where a challenge is made
and no response is forthcoming, a second challenge should be made. If there is still no response, incapacitation must be
assumed and the PM should take over control.
This manual has been produced in order to attain a basic standard of flying within the fleets operation. The standardisation of
procedures will result in a safer operation by reducing any confusion that may exist when different crewmembers fly with one
another. Cockpit efficiency will also improve. It will also create a platform from which a Training Captain or Audit Captain can
judge a pilot's performance during a line check, proficiency check or instrument rating renewal test.
These procedures should be followed on every flight. If any discrepancy is found between this document and the AFM, the
AFM should be followed.
For guidance a list of standard call-outs is given for various approaches.
GENERAL OPERATION
With regard to flight safety and general cockpit management, it is imperative that all crewmembers adhere strictly to all
governing documents (SARPS, Operations Manuals, etc.). Standard call-outs are compulsory and unscheduled call-outs are to
be made when deviations from standard flight paths are observed.
The procedures assume normal aircraft serviceability. Changes to the standard operation may be required for dispatch under
MEL relief.
STERILE COCKPIT
During ground manoeuvring, and whilst operating in terminal areas while airborne, flight crew must devote their full
attention to operating the aircraft and must not allow secondary activities such as paper work, unnecessary radio
transmissions, unnecessary cockpit set-up, casual conversation or interference from cabin crew to distract them from their
primary task. The Crew shall ensure a sterile cockpit when below 10000 ft AMSL and/or clear of the terminal area and
conversation shall be limited to only that pertinent to flight.
TIME
All aircraft watches are to be synchronized and set to UTC. GPS can be used to obtain the correct time.
SYSTEM UTILISATION
When departing home base, all primary (#1) systems (Inverters & Transponders) are to be used. Secondary (#2) systems are
to be used when returning to base.
TRANSPONDER USAGE
Transponders are to be used in flight at all times. If no transponder code has been allocated, then 2000 on mode C is to be
set.
VHF RADIO USAGE

VHF 1 should be used to communicate with ATC. VHF 2 should be used for all other operational radio communication. Crew
are to adhere to the requirements of the IATA TIBA position reports as applicable. All radio procedures are to be made in
accordance with ICAO Doc 4444.
ILLUMINATION OF MASTER WARNING/CAUTION

If any caution/warning lights illuminate, either of the pilots will inform the other of the reason for the illumination of the light
before extinguishing the master caution light.
OPERATION OF ENGINE ANTI-ICE

Ground: Engine Anti-Ice should remain ON for all ground operations. Engine Anti-Ice should be set prior to take-off.
In-flight: Engine Anti-ice should be on whenever OAT is 5°C or below when flight free of visible moisture cannot be assured.
Take-off: For unpaved runways the take-off must be done with regards to the applicable performance criteria as laid out in the
AFM Supplementary section.
Landing: When landing on gravel/grass strips, Engine Anti-Ice should be opened prior to landing.
This shall be briefed during the normal Approach briefing.
DOCUMENTATION
The following documents to be carried on board an aircraft.
1. Certificate of Registration
2. Certificate of Airworthiness
3. Cerfificate of Release to Service
4. License for each crew member
5. Aircraft radio license
6. Certificate of Safety
7. Approved current flight manual or equivalent
8. Approved mass and balance
9. Approved flight folio
10. Approved Minimum Equipment List (MEL)
11. Copy of AOC Certificate (Commercial Ops)
12. Copy of Ops Spec (Commercial Ops)
13. Operations Manual (Commercial Ops)
14. Certificate of Insurance (Commercial Ops)
15. List of visual signals for use by interception and intercepted aircraft

500 FT APPROACH STABLE

The call “500 ft Approach Stable” is made by the PM at 500 feet above airfield elevation referenced to the pressure altimeter.
This call is to ensure a last chance check that the aircraft is on a stable flight path and will remain so until touchdown. Should
the following parameters not be satisfied, a Go-around must be executed for that approach.
INSTRUMENT APPROACH VISUAL APPROACH
Within ½ scale fly left / right Within a 10 degree cone of runway centreline
Within ½ scale glide slope Within 20 degrees of runway heading
Speed Vref to Vref +20kt On visual glide path (VASI / PAPI)
Engine above flight idle Speed Vref to Vref +20kt
Landing configuration Engine above flight idle
Stable rate of descent Landing configuration
Stable rate of descent
HANDOVER OF CONTROL
Any time that control of the aircraft is transferred from one pilot to the other, the following phraseology shall be used.
o Pilot taking control: “I HAVE CONTROL”
o Pilot handing over control: “YOU HAVE CONTROL”
When control is transferred, the pilot handing over control must make the other pilot aware of the intentions and flight
conditions e.g. track, altitude, autopilot selection (on/off), flight director selection, etc.
MONITORED APPROACH
All non-precision approaches should be flown as a monitored approach as well as all ILS approaches where the weather is
below:
Cloud Base is less than 500ft and / or if the reported visibility is less than 2000m
BRIEFINGS
Briefing between the two pilots is essential to achieve a safe multi-crew operation. It is essential that each pilot is aware of
what to expect in both normal and abnormal situations.
Briefings should be applicable to the requirements of the operation. The emphasis of the briefings shall be on threat and
error management and the practical conduct of the flight.
CREW DUTIES
Pre-flight and post flight crew duties are divided between the Captain and First Officer. Phase of flight duties are divided
between the Pilot Flying (PF) and the Pilot Monitoring (PM).
Each crewmember is responsible for moving the controls and switches in theirarea of responsibility:
the phase of flight areas of responsibility for both normal and non-normal procedures are shown in the Area of
Responsibility illustrations in this section. Typical panel locations are shown
When the aircraft is in the bay with the park brake set the Captain becomes the Pilot Flying (PF)
The captain may direct actions outside of the crewmember’s area of responsibility.
The general PF phase of flight responsibilities are:
Taxiing
flight path and airspeed control
airplane configuration
navigation
The general PM phase of flight responsibilities are:
monitoring taxiing, flight path, airspeed, airplane configuration and navigation.
checklist reading
communications
tasks asked for by the PF

AREA OF ACTION &RESPONSIBILITY – CAPTAIN PILOT FLYING (PF)
NOTE:
Prior to taxi procedures are divided by seat position.
For the purpose of abnormal procedures, when the aircraft is stopped with the park brake the Captain becomes pilot
the PF.

AREA OF ACTION &RESPONSIBILITY – CAPTAIN PILOT MONITORING (PM)

AUTOPILOT AND FLIGHT CONTROL PANEL (FCP) PROCEDURES

The crew must always monitor:
o airplane course
o vertical path
o speed
When selecting a value on the FCP, verify that the respective value changes onthe FMA (Flight Mode Annunciator), as
applicable.
The flight guidance panel (FCP) is the PF’s responsibility. On the 1900D both FCP’s operate independently. For this reason and
due to the position of the FCP panels the PF must make his own FCP selections and direct the PM to also make changes on
their panel.
Announcing changes on the FMA (Flight Mode Annunciator)display when they occur is good CRM practice.
ATC CLEARANCES
If there is anything other than total agreement by both pilots during the verification process, ATC is to be contacted
immediately to resolve the conflict. Always seek verification of any clearance that is not understood or is interpreted
differently by any crew member. Never resolve a clearance issue by cockpit consensus alone. Acknowledge all clearances
with a COMPLETE read back including your FULL CALL SIGN.
At 1000 ft. before pre-selected altitude the PM will call, “1000 to level off”. The PF will respond with the call, “Checks”.
The following must be confirmed and acknowledged between pilots:

o ATC clearance and altimeter settings and amendments thereto.
o Runway clearance before proceeding on to the active runway.
o Take-off clearance before power application.
o Landing clearance before landing.
If any doubt exists as to the clearance, a clarification will be requested from ATC immediately.
CHECKLIST USAGE
The normal checklists are challenge and response type checklists. The PF will call for the checklist by name, where upon the
PM will first read the checklist heading then the checklist items. Upon challenge from the PM the PF will respond with the
appropriate response.
In situations where the checklist states “As required” the correct response is that corresponding to switch position.
In situations where both pilots must respond the PF shall respond first, followed by the PM. Checklist items where both pilots
need to respond are denoted with a “ ●“.
The exceptions are the “After Take-off Checklist” which is done as a read and respond checklist by the PM, and the “Secure
Checklist” which is completed as a read and do.
Abnormal checklists are completed as a “read and do” by the PM. Actions are based on area of responsibility. Memory items
in a checklist should be verified by both crew members.

BEECHCRAFT 1900D
NORMAL CHECKLIST
PREFLIGHT (Read by FO) Response

Cockpit preparation procedures…...….COMPLETED● Both
Oxygen ..........................................CHECKED/100%● Both
Park Brake……………………………..............…..…...…SET Capt
BEFORE START (Read by FO)

Chocks, Pogo Stick..........................…….…REMOVED● Both
Beacon………………………..…………....….…...….........GND Capt
Battery ................................…….….….…...___VOLTS Capt
Doors……………………………………….............……CLOSED● Both
Fuel……..………….…….…………....................______LBS Capt
Circuit Breakers….……….…….…….….......…...CHECKED● Both
BEFORE TAXI (Read by FO)

Electrical.............….....…..……………....…....CHECKED Capt
T/O Data………………………….........REVIEWED &SET Capt
Flight Instruments..….....….…......SET& X-CHECKED Capt
Standby Horizon......................................UNCAGED Capt
Suction / Pneumatics……...…..….….…….....CHECKED FO
Flight Controls.........……........…….……..…..CHECKED Capt
Trims…...................................………..…....………..SET Capt
Pressurisation………………..........…….….……....……SET Capt
Rudder Boost………………….......……….…..………….ON Capt
BEFORE TAKE OFF (Read by PM)

(Prior to entering runway)
T/O Briefing.........................………......COMPLETED PF
Manual Feather……………………....…….…..CHECKED PF
Auto-feather..…….…….…..…………..….....….ARMED Capt
Ice Protection...................….…..….…..…………...ON PF
Bleeds / Environmental..........……..AS REQUIRED PF
Prop Levers…………..……..…....……FULL FORWARD PF
Flaps..........................….......…..…..…..…_______° PF
Engine Anti Ice….……….……....……….AS REQUIRED PF
Annunciators………….………….....….....……CHECKED PF
----------------------------LINE UP--------------------------------
TCAS / Transponder....……..……......……..….….SET PF
Auto Ignition…………………………………..…..ARMED Capt

AFTER TAKE-OFF (Read as half voice, action list by the PM) Response
Landing Gear………..…..…..……….UP, NO LIGHTS Half Voice PM
Flaps...................………….………...…………….....UP Half Voice PM
Yaw Damper…............…….…….…..………………ON Half Voice PM
Bleeds / Environmental….…...…….OPEN / AUTO Half Voice PM
Engine Instruments……….…..….…..…….CHECKED Half Voice PM
------------------ TRANSITION ALT-------------------
Altimeters...….….....................SET & X-CHECKED Half Voice PM
Air-conditioning & Pressurisation........CHECKED Half Voice PM
DESCENT AND APPROACH (Read by PM)

Landing Data…………………...……......…………….SET● BOTH
Approach Briefing...........................COMPLETED PF
Pressurisation……….…...……………..….............SET PF
Auto-feather....……...…………………….…….ARMED PF
------------AT TRANSITION LEVEL-----------------
Altimeters..….………………..…...SET & X-CHECKED PF
Flight and Nav Instruments….SET & X-CHECKED PF
BEFORE LANDING (Read by PM)

