Standard Operating
Procedures
DHC-8
Bridgewater, Virginia
LOG OF REVISIONS
Revision: 3.0
Revision Date RevisedPages Description Entered By 2.1 08/01/2011 112 Amendment 1 ATR 2.2 08/20/2011 6, 7, 40, 43, 74,133 Amendment 2 ATR 2.3 9/16/2011 2, 10, 17, 19, 23, 41, 49, 61, 62, 69, 75, 78, 79, 81, 83 Amendment 3 ATR
Dynamic Aviation
LOG OF AMENDMENTS
Amendment Date Amended Pages/Secs.
Description Entered By 2013-01 07-01-2013 130 Taxi Procedure DAFS
2013-02 08-14-2013 59-68 Stall Recovery DAFS
2013-03 07-01-2013 Section 3.9 Ground Comm DAFS
TABLE OF CONTENTS
Chapter 1 Introduction and Manual Procedures
Chapter 2 Standard Operating Procedures, Maneuvers
and Policies
Chapter 3 Normal Procedures
Chapter 1: Introduction and Manual Procedures
1.1 Introduction ... 3
1.2 Distribution and Availability of Manual... 3
1.3 Maintenance and Ownership of Manual ... 3
1.4 Compliance ... 3
1.5 Revision and Manual Currency ... 3
1.6 Content and Philosophy of this Manual ... 4
1.7 Notes, Cautions, and Warnings ... 4
CHAPTER 1
INTRODUCTION AND MANUAL PROCEDURES
1.1 Introduction
This chapter will describe the function and use of this Standard Operating Procedure manual.
1.2 Distribution and Availability of Manual
This manual will be distributed digitally by Dynamic Aviation through the online training website (www.dynamicpilots.com). It is the pilot’s responsibility to review and learn the procedures found in this manual.
1.3 Maintenance and Ownership of Manual
The content of this manual is managed and updated by the Dynamic Aviation Standards and Flight Training Departments and is considered the intellectual property of Dynamic Aviation.
1.4 Compliance
All Dynamic Aviation DHC-8 pilots will comply with the policies and procedures provided in this manual. New or updated standards, policies and procedures will be communicated by Operations Notices. These changes should be adhered to until permanently placed in the manual by amendment or revision.
1.5 Revision and Manual Currency
The most current revision of the DHC-8 Standard Operating Procedures Manual is posted at www.dynamicpilots.com. Amendments and Revisions will immediately be posted to the website and all qualified pilots notified of the change.
1.6 Content and Philosophy of this Manual
This manual is designed to provide specific guidance for a two crew environment and assign crew duties as appropriate while taking into account seat and switch position. This manual will also address who is responsible for completing procedures during all phases of the flight.
1.7 Notes, Cautions, and Warnings
1.7.1
Notes
Notes provide amplified information, instruction, or emphasis (see example). Notes call attention to methods that enable a crewmember to perform a job easier or wiser.
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A “NOTE” is identified and displayed in this type of box.1.7.2
Imperative Emphasis Note
Imperative Emphasis Notes are used to emphasize the necessity to comply with the text provided (see example).
An “IMPERATIVE NOTE” is identified and displayed in
1.7.3
Cautions
Cautions provide information and instructions about hazards that, if ignored, could result in damage to an aircraft component or system (see example). Cautions specify methods and procedures that must be followed to avoid damage to equipment.
A “CAUTION” is identified and displayed in this type of
box.
1.7.4
Warnings
Warnings provide instructions about hazards that, if ignored, could result in injury, loss of aircraft control or loss of life (see example).
A “WARNING” is identified and displayed in this type of
box.
1.8 Rules of Construction
The following apply to the use of certain specific terminology within the text of this manual-
• As a general rule, items throughout this manual that are presented in both all capital letters and BOLD font (e.g. GEAR UP) identify a verbal challenge or response from the pilot or crewmember indicated. • Gender – In this manual, the male or female gender may be used in a
generic sense to designate both sexes.
WARNING CAUTION
• Will, Shall and Must – The words “will,” “shall,” and “must” are used in an imperative sense to state the requirements to accomplish the act prescribed. Compliance is mandatory.