Prop Levers.……………….………...FULL FORWARD PF
Landing Gear……….……………..DOWN, 3 GREENS PF
Flaps…………………...…….……...…………...______ PF
Yaw Damper…………………………..……….……OFF PF
SHUTDOWN (Read byFO)

(After stopping in the Bay)
Park Brake…………………………………........….……SET Capt
Standby Horizon..............................CAGED/OFF Capt
AC Busses…….……………………….………..….....…OFF Capt
Engine Anti Ice……………………….………..….....…ON Capt
Auto-feather & Ignition……..………….….……….OFF Capt
Ice Protection………………….….………....…..…….OFF Capt
Flaps……………………….……….………….….….......…UP Capt
Blowers/ Environmental…..…..…..….…AUTO/OFF Capt
EFIS Switches.……….........…………..........………OFF Capt
Radar........………………………………….....….……STBY Capt
---------------------------------------------------------------
Avionics Master………………………....…....…...…OFF Capt
Gang Bar…………….…………….……......………..….OFF Capt
SECURE (Read and do by either Pilot)

(Last flight of the Day)
Oxygen ........................................................OFF Either
Cabin Lights.....……...........……………………..….OFF Either
Emergency Lights…...….…..……………………….OFF Either
Baggage Lights.............................................OFF Either

1900D
MULTI CREW
STANDARD AND RECOMMENED PROCEDURES
ITEMS MARKED WITH A “*” MAY BE OMITTED AT THE PILOT’S DISCRETION AFTER THE FIRST FLIGHT OF EACH
DAY
COCKPIT SAFETY INSPECTION:
CAPT FO
*THE CAPTAIN IS RESPONSIBLE FOR CHECKING THE THE FIRST OFFICER IS RESPONSIBLE FOR DOING THE
SERVICABILITY/ AVAILABILITY OF THE LOADSHEET AND PAPER WORK FOR EACH SECTOR.
FOLLOWINGEQUIPMENT:
ELEVATOR TRIM………………………..1.5 UNITS NOSE UP
CRASH AXE
FIRE GLOVES COMPLETE THE WALK AROUND AS PER
HALON EXTINGUISHER (BELOW CO-PILOTS SEAT) THEBEECHCRAFT 1900 AFM
SAFETY EQUIPMENT
FIRST AID KIT --------------------------------------------------------------------
SIGNAL STRIPS
SURVIVAL KIT (IF CARRIED) *CABIN HALON EXTINGUISHERS…………SERVICABLE
DOCUMENTATION o 1. AT FWD DOOR
o FLIGHT FOLIO (VALID RELEASE TO SERVICE) o 2. CARGO COMPARTMENT
o MEL o CHARGE IN GREEN ARC
o AFM o EXPIRY DATE
o POH o CONTENT
o EMERGENCY CHECKLIST o SECURED IN CLIPS
o NORMAL CHECKLIST
o JEPPS *EMERGENCY EXITS………..........SECURE &UNLOCKED
o LOADSHEET o GROUND LOCK PINS REMOVED
o GENERAL DECLARATION
*PASSENGER BRIEFING CARDS……......….EACH SEAT

*SAFETY INSPECTION CHECKS
* WINDSHIELD WIPERS………...………………..….OFF
*CABIN DOOR PRESS GAUGE........1350–1450 PSI(WITH
*OVERHEAD LIGHT SWITCHES..................AS REQUIRED OPEN DOOR)
*BATT VOLTAGE…..……………....….…....……….CHECK
o MINIMUM OF 23 VOLTS FOR BATTERY START
*CABIN OXYGEN………………………………….......CLOSED
*PILOT’S SUBPANEL SWITCHES…………...….…ALL OFF
o *ENGINE ANTI-ICE………………………………………ON
*LANDING GEAR………………………...……….....…DOWN
o LG GEAR RELAY CB IN
o LDG GEAR DOWN LOCK REL LATCH IN PLACE
*L/G EMERGENCY EXTEND……………………....STOWED
*CONTROL LOCKS………………..……................REMOVED

SAFETY INSPECTION

COCKPIT SYSTEM CHECKS:

(FIRST FLIGHT OF THE DAY)
CAPT FO
*FUEL FIREWALL VALVES……..……............PULL CLOSED
*STBY PUMPS…..……………………….………..…......ON
*BATT…………………………….…………...…...……......ON
*BATTERY VOLTAGE………………...…...……......CHECK
o BATTERY………………………..……………….….…........min 23V
o CTR…………………………………………………………..….min 23V
o TPL FED………………………………………………………..min 22V
*ANNUNCIATOR LIGHTS……….……….…..…….....TEST
o WARNING AND CAUTION / ADVISORY PANELS
o MASTER WARNING / CAUTION
o AFX REPEATER, GND COMM PWR, VG FAST ERRECT
o ALT ALERT, YD ENGAGE (IF INSTALLED)
o STANDBY HORIZON POWER/ EFIS AUX POWER
*FIRE EXT L/R ………………..…………………….TEST

o TEST A…………………YELLOW D & GREEN OK ILLUMINATED
o TEST B………………………………….GREEN OK ILLUMINATED
*FIREDET L/R..….…..………………………………...TEST
o LOOP………………FIRE LOOP ANNUNCIATORS ILLUMINATED
o MASTER CAUTION FLASHERS ILLUMINIATED - CANCEL
o AMP………………………………...….T-HANDLES ILLUMINATED
o RED L + R ENG FIRE PUSH TO EXT ILLUMINATED
o MASTER WARNING FLASHERS ILLUMINATED - CANCEL
*STALL/OVERSPEED WARNING..….….……...….TEST
*CVR...............................................................TEST
*LANDING GEAR HANDLE LIGHTS…..….………TEST
o CHECK SERVICABILITY OF BOTH GLOBES
o LANDING GEAR RELAY CB IN
*L & R FUEL PRESS LO ANNUN…….VERIFY ILLUMINATED

*FUEL FIREWALL VALVES………...…….....PUSH OPEN
o RIGHT………..R FUEL PRESS LO ANNUNCIATORS EXTINGUISHED
o LEFT…….…….L FUEL PRESS LO ANNUNCIATORS EXTINGUISHED
*L/R STANDBY PUMPS INDIVIDUALLY……………OFF
o LEFT………….…L FUEL PRESS LO ANNUNCIATORS ILLUMINATED
o ……………...MASTER WARNING FLASHER ILLUMINATED
o RIGHT…………..R FUEL PRESS LO ANNUNCIATORS ILLUMINATED
o …………....MASTER WARNING FLASHER ILLUMINATED
*TRANSFER FLOW…………............……......LEFT/RIGHT
o LEFT………………...TRANSFER ANNUNCIATOR ILLUMINATED
o ……..R FUEL PRESS LO ANNUNCIATOR EXTINGUISHED
o RIGHT…………….. TRANSFER ANNUNCIATOR ILLUMINATED
o ……… L FUEL PRESS LO ANNUNCIATOR EXTINGUISHED
o TRANSFER FLOW…………………..OFF
*FUEL QUANTITY…………………………………CHECK
o MAIN AND AUX QUANTITIES AS PER SECTOR REQUIREMENT
*BATT VOLTAGE (MINIMUM)……….…………..CHECK

o BATTERY…………………………………………………….….…..23V
*BATTERY……….…………………………….………...OFF

SYSTEM CHECKS

COCKPIT PRE-FLIGHT:
CAPT FO
OAT GAUGE...………………………..………..CHECK GOGGLES……………………..………….….STOWED
FUEL PANEL...……..........................CHECKED/ SET *MASK………………………………..…………....CHECK
o CIRCUIT BREAKERS…………………………………...CHECK o SELECT 100%
o AUX PUMP SELECTOR………..…………………………..SET o PUSH TO TEST
AUDIO PANEL………………….SET AS REQUIRED
PILOT’S STATIC AIR SOURCE..…..……...NORMAL o L & R ROTARY TRANSMIT SELECTOR…….COMM 1
o L & R AUDIO SELECTORS……………COMM 1 & ON
OXYGEN...............................……….…….PULL ON o OTHER AUDIO SELECTORS………………………OFF
CLOCK…….……………......…...WIND AND SET UTC o SPEAKERS …………………………………………..OFF
o HOT MIC……………………………………………….ON
ASI…………………………..….……………….......CHECK
o TRANSPONDER……………………………...SELECT #1
o Pointer Zero
o Barbers Pole indicating 247 KIAS
BALL......................................................CENTRAL *STANDBY HORIZON...........................TEST
o HOLD FOR MOMENTARTY GREEN “TEST” ANNUNCIATOR
ALTIMETER…..............……...................…SET o STANDBY HORIZON PWR………………ON
o Field Elevation o CHECK AMBER AUX [ON] ANNUCIATION ILLUMINATED
COMPASS MODE……...........….…....……..SLAVED o PUSH BUTTON TO SILENCE HORN
o STANDBY HORIZON…………………….UNCAGE, FLAG OUT OF VIEW
RMI…………………..…..CHECK SERVICABLE/FLAG o STANDBY HORIZON…………………….CAGE
VSI..........................................................ZERO o STANDBY HORIZON PWR………………OFF
*EFIS AUX POWER........................TEST (MAX 5 SEC) o CHECK AMBER AUX [ON] ANNUCIATION EXTINGUISHED
o TEST...............Green Test Annunciator Iluminated
AVIONICS PANEL……………………………….SET
EADI/EHSI DIMMERS...............................SET o COMM CONTROLLERS…………ON
o NAV CONTROLLERS……………ON
PROP SYNC…………………………….………......ON o ALT SEL……………INITIAL ALT SET
ENGINE INSTRUMENTS…………….………....CHECK o GPS…………………………………ON
o INSTRUMENT CONDITION o ADF…………………………………ADF
o APPROPRIATE INDICATIONS o TRANSPONDER ……………….STBY
ASI….…………………………...……………….CHECK
PILOT AIR AND DEFROST…................…......SET o Pointer Zero
o Barbers Pole indicating 247 KIAS
GOGGLES………………………………..…......STOWED
*MASK………………………………..…………....CHECK BALL......................................................CENTRAL
o SELECT 100% ALTIMETER………….……………….A/F ELEVATION
o PUSH TO TEST CLOCK..............................WIND AND SET UTC
RMI……..………....……...CHECK SERVICEABLE/FL
MIC SELECT (PILOT & COPILOT)......NORMAL VSI………………………..….……………………...ZERO
MASTER PANEL LIGHT SWITCH…………AS REQ. COMPASS MODE................................SLAVED
LIGHT RHEOSTATS …………………….......AS REQ. EADI/EHSI DIMMERS..........................OFF MAX
CABIN LIGHTS……………………...……..…..AS REQ. OXYGEN GUAGE……………………............SERVICEABLE
LOAD/VOLT/ BATT AMMETER GUAGES….CHECK VENT AIR…………………..…….……............PUSH CLOSE
INVERTER SWITCH............................SET TO LH BLEED AIR VALVES………..…..……….......ENVIR OFF
FREQ/AC VOLTMETER GAUGE……………CHECK BLOWERS..…….……..………..…………………AUTO
EMERGENCY LIGHTS…………….........…..AS REQ AUTO TEMP………………..……….…..........AS REQUIRED
STBY COMPASS………………….….………....CHECK ENVIR MODE CONTROL…..…..……..…..OFF
FUEL FIREWALL VALVES…….………..…….OPEN CABIN AIR AND CO-PILOT AIR…..….......AS DESIRED
FLAP GAUGE……..………….….CHECK CONDITION SUCT/PNEUMATICS GAUGES..………...CHECK
CABIN VSI…………………..………...…………..ZERO OXYGEN CONTENTS……......................SUFFICIENT FOR FLT
CABIN ALT……...…………………….A/F ELEVATION CO-PILOTS STATIC AIR SOURCE….....….NORMAL
CABIN DIFF…………………….…….…………..ZERO CO-PILOTS CIRCUIT BREAKER PANEL..…CHECK

POWER LEVERS……….....MOVEMENT/IDLE
o SET FRICTION KNOBS
(NOTE: DO NOT LIFT AND MOVE INTO BETA RANGE)
PROP LEVERS……..............MOVEMENT/TAXI
o SETFRICTION KNOB
COND. LEVERS.……...........MOVEMENT/FUEL CUTOFF
o SET FRICTION KNOB
ELEVATOR TRIM……..............1.5 UNITS, NOSE UP
AILERON TRIM………….……….…………..…...SET 0
RUDDER TRIM………….……….…………..….…SET 0
EFIS POWER SWITCHES.………..………..……OFF
EFIS REVERSIONARY PANEL SWITCHES......SET
o AP/YD TO SIDE OF PF
o ALL OTHER SELECTIONS OFF OR NORMAL
EFIS DSP PANEL...........................................SET
o NAV DATA........................GSP
o HSI MODE.........................HSI
o COURSE SELECT................ACT
RADAR.……………………………………………..SET
o STBY
o MAX GAIN
o TILT 5° UP
o STAB ON
o 25nm RANGE
RUDDER BOOST.....................................ON
ELECTRIC TRIM….…………………....……..….ON
PARK BRAKE..………….…………………...……...SET
PRESS SWITCH…………………………........……PRESS
CABIN RATE CONTROLLER .…..12 O,CLOCK POS
CABIN CONTROLLER..….….……….….………..SET
o ACFT 1000 FEET ABOVE CRUISE FLIGHT LEVEL
o MAX 25000 FEET
COMPLETE TAKE OFF DATA
ONCE FO HAS COMPLETED HIS/HER BEFORE START

PROCEDURES
REVIEW SPEEDS AND TAKE OFF DATA WITH FIRST

OFFICER VERIFY TAKE-OFF DATA
SET UP SPEEDS BUGS SET UP SPEED BUGS

o 1ST BUG SET AT V1 o 1ST BUG SET AT V1
o 2ND BUG SET AT V2 o 2ND BUG SET AT V2
o 3RD BUG SET AT VENR o 3RD BUG SET AT VENR
o FLAP RETRACTION ALTITUDE REVEIWED/BUGGED ON o FLAP RETRACTION ALTITUDE REVIEWED/BUGGED ON THE
THE ALTIMETER ALTIMETER
REVIEW THREATS AND FACTORS AFFECTING REVIEW PROCEDURES WITH THE CAPTAIN
PROCEDURES ON THE FOLLOWING:

1. TOLD CARD
2. *EVACUATION
o *CAPT Brief “Evacuation”
o If QRH with evacuation checklist is available then “Evacuation
with reference to the checklist” is satisfactory.
3. START & TAXI
o Battery or Ground Power
o Left or Right engine first
o PF Brief Expected taxi routing
4. RTO
o *PF Brief “RTO”, after first flight “RTO as briefed” is satisfactory
5. TAKE-OFF CONTINUED ACTIONS (AFTER V1)
6. ENGINE INOPERATIVE FLIGHT PATH
o PF Brief “ENGINE INOPERATIVE FLIGHT PATH”
7. NORMAL DEPARTURE
o PF brief normal departure or expected departure if clearance
not available
8. THREATS(Both crew review threats that may affect the
departure e.g.)
o WEATHER
o SNAGS/MEL
o TERRAIN
o ATC/AIRSPACE CONGESTION
o NOTAMS
o HAZARDS – BIRDS/ANIMALS/PEOPLE/VEHICLES
2. *EVACUATION BRIEFING
“SHOULD WE NEED TO EVACUATE, I WILL ENSURE
THAT THE PARK BRAKE IS SET. I WILL CUT BOTH
CONDTION LEVERS, FEATHER BOTH PROPELLERS,
CLOSE BOTH FIREWALL VALVES AND ACTIVATE THE
FIRE EXTINGUISHER (if required). ON MY COMMAND
YOU WILL INITIATE THE EVACUATION WITH THE
PASSENGERS. I WILL THEN NOTIFY ATC, ENSURE THE
GANG BAR IS OFF AND ASSIST YOU WITH THE
EVACUATION.”
4. *REJECTED TAKE-OFF BRIEFING (RTO)

“IN THE EVENT OF A DECISION TO STOP BEFORE V1,
PILOT FLYING WILL CALL “STOPPING” AND
SIMULTANEOUSLY CLOSE BOTH POWER LEVERS,USE
GROUND FINE AND APPLY BRAKES AS REQUIRED. “
5. TAKE-OFF CONTINUED ACTIONS (AFTER V1)

“AFTER POSITIVE CLIMB WE WILL RAISE THE GEAR,
CONTINUE TO ____FT AND ACCELERATE TO
____KNOTS BEFORE RAISING THE FLAPS “
6. ENGINE INOPERATIVE FLIGHT PATH BRIEFING

“ THE ENGINE INOPERATIVE FLIGHT PATH WILL BE
CLIMB ON RUNWAY HEADING TO..........NM, TURN
ONTO HDG.......... AND CLIMB TO..........FT.“
NOTE:
ONCE ESTABLISHED ON TRACK AND ABOVE 1500’ CONSIDERIT TO
BE IN ASAFETY WINDOW. ONLY THEN SHOULD WE FOLLOW A RISK
MANAGEMENT MODEL.
7. NORMAL DEPARTURE
“FOR A NORMAL DEPARTURE WE ARE EXPECTING/OR
CLEARED……”
o BRIEF DEPARTURE AS REQUIRED
FO COMPLETE CHECKLIST AND CALL:
CAPT “PREFLIGHT CHECKLIST COMPLETED”
REQUEST :
“PREFLIGHT CHECKLIST” LOAD BAGGAGE AND ENSURE IT IS SECURE
ASSIST WITH PASSENGER BOARDING
START BOARDING PROCESS
REMOVE CHOCK, POGO STICK AND ENSURE OUTSIDE
AREA CLEAR
CLOSE AND CHECK CARGO AND CABIN DOORS
BRIEF PASSENGERS
SEAT AND HARNESS…...SET AND SECURE
OBTAIN START CLEARANCE

o GND COMM PWR……………………………..….ON
SEAT AND HARNESS…...SET AND SECURE o SET FREQUENCY AND REQUEST START CLEARANCE

COCKPIT PREFLIGHT CHECKS

WITH START CLEARANCE RECEIVED AND READY FOR START

CAPT FO
BATTERY……………………………..………………ON
BEACON ……………...…………….………………GND
BATTERY VOLTAGE………………………......CHECK
o BAT…………………………………………………...MINIMUM 23 V
o TRIPLE BUS…………………………………………MINIMUM 22V
o CENTRE BUS………………………………………MINIMUM 23V
REVIEW WARNING ANNUNCIATORS TO ENSURE DOORS

ARE CLOSED
FUEL PANEL .…………………..……………...CHECK

o QUANTITY ……………CONFIRM
o STBY PUMPS…………OFF
o TXFR FLOW…………..OFF
o AUX PUMPS………….AUTO OR OFF - AS REQUIRED
COMPLETE THE BEFORE START CHECKLIST AND CALL:
REQUEST : “BEFORE START CHECKLIST COMPLETED”
“BEFORE START CHECKLIST”
ENGINE START
CAPT FO
“CLEAR RIGHT?” LOOKOUT AND CHECK RIGHT PROP CLEAR
“CLEAR RIGHT”
“STARTING RIGHT”
RIGHT IGNITION AND ENGINE START SWITCH...........ON
o AT FIRST INDICATION OF N1/Ng MONITOR ALL START PARAMETERS AND CALL

“N1” ATTENTION TO ANY ABNORMALITIES
o AT FIRST INDICATION OF OIL PRESS ON RIGHT OIL PRESSURE
GAUGE
“OIL PRESSURE RISING”
o AFTER N1 STABLE OR MAX MOTORING N1. (MIN 12% N1)

RIGHT CONDITION LEVER………………….LOW IDLE
o BOTH CREW MEMBERS START MENTAL CLOCK (FOR 10 SEC START o BOTH CREW MEMBERS START MENTAL CLOCK (FOR 10 SEC START
LIMIT FOR LIGHT-UP) LIMIT FOR LIGHT-UP)
o AT FIRST INDICATION OF FUEL FLOW VERIFY [R FUEL PRES LO] ANNUNCIATOR EXTINGUISHES
“FUEL FLOW”
VERIFY [R OIL PRES LO] – ANNUNCIATOR EXTINGUISHES

o AT INDICATION OF ITT RISE
o CONFIRM MIN OF 60 PSI ON OIL PRESSURE GUAGE
“LIGHT UP” (ITT RISE WITHIN 10 SECONDS)
o ITT AND N1…………………….……......…....MONITOR
o 1000º C MAXIMUM

o AT 50% N1 OR ABOVE:
RIGHT IGNITION AND ENGINE START SWITCH ……….OFF
o AT PEAK / MAX ITT DURING START – AND NOTE FOR TECH LOG
ONCE ENGINE IS STABLE “ ….. DEGREES”
o ITT LESS THAN 750° C
o TQ NOT POWERED (Prior to UE93)
o PROPS STABLE (LOW PITCH STOP NOT POWERED – RPM +/- 750)
o CONFIRM LOW IDLE (65% N1)
o FUEL FLOW NORMAL
o OIL PRESS, TEMP IN THE GREEN
RIGHT CONDITION LEVER………………HIGH IDLE

o CONFIRM HIGH IDLE (~72% N1)
RIGHT GENERATOR……….GEN RESET THEN ON

o R DC GEN ANNUNCIATOR EXTINGUISHED
o L AND R GEN TIE OPEN ANNUNCIATORS EXTINGUISHED
o CHECK LOAD ON R GEN LOADMETER
L & R AC BUS.........................................ON
o L & R AC BUS ANNUNCIATORS...........EXTINGUISHED
o L INVERTER FREQUENCY...................CHECK (380 – 420 Hz)
o L INVERTER VOLTAGE.......................CHECK (110 – 120 volts)
o SELECT RIGHT HAND INVERTER AND REPEAT ABOVE STEPS
*L & R AC BUS.........................................CHECK
o L AC BUS………………………………….OFF, THEN XFER
o ANNUCIATOR ILLUMINATED THEN EXTINGUISHED
o MASTER WARNING ON..............................CANCEL
o L.AC BUS……………………………………………………...ON
o R AC BUS………………………………….OFF, THEN XFER
o ANNUCIATOR ILLUMINATED THEN EXTINGUISHED
o MASTER WARNING ON..............................CANCEL
o R.AC BUS……………………………………………………...ON
CHARGE BATTERY UNTIL GEN LOAD IS BELOW 50%