• May – The word “may” is used in a permissive sense to state authority or permission to do an act. Compliance is not mandatory.
Chapter 2: Standard Operating Procedures, Maneuvers & Policies
2.1 Purpose ... 11 2.2 General ... 11 2.2.1 Adherence ... 11 2.2.2 Structure ... 11 2.2.2.1 Crew Composition ... 122.2.2.2 Flight Crew Experience ... 12
2.2.2.3 Initial Operating Experience (IOE) ... 13
2.2.2.4 Local Area Orientation (LAO) ... 13
2.2.3 Flow Patterns & Expanded Procedures ... 14
2.2.3.1 Non-Checklist Flow Items ... 14
2.2.3.2 Diagram ... 14 2.2.3.3 Flow Items ... 15 2.2.3.4 Expanded Procedures ... 15 2.2.3.5 Exceptions ... 15 2.2.4 Checklists ... 16 2.2.4.1 Use ... 17
2.2.4.2 Challenge and Response ... 17
2.2.4.3 Division of Duties ... 18
2.2.4.4 Reassigning Individual Items ... 18
2.2.4.5 Format Example ... 19
2.2.4.6 Checklist Order ... 19
2.2.4.7 Line Items ... 19
2.2.4.8 Initiation ... 20
2.2.4.9 Completion ... 20
2.2.4.10 Item Naming and Read-backs ... 20
2.2.4.11 “As Required” Checklist Items ... 21
2.2.4.12 Situational Awareness ... 21 2.2.5 Speed Cards ... 21 2.2.5.1 Format ... 22 2.2.5.2 Hang Cards ... 22 2.2.5.3 Use ... 22 2.2.5.4 Takeoff Instructions ... 22
2.2.5.5 Landing Speed Instructions ... 23
2.2.5.6 Modified Aircraft ... 23
2.2.6 Terminology ... 23
A. Position ... 23 B. Indication ... 23 2.2.6.2 Switch ... 24 A. Position ... 24 2.2.6.3 Checklist ... 24 A. Multiple Switches ... 24 2.2.7 Power Settings ... 24 2.2.7.1 Takeoff Power ... 25
2.2.7.2 Maximum Continuous Power ... 25
2.2.7.3 Max Power ... 25
2.2.7.4 Firewall Power ... 25
2.2.8 Automation and AFCS Procedures ... 26
2.2.8.1 Procedures ... 26
2.2.8.2 Callouts ... 26
2.2.9 FMS/GPS Guidelines ... 27
2.2.10 Manipulation of Gear and Flaps ... 28
2.2.11 Crew Coordination, Communication and Callouts ... 29
2.2.11.1 Standard Callouts ... 29 2.2.11.2 Autopilot Callouts ... 30 2.2.11.3 Takeoff Callouts ... 31 2.2.11.4 Takeoff Briefing ... 32 2.2.11.5 Approach Callouts ... 36 2.2.11.6 Approach Briefing ... 38 2.2.11.7 Transfer of Controls ... 41
2.2.11.8 Mission Crew Coordination ... 42
2.3 Aircraft Configurations ... 44
2.3.1 Extended Ground Operations ... 44
2.3.2 Standard Lighting Configurations... 44
2.4 Operations in High Temperature Environments ... 47
2.4.1 Ground Operations ... 47 2.4.2 WAT Limit ... 47 2.4.3 Takeoff Considerations ... 47 2.5 Mission Equipment ... 48 2.5.1 Installation ... 48 2.5.2 Air Operation ... 48
2.5.3 Automatic Load Shedding ... 48
2.5.4 Ground Operation ... 49
2.5.5 Procedures ... 49
2.6 Inflight Maneuvers ... 50
2.6.2 Special Maneuvers ... 50
2.6.2.1 Departure Tactical Profiles ... 51
2.6.2.2 Arrival Tactical Profiles ... 53
2.7 Flight Training Maneuvers ... 57
2.7.1 Steep Turns ... 57
2.7.2 Stall Recovery ... 59
2.7.3 Power On Stall... 59
2.7.3.1 Approach to Stall – Power On ... 60
2.7.3.2 Power On Stall Recovery ... 61
2.7.4 Power Off Stalls ... 61
2.7.4.1 Stall – Clean Configuration Profile ... 62
2.7.4.2 Flaps 0° Recovery Actions & Callouts ... 63
2.7.4.3 Stall – Landing Configuration Flaps 15° Profile ... 64
2.7.4.4 Flaps 15° Recovery Actions & Callouts ... 65
2.7.4.5 Approach to Stall – Landing Configuration Flaps 35° ... 66
2.7.4.6 Flaps 35° Recovery Actions & Callouts ... 67
2.8 Windshear ... 68 2.8.1 Avoidance ... 68 2.8.2 Precautions ... 68 2.8.3 Recovery ... 68 2.9 EGPWS ... 70 2.10 TCAS Warnings ... 72
CHAPTER 2
STANDARD OPERATING PROCEDURES, MANEUVERS & POLICIES
2.1 Purpose
The purpose of Standard Operating Procedures is to provide a standard flow for normal flight operations. In the following chapters each pilot’s duties will be outlined and integrated with the other pilot.