AMMETER SHOWS A DROP IN CHARGE FROM
MAXIMUM(LEAD ACID BATTERY)
LOOKOUT LEFT AND CHECK LEFT PROP CLEAR
“CLEAR LEFT”
“STARTING LEFT”
MONITOR ALL START PARAMETERS AND CALL
LEFT IGNITION AND ENGINE START SWITCH...........ON ATTENTION TO ANY ABNORMALITIES
o FIRST INDICATION OF N1/Ng

“N1”
o AT FIRST INDICATION OF OIL PRESS ON LEFT OIL PRESSURE GAUGE

“OIL PRESSURE RISING”
o AFTER N1 STABLE OR MAX MOTORING N1. (MIN 12% N1)

LEFT CONDITION LEVER……………...…LOW IDLE
o BOTH CREW MEMBERS START MENTAL CLOCK (FOR 10 SEC START

LIMIT FOR LIGHT-UP) o BOTH CREW MEMBERS START MENTAL CLOCK (10 SEC START LIMIT
FOR LIGHT-UP)
o AT FIRST INDICATION OF FUEL FLOW
“FUEL FLOW”
o AT INDICATION OF ITT RISE

VERIFY [L FUEL PRES LO] ANNUNCIATOR EXTINGUISHES
“LIGHT UP” (ITT RISE WITHIN 10 SECONDS)
o ITT AND N1 ……………….…………….…..MONITOR
o 1000º C MAXIMUM VERIFY [R OIL PRES LO] – ANNUNCIATOR EXTINGUISHES
o CONFIRM MIN OF 60 PSI ON OIL PRESSURE GUAGE
o AT 50% N1 OR ABOVE:
LEFT IGNITION AND ENGINE START SWITCH …..…….OFF
RIGHT CONDITION LEVER....................LOW IDLE

o AT PEAK/MAX ITT DURING START – AND NOTE FOR TECH LOG
ONCE ENGINE IS STABLE “ ….. DEGREES”
o ITT LESS THAN 750° C
o PROPS STABLE
o N1 LOW IDLE (65%)
o FUEL FLOW NORMAL
o OIL PRESS, TEMP IN THE GREEN
*RIGHT GENERATOR..…………………………….OFF
o R DC GEN ANNUNCIATOR ILLUMINATED
o MASTER CAUTION WARNING
o R & L GEN TIE OPEN ANNUNCIATORS ILLUMINATE
LEFT GENERATOR….……............ RESET THEN ON

o L DC GEN ANNUNCIATOR EXTINGUISHED
o R & L GEN TIE OPEN ANNUNCIATORS EXTIGUISH
o LOAD INDICATED ON L DC GEN LOAD METER
o VOLTAGES CHECK
o BATT,L+R GEN,CTR BUS….27.5-29V
o TPL BUS................................26.5 – 28V
o EXT PWR...............................0 Volts
*RIGHT GENERATOR..………………..RESET THEN ON

o [L&R DC GEN] ANNUNCIATORS REMAIN EXTINGUISHED
*GEN TIES SWITCH……..……….………………OPEN

o L AND R GEN TIE OPEN ANNUNCIATORS ILLUMINATED
o MASTER CAUTION ILLUMINATES - CANCEL
o AMMETER ZERO
o TPL BUS VOLTAGE..…………….……….…..26.5-28V
*GEN TIES SWITCH……….……….……………NORM

o L AND R GEN TIE OPEN ANNUNCIATORS EXTINGUISHED
o AMMETER INDICATING CHARGE
*CENTRE BUS VOLTAGE……………....……....…..SELECT
*BUS SENSE SWITCH...……..………………..….TEST

o L AND R GEN TIE OPEN AND BATT TIE OPEN ANNUNCIATORS

ILLUMINATED
o MASTER CAUTION ILLUMINATES - CANCEL
o CTR BUS VOLTAGE..……….…………………0V
*BUS SENSE RESET SWITCH………..….…..RESET

o L AND R GEN TIE OPEN AND BATT TIE OPEN ANNUNCIATORS
EXTINGUISHED
o CTR BUS VOLTAGE………..…………….RESTORED
LOADMETERS…….…...PARALLELED WITHIN 10%
THESE ACTIONS COMPLETE THE ENGINE START

PROCEDURE
----------------------------------------------------------------
---------------------------------------------------------------
THE CAPT INDICATES THAT THE FO MAYCOMMENCE
FIRST OFFICER FLOW COMMENCES WHEN AVIONICS
HIS/HER BEFORE TAXI FLOWS BY SELECTINGTHE
MASTER IS TURNED ON
AVIONICS MASTER ON
AVIONICS MASTER…………………………..……ON
4 EFIS PWR SWITCHES...........................ON
AUTOFEATHER…………..……….……………...ARM
STANDBY HORIZON POWER.................ON
FUEL PANEL CBS…………....……………….CHECK
EFIS AUX PWR........................................ON
*PNEUMATICS AND SUCTION…..............TEST/CHECK
ICE PROTECTION……..……...…................AS REQUIRED o SELECT LEFT BLEED AIR SWITCH TO “INST + ENVIR OFF”
o CONSIDER SYSTEM PROTECTION REQUIREMENTS WITH RESPECT o CHECK SUCTION IN WIDE GREEN ARC AND PNEU. PRESS 17.5-19.0
TO AMBIENT CONDITIONS PSI
PROPELLERS.....................................CONFIRM TAXI o SELECT RIGHT BLEED AIR SWITCH TO “INST + ENVIR OFF”
ELEVATOR TRIM ................................SET FOR TAKE OFF o SUCT + PNEU WILL INDICATE ZERO
o FWD RANGE FOR FWD HALF OF C.G. ENVELOPE o L + R “BL AIR FAIL” ANNUNCIATORS ILLUMINATED
o AFT RANGE FOR AFT HALF OF C.G. ENVELOPE o MASTER WARNING ANNUNCIATORS ILLUMINATED
o SELECT THE LEFT BLEED AIR SWITCH TO “OPEN”
o CHECK SUCTION IN WIDE GREEN ARC AND PNEU PRESS 17.5-19.0 PSI
FLAPS……………………..……..................SET AS REQUIRED o SELECT THE RIGHT BLEED AIR SWITCH TO “OPEN”
*AUTOPILOT (IF INSTALLED)…….….…………..…CHECK *ENVIRONMENTAL TEST...…………..…TEST

o ENVIR MODE CONTROL…….…………………………..T TEST
o CHECK SUPPLEMENT SECTION OF AFM FOR SPECIFIC AUTOPILOT
o L&R ENVIR FAIL LIGHTS………………………..ILLUMINATED
CHECK
o ENVIR MODE CONTROL…….…………………………..AUTO
o L&R BLEED AIR VALVES.................................ENVIR OFF
*YAW DAMPER……………….….…………..…CHECK o L&R ENVIR FAIL LIGHTS………………………..EXTINGUISHED
o YAW DAMPER SWITCH…………………………..………….ON o L&R BLEED AIR VALVES.................................OPEN
o YD ANNUNCIATOR……………….……………..ILLUMINATED o L&R ENVIR FAIL LIGHTS………………………..EXTINGUISHED
o RUDDER PEDALS…CHECK FOR ADDED RESISTANCE
o CONTROL WHEEL DISCONNECT SWITCH…………………........…PRESS ENVIRONMENT SYSTEM CONTROLS...............SET
TO FIRST LEVEL (YAW DAMPER WILL DISENGAGE)
o ENVIR MODE CONTROL……………..AUTO
o YAW DAMP …………………………..……………………….ON
o BLOWERS……………..................HIGH/AUTO.(AS REQUIRED)
o RUDDER BOOST/YAW CONTROL TEST
o BLEED AIR VALVES.................OPEN
SWITCH……………………………..….YAW CONTROL TEST
o (YAW DAMP WILL DISENGAGE, RUD BOOST OFF ANNUNCIATOR –
ILLUMINATED) C/B’S………………………………………..….......CHECK
o RUDDER BOOST/YAW CONTROL TEST
SWITCH………………………………..........…RUDDER BOOST
o (RUD BOOST OFF ANNUNCIATOR – EXTINGUISHED) AVIONICS PANEL.…………………...............SET
o COMM FREQ. AS BRIEFED...........SET
o NAV FREQ. AS BRIEFED................SET
o STANDBY HORIZON.....................UNCAGED

*EFIS COMPARATOR.................................CHECK o ALTITUDE PRESELECT...................SET

o DEPRESS AND HOLD PLT TEST o ADF..............................................SET
o 10* PITCH UP AND 10* RIGHT ROLL ON CAPT EADI o TRANSPONDER............................SET
o 20* HDG INCREASE ON CAPT EHSI o TCAS.............................................SET
o RED TEST FLAG IN UPPER CORNER OF EADI o GPS...............................................SET
o CAPT PRESS “COMPARATOR PUSH TO RESET”
o DEPRESS AND HOLD CO-PILOT TEST FO EFIS DSP’s...............................SET FOR DEPARTURE
o 10* PITCH DOWN AND 10* LEFT ROLL ON CO-PLT EADI o ACTIVE AND PRESELECT COURSES..................SET
o 20* HDG DECREASE ON CO-PLT EHSI o ONSIDE DATA (i.e. LEFT feeds LEFT)...............SET
o RED TEST FLAG IN UPPER CORNER OF EADI o HDG BUGS......................................................RWY HDG
o CO-PLT PRESS “COMPARATOR PUSH TO RESET” o HSI POINTERS.................................................SET AS REQ.
o RADIO ALTIMETERS.....................................ZERO
*GPWS..................................................TEST
o GPWS LIGHT ILLUMINATED FD MODE…………………….SELECT GO AROUND
o AUDIO WARNINGS CHECK
FDR.............................................WARNING LIGHT EXT
CAPT EFIS DSP’s.............................SET FOR DEPARTURE

o ACTIVE AND PRESELECT COURSES..................SET
o ONSIDE DATA (i.e. LEFT feeds LEFT)...............SET
o HDG BUGS......................................................RWY HDG
o HSI POINTERS.................................................SET AS REQ.
o RADIO ALTIMETERS.....................................ZERO
RADAR....................................................TEST/STANDBY
PASSENGER BRIEFING………………...……….SEND
WAIT FOR CO-PILOT TO SELECT THE FLIGHT DIRECTOR WAIT FOR CAPTAIN AND THEN:
TO G/A AND THEN:
FLIGHT CONTROLS..........................CHECK FLIGHT CONTROLS..........................CHECK

o CHECK FOR FULL CONTROL AND FREEDOM OF MOVEMENT o MONITOR FLIGHT CONTROL CHECK
o VERIFY CORRECT SEAT POSITION o VERIFY CORRECT SEAT POSITION
*ELECTRIC TRIMS…..………....….CHECK AND SET ELECTRIC TRIMS…..………....….CHECK

o ELEV TRIM SWITCH ……………..………….........…..ON o MOVE TRIM AS DIRECTED
o PILOT’S AND COPILOT’S TRIM SWITCHES.......CHECK
o PILOT’S TRIM WILL OVERRIDE COPILOT’S TRIM
o MOVEMENT OF ONLY HALF OF SWITCH WILL NOT ACTIVATE
TRIM
o TRIM DISCONNECT SWITCH ……PRESS TO 2ND LEVEL AND
RELEASE
o PITCH TRIM OFF ANNUNCIATOR…ILLUMINATED
o ELECTRIC PITCH TRIM …………...DEACTIVATED
o ELEV TRIM SWITCH ……….……..OFF, THEN ON
o PITCH TRIM OFF ANNUNCIATOR ……….......OFF
o ELEVATOR TRIM…….…….….SET FOR TAKE-OFF
INSTRUMENTS.......................................CHECK
o VERIFY ALL COMPARATOR WARNINGS ARE CLEAR
“HEADING.... AND ALTIMETER QNH...., ALTITUDE......"

“HEADING.... AND ALTIMETER QNH...., ALTITUDE......" o READ HEADING OFF EHSI
o READ HEADING OFF EHSI o VERFIY HEADINGS WITHIN 10° OF EACH OTHER
o VERFIY PRIMARY HEADINGS WITHIN 10° OF EACH OTHER AND o ALTIMETER, VERIFY QNH SET, PRIMARY ALTIMETERS ARE WITHIN 70’
STANDBY COMPASS OF EACH OTHER
o ALTIMETER, VERIFY QNH SET, PRIMARY ALTIMETERS ARE WITHIN

70’ OF EACH OTHER
COMPLETE THE BEFORE TAXI CHECKLIST AND CALL:
REQUEST:
“BEFORE TAXI CHECKLIST COMPLETED”
“BEFORE TAXI CHECKLIST”
BEFORE TAXI FLOWS

TAXI
PF PM
OBTAIN TAXI CLEARANCE
BRAKES…………………….………………….CHECK ONCE OBTAINED…………………...TAXI LIGHT ON
MANUAL FEATHER CHECK
o MOVE PROP LEVERS TO FEATHER
o NOTE TORQUE INCREASES AND RPM DROPS
o DECREASE BELOWAPPROX 500 RPM
o CHECK RETURN TO ORIGINAL VALUES WHEN UNFEATHERED
REQUEST TAKE OFF CARD REVIEW(INNER T ONLY) REVIEW THE TAKE OFF CARD
o MAX/REDUCED POWER TAKE-OFF
o STATIC TORQUE SETTING
o V1, Vr AND V2 SPEEDS
o FLAP RETRACTION ALTITUDE IS……….FT
CONFIRM ANY REVISED CLEARANCE AND CHECK THAT
SQUAWK AND NEXT REQUIRED ATC FREQUENCIES ARE
ON STANDBY.
SYSTEM CHECKS – FIRST FLIGHT OF THE DAY
NOTE: THE SYSTEM CHECKS ARE COMPREHENSIVELY COVERED IN THE AFM. THEY MAY BE COMPLETED WITH
REFERENCE TO THE AFM OR QRH
CAPT FO
*AUTO FEATHER.……....….…......................TEST
o AUTOFEATHER SWITCH.......................HOLD TO TEST
o [AFX DISABLE] ILLUMINATED
o POWER LEVERS....................ADVANCE ABOVE 1000FT-LBS
o [L AFX] & [R AFX] ILLUMINATED
o [AFX DISABLE] EXTINGUISHED
o POWER LEVERS.............................RETARD INDIVIDUALLY
o AT ~750 TQ…….OPPOSITE [AFX] EXTINGUISHED
o AT ~500 TQ…............ONSIDE *AFX+ EXTINGUISHED
o PROP STARTS TO FEATHER
o RETURN POWER LEVER ABOVE 1000 FT-LBS
o REPEAT ABOVE STEPS FOR OPPOSITE ENGINE
o POWER LEVERS.....................................................IDLE
o [L AFX] & [R AFX] EXTINGUISHED
o NEITHER PROPELLER FEATHERS
o AUTOFEATHER SWITCH …...............…RELEASE
o AUTOFEATHER SWITCH …...............…ARM
*OVERSPEED AND RUDDER BOOST…………TEST

o PROP GOV TEST SWITCH......................HOLD TO TEST
1. POWER LEVERS.........................ADVANCE INDIVIDUALLY
o UNTIL PROP STABILIZED AT 1535 TO 1595
o CONTINUE TO ADVANCE UNTIL RUDDER MOVEMENT NOTED,
APPROXIMANTELY 1200 TQ DIFFERENTIAL. OBSERVE ITT LIMITS
2. A/P DISCONNECT...........................PRESS TO FIRST LEVEL
o RUDDER BOOST INTERUPTED
o [RUDDER BOOST OFF] ILLLUMINATED
3. POWER LEVER IDLE
o REPEATSTEPS 1,2,3 ABOVE FOR OPPOSITE ENGINE
o PROP GOV TEST SWITCH...................RELEASE
*LOW PITCH STOP……….………..............…TEST

o POWER LEVERS………………….…………….IDLE

o CONDITION LEVERS............................HIGH IDLE

o PROP TEST SWITCH…………………………..HOLD TO LOW PITCH
o L&R PROP RPM STABILISED 200RPM BELOW ORIGINAL VALUE
o [PROP GND SOLENOID] ILLUMINATED WITHIN 8 SEC (IF INSTALLED)
o PROP TEST SWITCH…………………………..RELEASE
o CONDITION LEVERS………………………….LOW IDLE
o (UE272 OR AFTER OR KIT 129-5200, CONSULT AFM FOR TEST
DIFFERENCES)

BEFORE TAKE OFF

(PRIOR TO ENTERING THE RUNWAY)
NOTE: ONLY COMPLETE THE FOLLOWING FLOWS SHORTLY BEFORE ENTERING THE RUNWAY OR
ANTICIPATINGTAKE-OFF CLEARANCE.
CAPT FO
DUE TO THE POSITION OF THE FOLLOWING SWITCHES
ON THE PILOTS SUB PANEL, THE CAPTWILL MAKE THE
FOLLOWING SELECTIONS.
ENGINE ANTI ICE …….……………….......AS REQUIRED
AUTO FEATHER.................................CONFIRM ON
PF PM
PROPELLER LEVERS…………………FULL FORWARD WINDSHIELD HEATS.….…………….……ON
o NORMAL
ICE PROTECTION…………….…………ON (6 SWITCHES)

o L FUEL VENT
o R FUEL VENT
o STALL WARNING
o L PITOT
o R PITOT
o ALT STATIC
BLEEDS…………………………………................AS REQUIRED
ENVIR MODE CONTROL……………………….AS REQUIRED
BLOWERS………………………………..HIGH (IF REQUIRED)
FOR A MAX POWER TAKE-OFF:
o BLEEDS…………………………………….ENVIR OFF
o ENVIR MODE CONTROL…………..OFF
o BLOWER…………………………………. HIGH
ANNUNCIATORS……EXTINGUISHED/CONSIDERED
o TAKE OFF WITH THE BATTERY CHARGE ANNUNCIATOR ANNUNCIATORS……EXTINGUISHED/CONSIDERED
ILLUMINATED IS PERMITTED IF A DECREASING BATTERY
CHARGE IS CONFIRMED
EQUEST: COMPLETE CHECKLIST TO THE LINE AND CALL:

“BEFORE TAKE OFF CHECKLIST TO THE LINE” “BEFORE TAKE-OFF CHECKLIST COMPLETED TO THE LINE”

PRIOR RUNWAY ENTRY FLOWS


ON ENTERING THE RUNWAY

CAPT FO
AUTO IGNITION………………………………….ARMED
PF PM
APPROACH……..……………….….…….....CONFIRM CLEAR APPROACH……..………...………….….…….....CONFIRM CLEAR
STROBES………………………...…………..………….ON
BEACON……………………………………………..…..FLT
TRANSPONDER/TCAS....……………..…………..SET
RADAR…...……………………………….…..………...WX
REQUEST :
“COMPLETE BEFORE TAKE OFF CHECKLIST” COMPLETE CHECKLIST BELOW THE LINE AND CALL:
“BEFORE TAKE-OFF CHECKLIST COMPLETED”
OBTAIN TAKE OFF CLEARANCE:

LANDING LIGHTS………………..……………….…ON
CONFIRM TAKE OFF CLEARANCE
RECOGNITION LIGHTS………….……AS REQUIRED
TAKE OFF
PF PM
POWER LEVERS…………………………..ADVANCE
o ADVANCE POWER SLOWLY UNTIL PROPS STABLE
o ADVANCE POWER LEVERS SMOOTHLY o WHEN [AFX] ILLUMINATED
o AT A MININIMUM 2500 LBS TORQUE
o ENSURE BRAKES RELEASED “AUTO-FEATHER ARMED”
“SET POWER ”
POWER LEVERS………………….........SET POWER
o SET STATIC POWER MINIMUM (AS PER T/O DATA)
o PROP RPM………RESET 1700RPM MANUALLY IF REQUIRED
o REMOVE HANDS FROM POWER LEVERS
“POWER SET”
MONITOR ASI
MONITOR ENGINE PARAMETERS
o ON ACCLERATING THROUGH 80 KTS

o VERIFY ASI INDICATING CORRECTLY “80 KNOTS”
“CHECKS”
o AT V1
REMOVE HAND FROM POWER LEVERS “V1”
o AT VR
“ROTATE”
ROTATE AT 3°/SEC TO 8° NOSE UPOR FLIGHT DIRECTOR
BARS o WITH POSITIVE RATE OF CLIMB INDICATED ON THE PRESSURE
ALTIMETER AND VSI
“POSITIVE CLIMB”
“GEAR UP”
“GEAR UP?”

GEAR HANDLE…..………………………..SELECT UP
TAXI LIGHT……………………………………..OFF
o VERIFY GEAR DOWN INDICATOR LIGHTS AND THE LANDING
GEAR HANDLE LIGHTS HAVE EXTIGUISHED
o PASSING 400 AGL AND ABOVE VENR

“GEAR UP, NO LIGHTS”
“FLAPS UP”
“FLAPS UP?”
o (CONFIRMING UNDERSTANDING OF INSTRUCTION)
FLAP SELECTOR…………………………SELECT UP
o VERFIY FLAPS INDICATE UP ON GAUGE
“FLAPS UP INDICATED”
“ENGAGE YAW DAMPER ” YAW DAMPER………………………………...ENGAGE

o ONCE YAW DAMPER IS ENGAGED [YD] ON EFIS
“YAW DAMPER”
BLEEDS………………………………..……………..OPEN
ENVIR MODE CONTROL……………………..AUTO
“HEADING MODE”
SELECT HEADING ON FCP
o ONCE SELECTED AND [HDG] DISPLAYED IN GREEN ON EFIS
“HEADING GREEN”
“INDICATED AIR SPEED MODE”
o SUGGEST 160KTS FOR CRUISE CLIMB SELECT IAS ON FCP
o ONCE SELECTED AND [IAS] DISPLAYED IN GREEN ON EFIS
“INDICATED AIR SPEED GREEN”
o PASSING 1500’ AGL
“ SET CLIMB POWER”
POWER/ PROP LEVERS……….SET CLIMB POWER
o DECREASE TORQUE TO ~3300FT/LBS, SET PROPS TO 1550
RPM, RESET MAX 3750FT/LBS
o ITT LIMIT 760 DEG
“ CLIMB POWER SET”
REQUEST:
“AFTER TAKE-OFF CHECKLIST TO THE LINE” COMPLETE CHECKLIST TO THE LINE AND CALL:
“AFTER TAKE-OFF CHECKLIST COMPLETED TO THE
LINE”
AT TRANSITION ALTITUDE
PF PM
“TRANSITION ALTITUDE”
ALTIMETER…………………..…….....SET STANDARD ALTIMETER………………….………SET STANDARD
“STD SET, INDICATING …. FT … NOW”