The maneuvers and procedures described in this document will serve as the basis for standardized operation. They will also serve as guidelines to achieve the highest possible level of proficiency and provide safe operation of the aircraft. At no time during flight training or operations will the limitations of the aircraft be intentionally exceeded, nor maneuvers conducted that would jeopardize safety.
2.2 General
2.2.1
Adherence
All flight crewmembers will follow SOPs during normal operations. The PIC has the authority to deviate from SOPs, but only when an emergency situation requires him to do so in the interest of safety.
2.2.2
Structure
These SOPs define normal phases of flight and describe procedures that will accomplish required tasks prior to verification with checklists. SOPs are organized in a chronological flow with pilot duties delineated and pilot interaction clearly indicated.
2.2.2.1 Crew Composition
The flight crew consists of a Captain (CA) and a First Officer (FO). For all operational flights the Captain/PIC and First Officer/SIC must be qualified Dynamic Aviation pilots. Additional crew may be required in the cabin to operate sensor equipment.
2.2.2.2 Flight Crew Experience
Combined flight crew experience must be greater than 200 hours total flight time in the DHC-8 type aircraft (including simulator time). For the purpose of maximizing experience gained during periods of CONUS training and Pre-Deployment Operational work-ups, the Captain and First Officer do not need to meet the requirement above provided each pilot has completed IOE as defined in section 2.2.2.3 and a designated Training Captain (TC) is occupying the jump seat for observation/training purposes.
A. TCs shall be designated in accordance with the GOM. Crew Services shall maintain a record of all authorized TCs.
B. Instructor Pilots (IP) designated in accordance with program specific Ground and Flight Operations Procedures shall be designated as a TC prior to being designated as an IP.
2.2.2.3 Initial Operating Experience (IOE)
IOE shall provide a method of ensuring that a minimum level of supervised operating experience is provided to pilots either new to the Dash 8 airframe or new to ISR Flight Operations and Dynamic Aviation.
All Dynamic Aviation Dash 8 pilots shall at a minimum have been exposed to Flight Operations under the supervision of a designated Training Captain prior to being released to conduct line operations.
• One Familiarization Flight observing from the jump seat.
• Three Flights and at least Ten hours experience operating from the Captain’s (Left) seat. • Three Flights and at least Ten hours experience
operating from the First Officer’s (Right) seat. • The TC shall notify Crew Services in writing of a
candidate’s successful completion of IOE.
Specific order of training may be tailored by the TC based on candidate experience and TC judgment.
2.2.2.4 Local Area Orientation (LAO)
LAO shall provide a method of ensuring that a minimum level of theater specific supervised orientation is provided to pilots assigned to a program and prior to being designated as a PIC.
All Dynamic Aviation pilots shall at a minimum have been exposed to Flight Operations under the supervision of a designated TC prior to being released to conduct mission operations as a PIC.
• One Familiarization Flight observing the mission operation from the jump seat.