“CHECKS”
PRESSURISATION…………..…………….……CHECK
o CONFIRM DIFF INCREASING
o CABIN ROC +/- 500FT/MIN
REQUEST :
“COMPLETE THE AFTER TAKE OFF CHECKLIST”
COMPLETE CHECKLIST AND CALL:
“AFTER TAKE-OFF CHECKLIST COMPLETED”
AT FL100
PF PM
“FLIGHT LEVEL 100”
“CHECKS” PRESSURISATION…………..…………….……CHECK
LANDING LIGHTS.......................................OFF
RECOGNITION LIGHTS……………………………OFF
CLIMB
PF PM
“1000 TO LEVEL OFF”
“CHECKS”
AT TOP OF CLIMB& CRUISE

PF PM
o ALT FLASHES IN GREEN ON EFIS
“CHECKS” “ALT GREEN”
o WHEN A/C HAS ACCELERATED TO CRUISE SPEED

“SET CRUISE POWER”
o CHECK CRUISE POWER SETTING IN AFM/QRH
POWER/ PROP LEVERS………SET CRUISE POWER
o ONCE CRUISE POWER IS SET

“CRUISE POWER SET”
TCAS................................................NORMAL
CAPT FO
AUTOFEATHER…………………………………......OFF
FUEL………………………………………………CHECK
o AUX TRANSFER
o QUANTITY
o BALANCE
BEFORE TOP OF DESCENT

CAPT FO
AUTOFEATHER…………………………………ARM
FUEL……………………………………………..CHECK
o QUANTITY
o BALANCE

PF PM
o GET ATIS
o CALL GROUND HANDLING
o COMPLETE LANDING CARD
SET UP COCKPIT FOR THE APPROACH
AIRSPEED INDICATOR BUGS…………………VREF& VYSE AIRSPEED INDICATOR BUGS………………..VREF& VYSE

ALTIMETER………………………………….…..SET/VERIFY ALTIMETER…………………………………………..SET/VERIFY
o MINIMA OR CIRCUIT ALT AS APPLICABLE o MINIMA OR CIRCUIT ALT AS APPLICABLE
TCAS........................................SET TO “BELOW”
PASSENGER BRIEFING…...…….COMPLETE
PRESSURISATION ……....………...SET AND CHECK
APPROACH BRIEFING ………………………….COMPLETE APPROACH BRIEFING ………………………….COMPLETE

o BRIEF THE PRACTICAL CONDUCT OF APPROACH
o VERIFY VREF AND MINIMA SET
o REVIEW THREATS AFFECTING THE OPERATION
REQUEST :
“DESCENT AND APPROACH CHECKLIST TO THE LINE” COMPLETE CHECKLIST TO THE LINE AND CALL:
“DESCENT AND APPROACH CHECKLIST COMPLETED
TO THE LINE”
DESCENT
APPROACHING FL100
PF PM
“FL 100”
“CHECKS”
LANDING LIGHTS………………..……………… ON
RECOGNITION LIGHTS…………….AS REQUIRED
CABIN PRESSURE …….……………….……CHECK
o COMPARE CABIN ALTITUDE TO A/C AND ENSURE THAT A/C
DOES NOT REACH CABIN ALTITUDE BY ADJUSTING RATE
CONTROLLER APPROPRIATELY
AT TRANSITION LEVEL
PF PM
“TRANSITION LEVEL”
“CHECKS” ALTIMETER ……………………..………...SET QNH
ALTIMETER …………………...........................SET QNH
“10.., INDICATING .….FT NOW”
“CHECKS” OR “…… FT HIGH/LOW"
REQUEST:
“DESCENT AND APPROACH CHECKLIST BELOW THE
LINE” COMPLETE CHECKLIST BELOW THE LINE ANDCALL:
“DESCENT AND APPROACH CHECKLIST COMPLETED”
BEFORE LANDING
PF PM
WHEN APPROPRIATE:
o IAS BELOW 188 KTS
“FLAPS17” “FLAPS17?”
FLAP SELECTOR…………………SET 17
o ONCE FLAP17 INDICATED
“FLAP 17 INDICATED”
“PROPS FULL FORWARD”
“PROPS FORWARD?”
PROPELLOR LEVERS………………FULL FORWARD
“PROPS SET FULL FORWARD”
o IAS BELOW 180 KTS
“GEAR DOWN”
“GEAR DOWN?”
GEAR SELECTOR………………………SELECT DOWN
o GEAR SELECTED DOWN WITH 3 GREENS INDICATED
“GEAR DOWN, 3 GREENS”
“FLAPS 35”
“FLAPS 35?”
FLAP SELECTOR…………………SET DOWN
o ONCE FLAPS 35INDICATED
“FLAPS 35 INDICATED”
YAW DAMPER……………………………DISCONNECT
o IF USING AUTOPILOT FOR APPROACH, THEN YD TO BE
DISENGAGED WITH A/P BY 200’ AGL.
o DISCONNECT SWITCH………..PUSH TO 1ST LEVEL
REQUEST : COMPLETE CHECKLIST AND CALL :

“LANDING CHECKLIST” “LANDING CHECKLIST COMPLETE”
o LANDING CLEARANCE OBTAINED

TAXI LIGHT………………….ON
CONFIRM LANDING CLEARANCE
BEFORE 500’ ABOVE AIRFIELD ELEVATION, ENSURE

FULLY CONFIGURED AND LANDING CHECKLIST
o AT 500FT ABOVE AIRFIELD ELEVATION AND AIRCRAFT IS
COMPLETE. ‘STABILISED’ ON FINAL APPROACH
“500 FEET, STABLE”
“CHECKS”

LANDING
PF PM
o AT 40KTS DURING THE LANDING ROLL
“CHECKS” “40 KNOTS”

ENSURE POWER LEVERS OUT OF REVERSE
ONCE CLEAR OF THE ACTIVE RUNWAY

CAPT FO
AUTO IGNITION…......…………………..…………..OFF
ENGINE ANTI ICE…....……………………………..…ON
AUTOFEATHER……....…………….………………..…OFF
PF PM
PROPELLER LEVERS.......................................TAXI LANDING LIGHTS…………………………..……….OFF
BEACON………………………………………………….GND
STROBES...................................................OFF
RECOGNITION LIGHTS………………..………….OFF
ICE PROTECTION.........……..….…...............OFF
TRANSPONDER…….….…….........................STBY/2000
TRIMS……………………………….………...…..…..SET
o ELEVATOR 1½ UNITS NOSE UP
o RUDDER AND AILERON NEUTRAL
FLAPS ………..…………………………….………..….UP
WX RADAR……………………………...…………...STBY/OFF
PASSENGER BRIEFING…………SEND/COMPLETE
o WITH MARSHALLER IN SIGHT

TAXI LIGHT …………………………………………..OFF

AFTER LANDING FLOWS


STATIONARY AT PARKING BAY

PF PM
PARK BRAKE ……..…………………………………. SET TAXI LIGHT………….…………………CONFIRM OFF
o ONCE SET, THE CAPT AND FO COMMENCE THEIR RESPECTIVE
SHUTDOWN FLOWS
SHUT DOWN
CAPT FO
EFIS AUX POWER……………...…….…….....OFF STANDBY HORIZON...............................CAGED
AC BUSSES………………………………………...OFF STANDBY HORIZON POWER.....................OFF
BLOWERS……………………......….……………...AUTO
ENVIRONMENTAL MODE CONTROL …….…OFF
BLEEDS……………………………………………ENVIR OFF
EFIS POWER SWITCHES..............................OFF
REQUEST :
“SHUTDOWN CHECKLIST TO THE LINE” COMPLETE CHECKLIST TO THE LINE AND CALL:
“SHUTDOWN CHECKLIST COMPLETED TO THE LINE”
“CLEAR TO CUT”
WAIT FOR FIRST OFFICER TO CALL “CLEAR TO CUT”
AVIONICS MASTER.........................OFF
ITT…………………………...........STABILISED FOR 1 MINUTE
CONDITION LEVERS…...………….……...…..CUT-OFF
PROP LEVERS (BELOW 500 RPM)......…......…FEATHER
GANG BAR (PROPS STOPPED)…….…..………….OFF o ONCE THE PROPS HAVE STOPPED ROTATING
BEACON LIGHT………………………………......OFF
REQUEST
“COMPLETE THE SHUTDOWN CHECKLIST” COMPLETE THE SHUTDOWN CHECKLIST
“SHUTDOWN CHECKLIST COMPLETE”
SECURE CHECKLIST SHOULD BE COMPLETED BEFORE THE FIRST OFFICER IS TO SECURE THE AIRCRAFT BY
LEAVING THE AIRCRAFT UNATTENDED FOR A PERIOD INSERTINGTHE POGO STICK, COVERS, CLOSING THE
OF TIME OR AT THE END OF THE DAY DOORS AND SECURING THE EMERGENCY EXITS.
IT IS THE CAPTAIN’S DUTY TO ENSURE THAT ALL LIGHTS

ARESWITCHED OFF INCLUDING THOSE LIGHTS ON THE
HOTBATTERY BUS ONCE NO LONGER REQUIRED (CABIN–
PARTIAL, EMERGENCY INSTR. LIGHTS, CABIN DOOR AND
CARGO BAYLIGHTS).

SHUTDOWN FLOWS

GO-AROUND
ON THE CALL OF GO-AROUND BY EITHER PILOT
PF PM
“GOING AROUND”
“GO AROUND POWER”
SIMULTANEOUSLY:
GO-AROUND BUTTON………………………………PRESS
POWER LEVERS LEVERS………………..…..ADVANCE PROP LEVERS…………………………..FULL FORWARD
o ADVANCE POWER LEVERS SMOOTHLY o ENSURE MAX POWER WAS SET BY PF
o SET MAX ALLOWABLE POWER o MONITOR TQ AND ITT LIMITS
“GO AROUND POWER SET”
o ONCE CLEAR OF OBSTACLES AND ABOVE VREF +5
“FLAPS 17”
“FLAPS 17?”
FLAP SELECTOR…………………………SELECT 17
o VERFIY FLAPS INDICATE 17 ON GAUGE
o WITH POSITIVE CLIMB INDICATED ON VSI

“GEAR UP” “POSITIVE CLIMB”
“GEAR UP?”
TAXI LIGHT……………………………………..OFF
o PASSING 1000 AGL AND ABOVE 140KTS
“FLAPS UP”
“FLAPS UP?”
CONTINUE AS PER NORMAL TAKE-OFF

PRECISION APPROACH CALL OUTS

NOTE 1: THE FOLLOWING PROCEDURE ASSUMES:
o THE AIRCRAFT IS HAND FLOWN BY THE PF (IF THE AUTOPILOT IS USED, THE PF MAY MAKE THE RUNWAY HEADING AND MISSED APPROACH
ALTITUDE SELECTIONS)
o THE CREW HAVE BEEN CLEARED FOR THE APPORACH
o ILS HASE BEEN SELECTED AND IDENTIFIED ON NAV1 AND NAV2
o THE AIRCRAFT HEADING IS WITHIN 90 DEGREES OF THE INBOUND COURSE
o FLAP 17 AND PROPS FULL FORWARD ARE ALREADY SELECTED
NOTE 2: ALL PRECISION APPROACHES WITH CLOUD BASE BELOW 500’ AND LESS HAN 2000m VISIBILITY SHOULD BE FLOWN MONITORED. FOR
MONITORED APPROACHCAPTAIN SHOULD BE PM AND FIRST OFFICER PF.
o
PF (F/O) PM (CAPT)
“ARM APPR MODE” o SELECT APPR ON FCP
o SELECT APPR ON FCP o VERIFY [LOC_] ARMED
o VERIFY [LOC_] ARMED “APPR MODE ARMED”
o WITH LOCALISER MOVEMENT
“CHECKS” “LOCALISER ALIVE”
o AT LOCALISER INTERCEPT
o VERIFY [LOC_] GREEN AND [GS] ARMED
o CHECK [LOC_] GREEN AND [GS] ARMED
“LOCALISER GREEN, G/S ARMED”
“SET RUNWAY HEADING”
o SET BOTH HDG BUGS TO RUNWAY HEADING
“RUNWAY HEADING SET”
o WITH GLIDESLOPE MOVEMENT

“CHECKS” “G/S ALIVE”
o AT HALF DOT FLY UP

“GEAR DOWN” “GEAR DOWN?”
GEAR SELECTOR………………………SELECT DOWN
o GEAR SELECTED DOWN WITH 3 GREENS INDICATED
“GEAR DOWN, 3 GREENS”
o AT G/S INTERCEPT, VERIFY [GS] GREEN

“G/S GREEN”
o VERIFY [GS] GREEN
“SET MISSED APPROACH ALTITUDE” o SET MISSED APPROACH ALTITUDE ON ALTITUDE SELECTOR
“MISSED APPROACH ALTITUDE SET”
“FLAPS 35” “FLAPS 35?”

FLAP SELECTOR…………………SET DOWN
o ONCE FLAP DOWN INDICATED
YAW DAMPER…………………………………..DISCONNECT
o IF USING AUTOPILOT FOR APPROACH, THEN YD TO BE
DISENGAGED WITH A/P BY 200’ AGL.
o DISCONNECT SWITCH………..PUSH TO 1ST LEVEL
REQUEST :
“BEFORE LANDING CHECKLIST” COMPLETE CHECKLIST AND CALL :

“LANDING CHECKLIST COMPLETE”
o AT OUTER MARKER OR DME CHECK HEIGHT

“OM _____FT/_____DME, _____FT, INSTRUMENTS AND
“CHECKS” ALTIMETERS SET AND CROSS-CHECKED”

‘STABILISED’ ON FINAL APPROACH
“CHECKS”
“MY CALLS” “500 FEET, STABLE”
IF MONITORED APPROACH, CAPTAIN PLACES HANDS

AND FEET LIGHTLY ON THE CONTROLS AND FOLLOWS PF
INPUTS
o AT 100’ ABOVE MINIMUMS
“100’ TO MINIMUMS”
“CHECKS
o AT MINIMUMS
“DECIDE” o WITH ADEQUATE VISUAL REFERENCES
“LANDING”
OR
o WITHOUT ADEQUATE VISUAL REFERENCE

“GO AROUND”
FOLLOW GO AROUND ACTIONS

NON PRECISION APPROACH CALL OUTS
NOTE 1: Non precision approaches should be flown as CDFA (Constant descent final approach). Reference
ICAO8168. (Jeppesen ATC pg 216)
NOTE 2: Use MDA +50’ for minimums to avoid descending below MDA during the Go-Around.
NOTE 3: The follow procedure assumes:
The aircraft is hand flown by the PF (if the autopilot is used, the PF may set runway headingand missed
approach altitude)
Crew have been cleared for the approach
The aircraft is already at flap 17
VOR/ADF has been selected and identified on NAV1 and NAV 2/ADF1 and ADF2
The aircraft heading is within 90 degrees of the inbound course.
The aircraft will be fully configured and the landing checklist completed by the final descent
NOTE 4: Approach mode may be used within 10 DME for more accurate FD guidance.
NOTE 5: Manage descent by using VS mode or Pitch mode to control rate of descent to minimums. Ensure
missed approach is set in the Altitude Selector. Ensure ALT off in order to commence descent.
PF (F/O) PM (CAPT)
“ARM APPR/NAV MODE” (VOR APPROACH ONLY) o SELECT APPR AND CHECK ANNUCIATION ON BOTH EFIS SCREENS”
o SELECT APPR “APPR/NAV MODE ARMED”
o WITH VOR RADIAL ALIVE

“RADIAL ALIVE”
o VERIFIY VOR RADIAL ALIVE
“CHECKS”
o AT RADIAL INTERCEPT, WITH VOR_ ILLUMINATED
“VOR GREEN”
o VERIFY VOR_ GREEN o SET BOTH HEADING BUGS TO RUNWAY HEADING

“SET RUNWAY HEADING” “RUNWAY HEADING SET”
o PRIOR TO REACHING DESCENT POINT ENSURE CONFIGURATION

AND LANDING CHECKLIST COMPLETE
REQUEST :
“BEFORE LANDING CHECKLIST” COMPLETE CHECKLIST AND CALL :
“LANDING CHECKLIST COMPLETE”
“SET MISSED APPROACH ALTITUDE” o SET MISSED APPROACH ALTITUDE ON ALTITUDE SELECTOR
“MISSED APPROACH ALTITUDE SET”
o APPROACHING DESCENT POINT

“COMMENCE DESCENT AT ……MILES.”
o DESELECT ALT HOLD

“ALT OFF”
o DESELECT ALT HOLD “ALT OFF”
“CHECKS” “COMMENCE DESCENT NOW”

o TRANSITION AIRCRAFT INTO DESCENT WITH APPROPRIATE PITCH

SETTING (ROCKER SWITCH OR CWS)
o IF USING VS, SELECT VS WITH CORRECT VS STABLE

“VS” o SELECT VS IF REQUIRED
“V/S GREEN”
o AT FAF, CHECK ALTITUDE, CROSS CHECK ALTIMETERS AND

INSTRUMENTS
“_____NDB, _____FT/_____DME, _____FT,
“CHECKS” INSTRUMENTS AND ALTIMETERS SET AND CROSS-
CHECKED”
o AT ANY ALTITUDE CROSSCHECKS IF APPLICABLE

“CHECKS” “AT …..DME ALTITUDE SHOULD BE …..FEET”
“CHECK ……DME NOW”
“CHECKS” o AT 1000FT ABOVE AIRFIELD ELEVATION AND AIRCRAFT IS

o AT 500’ TO MINIMA WITH AIRCRAFT STABILISED ON APPROACH

o CHECK MISSED APPROACH ALTITUDE SET
“500FT TO MINIMUMS”
“MY CALLS”
IF MONITORED APPROACH, CAPTAIN PLACES HANDS
AND FEET AT THE CONTROLS
o At 100’ above minima:
“100’ TO MINIMUMS” “CHECKS”
o AT MINIMUMS o WITH ADEQUATE VISUAL REFERENCES
“DECIDE” “LANDING”
OR
o WITHOUT ADEQUATE VISUAL REFERENCES
“GO AROUND”
FOLLOW GO AROUND ACTIONS

ABNORMAL PROCEDURES
Introduction
The following material is guidance for non-normal and emergency multi-crew operation of the aircraft.
Latest CRM training and Simulator experience has proven that a systematic approach to dealing with abnormal situations leads to
the best possible outcome. It is recommended the crew utilise a decision and risk management model (e.g RMM, DODAR). This
model allows for flexibility in the cockpit while still dealing with abnormal situations systematically.
The most important tasks are AVIATE, NAVIGATE, COMMINICATE, in order of priority. Only once the aircraft has reached a ‘Safety
Window’ should one start the Management process and abnormal Checklists. Abnormal and Emergency checklists form part of
the Management Model process.
A “Safety window” is a concept and cannot be defined by a fixed set of parameters. It will vary according to the situation
For example:
1) In a busy circuit pattern: once clear of all the traffic (2000’ AGL and more than 5nm from the field).
2) On an IFR departure: safely on track or en-route to a holding that has been requested from ATC or even only once in the holding
pattern.
3) In mountainous terrain…safely clear of terrain or MSA.
During all abnormal situations, pilot monitoring duties are essential. Where possible the Captain should be the pilot monitoring.
All actions taken during the emergency are done in a positive and deliberate manner and not done in haste.
In all abnormal and emergency procedures the following practice should be adopted:
AVIATE Control the Aircraft (Autopilot if available)

Contain (Memory items if required)
NAVIGATE To safety window

Lateral - stay on track or engine inoperative routing
Vertical - to terrain clearance/altitude limitations
COMMUNICATE Mayday or Pan call

(Be careful of further ATC distractions until situation is under control)
Once SAFETY WINDOW is reached: Management Process (RMM or DODAR)

DODAR PROCESS
1. ANC
2. DODAR (Preferably Captain PM after Diagnose and Do)
Identify Memory Items (Completed)

DIAGNOSE Verify Emergency Checklist
& Rectify Normal Checklist
DO Other Pilot
Safety Fuel and Distance

OPTIONS Legality Wx, Fire, Rwy length
Destination Approach,A/C Perf
MAINTAIN SITUATIONAL AWARENESS
MAINTAN SITUATIONAL AWARENESS

Comfort Maintenance, MEL
Schedule
Profitability
Consequences
DECIDE Declaration of intent Use Co-Pilot Inputs
Co-Pilot (F/y/Radio) Prep for App

ASSIGN TASKS ATC Mayday? Hold/Vectors
Passengers Brief, Reassure
Operations Tug, Maint, Pax Handling
Events Leading up to fault

REVIEW Fault itself
Process used to reach decision
Planned action to its conclusion
If Emergency is not time critical (i.e. Fire/Fuel/Air) enter the holding pattern
at Height above MSA and Dominant MORA
SLOW EVERYTHING DOWN, USE ALL RESOURCES

AIRBORNE RISK MANAGEMENT MODEL

AVIATE, NAVIGATE, COMMUNICATE
CONSIDER TIME MANAGEMENT
ASSESSMENT
(Seek information - Test understanding - Propose - Summarise)
1. ANALYSE: CIRCUIT BREAKERS & SWITCHES

CONFIRM ANNUNCIATION SERVICABLE
2. DIAGNOSE: WHAT WENT WRONG?