• One Flight operating from the Captain’s (Left) seat. • One Flight operating from the First Officer’s (Right)
seat.
• Approval recorded in the pilot’s training record and filed at the program location.
2.2.3
Flow Patterns & Expanded Procedures
A flow is a procedure used to set up the aircraft for a particular phase of flight. Like every other procedure that affects safety of flight, it is important that it be completed appropriately. The flow must be
completed from memory prior to calling for the checklist. The checklist is only used to check that the procedures are being completed appropriately. A flow pattern is established to configure aircraft systems or accomplish required tasks in an organized manner without reference to a checklist. 2.2.3.1 Non-Checklist Flow Items
An additional function of the flow is to include items that may not necessarily warrant their own item on a checklist. Certain functions such as crew comfort or record keeping items are appropriate to include in a procedure, but do not affect the safety of flight. As such, these items may be included in the flow for convenience purposes but are not contained in the checklist.
2.2.3.2 Diagram A. Structure
Flow pattern diagrams will depict the flow that will be used to complete the intended procedure. The pilot should reference the expanded procedure to determine exactly which switches are to be manipulated throughout the procedure.
B. Start
The start of any flow will be depicted using a red letter “ ” C. Finish
The end of any flow will be depicted using a red letter “ “ D. Path Depiction
The path of a flow will be depicted using red arrows.
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E. Path Deviation
Some flows require that an item be manipulated out of the normal flow. This situation often is depicted using yellow arrows.
F. Flow Pattern Omissions
There are some circumstances where an item will appear in the expanded procedure but will not be appear to be included on the flow pattern diagram. These are items that require manipulation at different times depending on the circumstances and as such are not included in the flow pattern diagram.
2.2.3.3 Flow Items
Flow patterns are depicted on the diagram and flow items are delineated in the expanded procedure.
2.2.3.4 Expanded Procedures
Immediately following the flow pattern an expanded procedure will provide further information and instruction to the pilot. Expanded procedures may have procedure boxes which describe certain crew coordination procedures. Certain items found in the expanded procedures and procedure boxes are presented in all capital letters and BOLD font to identify a verbal challenge or response from the pilot indicated.
2.2.3.5 Exceptions
Certain flows in this manual may need to be modified slightly between each aircraft since not all equipment is placed in the same location from aircraft to aircraft as well as the slight differences that exist between models of aircraft. Keep in mind that there are certain items that must be accomplished prior to others where an adjustment to the flow is not optional, e.g. Autofeather test must be accomplished prior to selecting Mission Power to On, and Autofeather must be selected Off prior to adjusting power during initial climb.
2.2.4
Checklists
Checklists are the means for ensuring critical items are accomplished. If an item can affect flight safety in a direct way, it is included in the checklist. Checklists are a fantastic tool, but they should not be used as an
instruction card for how to fly the airplane. Checklists are designed only to ensure that in the process of accomplishing the procedures none of the critical items were missed. The checklist is to be used as a list of critical items that must be re-checked after the procedures have been completed. It is not to be used as a “read-do” instruction list to set up the aircraft. Often the procedure flow will not follow the same order as the checklist and this is by design. As such, all items included on the checklist should be completed as part of the procedure prior to calling for the checklist. As the checklist is read, the pilot should check that each item is in the correct position. If a switch needs to be moved during the performance of the checklist, it is an indication that the procedure flow leading up to that point was incorrect.
2.2.4.1 Use
Checklists are to be used during all appropriate phases of flight. All checklists are challenge and response with one crewmember giving the challenge, and the appropriate crewmember checking the item and stating the appropriate response. Checklists are not to be started until all of the actions for that checklist have been performed. Checklists are not to be held or paused part way through a checklist. If a checklist is interrupted, the last completed item should be read again, then proceed with the remainder of the checklist. If there is any confusion, the checklist should be started over. When indicated, the same person reading the checklist may also respond. The goal of the checklist is to remind the crew of critical items, not necessarily to instruct on procedures or even to remind the crew of every item. With this in mind, some items that were felt to be non-critical were omitted from the checklist. As an example, noting flight times and OATs are not checklist items. Those items would be covered in the flow, because a flow is a procedure. Once the flow is completed, all of the checklist items should have been covered. At that point the checklist is called for and is a tool to ensure all of the critical items were completed by the procedure. It is not to be used as a “do” list.