IDENTIFY & VERIFY PROBLEM
3. IDENTIFY PROCEDURE TO RECTIFY/CONTAIN THE

PROBLEM
ACTION
(Monitor - Test understanding)
COMPLETE PROCEDURE TO RECTIFY/CONTAIN THE PROBLEM
MANAGEMENT
(Summarise - Prioritise - Seek Information - Test Understanding)
WHAT IS THE STATUS OF THE EVENT/PROBLEM?
MAKING THE DECISION

CONSIDER:
OPERATIONAL NEEDS TASK NEEDS INDIVIDUAL NEEDS

Fuel/Endurance Company (CONTROL STRESS)
AWOPS/Weather Passengers Individual crew
A/C Performance Individual passengers
MEL
Maintenance
ATC/SAR Facilities
1. LIST BEST OPTIONS

2. BRAINSTORM OPTIONS
3. CHECK FOR POOR JUDGEMENT CHAINS
4. SUMMARISE
IMPLEMENT DECISION
MONITOR PROGRESS - CHECK FOR POOR JUDGEMENT CHAINS

ABORTED TAKE-OFF
PF PM
Power levers................................................ GROUND FINE
Brakes........................................................... AS REQUIRED
Power levers.................................................... FLIGHT IDLE
Park brake .................................................................... SET ATC ..........................................................................ADVISE
PAX ........................................ ADVISE TO REMAIN SEATED
CREW TO ASSESS. CAPTAIN TO ATTEND TO ANY MEMORY ITEMS.
EVACUATION
IF THE CAPTAIN DECIDES TO EVACUATE:
CAPT FO
Park Brake ........................................................ VERIFY SET
Condition levers (BOTH)....................................... CUT-OFF
Propeller levers (BOTH)........................................FEATHER
Firewall shutoff valves (BOTH) ................................. CLOSE Remove fire extinguisher from under seat
Extinguishers (if required) ................................... ACTUATE
Command F/O to co-ordinate Evacuation

PA ............................................. ANNOUNCE EVACUATION Co-ordinate and direct passengers in Cabin
ATC ......................................................................... ADVISE
Gang Bar (Once ATC advised) ...................................... OFF
Assist and direct remaining passengers
ENGINE FAILURE
In the event of an engine failure, the tasks of Aviate and Navigate become challenging and yet crucial to ensure a safe outcome.
The PF must focus as much attention as possible on controlling the aircraft. Using Flight Director and, where appropriate, the
autopilot, will reduce the PF’s workload considerably.
It is crucial that the PM monitors flight path and assists the PF with FGP selections.
The PM shall also action the memory items, however the PF must verify the correct switch or lever selection before the PM may
action it.
The principles of the dealing with an engine failure (Identify, Verify, Memory Items) do not change. The following procedures
divide the Beechcraft procedures between the PF and PM. The use of the FD has been added – its use is optional but
recommended.

ENGINE FAILURE AT OR AFTER V1 (TAKE-OFF CONTINUED)
ANY PILOT TO CALL “ENGINE FAILURE!”

PF PM
o AT VR
“ROTATE”
o ROTATE AT 3°/SEC TO 8° NOSE UP, THEN MAINTAIN V2
o WITH POSITIVE RATE OF CLIMB INDICATED ON THE
PRESSURE ALTIMETER AND VSI AND OR VISUAL
CONFIRMATION OF THE AIRCRAFT HAVING LEFT THE
GROUND
“POSITIVE CLIMB”
“GEAR UP”
“GEAR UP?”
o SWITCH TAXI & LANDING LIGHT OFF
o ENSURE FAILED ENGINE’S PROPELLER GAUGE INDICATES A

RAPID DECREASE IN RPM
“CONFIRM AUTOFEATHER” “PROPELLER HAS FEATHERED
o AT 400’
“HEADING MODE”
SELECT HEADING ON FCP
“HEADING GREEN”
o PASSING ACCELERATION ALTITUDE, ACCELERATE TO VENR
“INDICATED AIR SPEED MODE” SELECT IAS ON FCP
o AT VENR
“FLAPS UP” “FLAPS UP?”
(CONFIRMING UNDERSTANDING OF INSTRUCTION)
o CONTINUE WITH THE ENGINE INOPERATIVE FLIGHT PATH o ADVISE ATC WHEN PRACTICAL
o AT OR ABOVE 1500’ AGL
o IDENTIFY THE FAILED ENGINE BY USING THE DEAD LEG,
DEAD ENGINE PRINCIPLE
“LEFT/RIGHT ENGINE HAS FAILED, CONFIRM?” o VERIFY WHICH ENGINE HAS FAILED BY CONFIRMING AT
THE TORQUE GAUGES
“AFFIRM, LEFT/RIGHT ENGINE FAILURE”
“ENGINE FAILURE DURING TAKEOFF (AT OR ABOVE V1)
TAKEOFF CONTINUED” EMERGENCY CHECKLIST.

ENGINE FIRE OR FAILURE IN FLIGHT

EITHER PILOT TO CALL “ENGINE FAILURE/FIRE!”
PF PM
“SET MAX CONTINUOUS POWER” o SET MAXIMUM POWER (OBSERVE ITT LIMITS)
“MAX CONTINUOUS POWER SET”
DRIFTDOWN: MAINTAIN ALTITUDE UNTIL REACHING VYSE (160 KNOTS
IN ICING)
o AT DRIFTDOWN SPEED
“INDICATED AIRSPEED MODE” SELECT IAS ON FCP
o ONCE SELECTED AND [IAS] DISPLAYED IN GREEN ON EFIS
o IDENTIFY THE FAILED ENGINE BY USING THE DEAD LEG
DEAD ENGINE PRINCIPLE
“LEFT/RIGHT ENGINE HAS FAILED, CONFIRM?” o VERIFY WHICH ENGINE HAS FAILED BY CONFIRMING AT
THE TORQUE GAUGES
“AFFIRM, LEFT/RIGHT ENGINE FAILURE”
“ENGINE FIRE/FAILURE IN FLIGHT MEMORY ITEMS”
PILOT MONITORING RECITES THE MEMORY ITEMS
“CONDITION LEVER, FUEL CUTOFF”

o PLACE FINGER IN FAILED ENGINE’S CONDITION LEVER
“LEFT/RIGHT CONDITION LEVER?”
o VERIFY PM’S HAND IS ON THE CORRECT CONDITION LEVER
o CUT THE FAILED ENGINE’S CONDITION LEVER
“AFFIRM”
“PROP LEVER, FEATHER”
o PLACE FINGER IN FAILED ENGINE’S PROPELLER LEVER
“LEFT/RIGHT PROPELLER LEVER?”
o VERIFY PM’S HAND IS ON THE CORRECT PROPELLER LEVER o CUT THE FAILED ENGINE’S PROPELLER LEVER
“AFFIRM”
“FIREWALL FUEL VALVE, CLOSE”
o PLACE FINGER IN FAILED ENGINE’S FIREWALL FUEL VALVE
SWITCH
“LEFT/RIGHT FIREWALL FUEL VALVE?”
o VERIFY PM’S HAND IS ON THE CORRECT FIREWALL FUEL
VALVE
“AFFIRM” o CLOSE THE FAILED ENGINE’S FIREWALL FUEL VALVE
IN THE EVENT OF AN ENGINE FIRE:

“FIRE EXTINGUISHER, ACTUATE”
o PLACE FINGER IN FAILED ENGINE’S FIRE EXTINGUISHER
“LEFT/RIGHT FIRE EXTINGUISHER?”
o VERIFY PM’S HAND IS ON THE CORRECT FIRE EXTINGUSIHER
“AFFIRM” o ACTUATE FAILED ENGINE’S FIRE EXTINGUISHER
“ENGINE FIRE/FAILURE IN FLIGHT MEMORY ITEMS

WHEN APPROPRIATE, ASK FOR THE “ENGINE FIRE OR COMPLETE”
FAILURE DURING IN FLIGHT” EMERGENCY CHECKLIST. COMPLETE ENGINE FIRE OR FAILURE IN FLIGHT CHECKLIST

Adverse Weather Operations

Takeoff
Slippery or contaminated runways significantly decrease the takeoff performance of the aircraft. Tailwind takeoffs are not
permitted on slippery runways.
Comply with the performance as applicable in the Supplementary section of the AFM.
Takeoff is not recommended if the braking action is reported to be less than medium.
Landing
Braking will be significantly less effective on wet or icy runways. Do not land where deep standing water, deep slush or deep snow
is present unless diversion is not practical.
Windshear
Low altitude windshear encounters are especially significant because windshear can place the crew in a situation which will test
the maximum performance capabilities of the aircraft and the crew. Windshear encounters below 500’ AGL are the most
threatening because there is little time or altitude to respond to and recover from an inadvertent encounter.
Windshear Avoidance
Carefully assess all available information such as pilot reports of windshear or turbulence, low level windshear alerts and weather
reports, including thunderstorm and virga activity. Avoid areas of known severe windshear. If severe windshear is anticipated,
delay takeoff or do not continue an approach until conditions improve. If windshear is suspected, be especially alert to any of the
danger signals and be prepared for the possibility of an inadvertent encounter.
Crew co-ordination and awareness is very important, particularly at night or in marginal weather conditions, to ensure immediate
recognition of a deteriorating flight path. Closely monitor the vertical flight path instruments, such as VSI, altimeters and G/S
indicators. The PM should immediately call out any deviations from normal.
Windshear may be recognised as a change in more than:

+ 15 knots IAS
+ 500 ft/min vertical speed
+ 5 pitch attitude
+ 1 dot displacement from the G/S
Windshear Recovery Manoeuvre

The following action should be taken when preventative action is not successful, or whenever flight path control becomes
marginal below 500’ AGL on takeoff or landing. The flight crew must determine the possibility of marginal flight path control using
all the information available in the cockpit.
Power – set max power
Pitch – Maintain 10 to 12 Nose Up (Do not follow flight director)
Do not reconfigure or attempt to regain airspeed until ground contact no longer a factor.
PM to call any trends towards the ground.
If ground contact imminent, transient power may be required.

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Beechcraft 1900D Multi-Crew B190-D

Standard and Recommended Procedures SARPs

Revision Number: 2/14 Revision Date: 2014-04-04 Page 1 of 51

For guidance a list of standard call-outs is given for various approaches.

VHF RADIO USAGE

ILLUMINATION OF MASTER WARNING/CAUTION

OPERATION OF ENGINE ANTI-ICE

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500 FT APPROACH STABLE

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AREA OF ACTION &RESPONSIBILITY – CAPTAIN PILOT FLYING (PF)

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AREA OF ACTION &RESPONSIBILITY – CAPTAIN PILOT MONITORING (PM)

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AUTOPILOT AND FLIGHT CONTROL PANEL (FCP) PROCEDURES

The following must be confirmed and acknowledged between pilots:

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PREFLIGHT (Read by FO) Response

BEFORE START (Read by FO)

BEFORE TAXI (Read by FO)

BEFORE TAKE OFF (Read by PM)

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DESCENT AND APPROACH (Read by PM)

BEFORE LANDING (Read by PM)

SHUTDOWN (Read byFO)

SECURE (Read and do by either Pilot)

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*PASSENGER BRIEFING CARDS……......….EACH SEAT

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COCKPIT SYSTEM CHECKS:

*FIRE EXT L/R ………………..…………………….TEST

*L & R FUEL PRESS LO ANNUN…….VERIFY ILLUMINATED

*BATT VOLTAGE (MINIMUM)……….…………..CHECK

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COMPLETE TAKE OFF DATA

ONCE FO HAS COMPLETED HIS/HER BEFORE START

REVIEW SPEEDS AND TAKE OFF DATA WITH FIRST

SET UP SPEEDS BUGS SET UP SPEED BUGS

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4. *REJECTED TAKE-OFF BRIEFING (RTO)

5. TAKE-OFF CONTINUED ACTIONS (AFTER V1)

6. ENGINE INOPERATIVE FLIGHT PATH BRIEFING

SEAT AND HARNESS…...SET AND SECURE

OBTAIN START CLEARANCE

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COCKPIT PREFLIGHT CHECKS

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WITH START CLEARANCE RECEIVED AND READY FOR START

REVIEW WARNING ANNUNCIATORS TO ENSURE DOORS

FUEL PANEL .…………………..……………...CHECK

RIGHT IGNITION AND ENGINE START SWITCH...........ON

o AT FIRST INDICATION OF N1/Ng MONITOR ALL START PARAMETERS AND CALL

o AFTER N1 STABLE OR MAX MOTORING N1. (MIN 12% N1)

VERIFY [R OIL PRES LO] – ANNUNCIATOR EXTINGUISHES

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AUTOPILOT (IF INSTALLED)…….….…………..…CHECK ENVIRONMENTAL TEST...…………..…TEST