2.2.4.2 Challenge and Response
All checklists are challenge and response and are read by the Pilot Monitoring or First Officer as appropriate. The procedures found in Chapter 3 indicate who reads the checklist in each phase of flight. The response is read by the person(s) indicated in the bracket next to the response on the checklist.
For checklist items requiring a response from both crewmembers, the crewmember reading the checklist will respond FIRST, followed by the identical response as noted on the checklist by the other crewmember. If an item is inoperative, the response will be “INOP.” For example, if the nose steering is inoperative, the response would be, “INOP,” and not, “ON,” as indicated on the checklist.
2.2.4.3 Division of Duties
In most cases the division indicated in the checklist is determined either by physical location of the item or by appropriate person for phase of flight (e.g. Pilot Flying completes the takeoff brief). In some cases the division is simply a matter of cross-check, such as both pilots checking the landing gear position. This ensures both pilots are involved with the process.
Checklist Duty Abbreviations
CA Captain PF Pilot Flying BOTH Both Pilots
FO First Officer PM Pilot Monitoring ALL All Occupants Even though the duty is divided, both pilots should still maintain situational awareness and verify that the response of the other pilot does indeed match the actual configuration of the aircraft.
2.2.4.4 Reassigning Individual Items
Certain individual checklist items may be reassigned by the Captain. For instance, if the Captain does the preflight, he or she will simply read the response to that item even if it is labeled as an FO item on the checklist. If the crew prefers, the FO may still read the response after verifying the Captain completed the preflight. Either way is acceptable. The only exception to this is the items of verification where one crewmember reads the initial response and the other crew member is required to verify the action. An example of this would be the landing gear. The response to the challenge “LANDING GEAR” is 3 GREEN by the PF and VERIFIED by the PM. In this case each response must be read by the appropriate crewmember. Each crewmember is assigned specific duties during each phase of flight in order to create a standard whereby each crewmember understands what is expected of them. It is unfair, unsafe, and unacceptable to alter this standard.
The ability to reassign a few individual items for common sense reasons does not grant the Captain the authority to completely reorder the division of duties.
2.2.4.5 Format Example
Battery Master/Main/Aux ...On [CA]
Challenge Response Crew Member
Battery Master/Main/Aux On Captain
2.2.4.6 Checklist Order
Whenever possible, checklist items are ordered in a manner that will cause the pilot to complete checklist items in the same order as they appear in the cockpit. Thus if two switches are physically located next to each other, they will appear sequentially on the checklist. This expedites completion as well as reduces omission by drawing attention to a break in the flow if an item is missed. All items on a given checklist must have been
completed in the flow prior to calling for the checklist. The checklist is to be used to check that all of the items have been completed.
2.2.4.7 Line Items
A line within the checklist divides checklist items based on time of completion. The landing checklist, for instance, places a line between items that can be completed immediately after the gear is lowered and those items that may wait until short final. The line allows the completion of checklist items at more appropriate times by dividing the duties into more manageable units that integrate better with real world flying. The line helps comply with this idea by allowing for some variation in the flight profiles. Sometimes you may be fully configured for landing very soon after extending the gear; sometimes you may elect to extend additional flaps. In either case, you can begin the landing checklist at the same prompt every time, namely gear down. If you are fully configured you would simply read the checklist all the way through. If not, you would call for LANDING TO THE LINE. The PM would read the items above the line, then state LANDING TO THE LINE. Notice the PM does not include the word “complete” when only accomplishing those items above the line. When ready to continue, the PF would call LANDING BELOW THE LINE and the PM would continue the checklist until completion. Only at this point would the PM state LANDING CHECKLIST COMPLETE.
2.2.4.8 Initiation
The Captain or Pilot Flying (when applicable) shall call for the checklist by name to initiate the appropriate procedure and checklist. When calling for the appropriate checklist the crew member shall state the name of the checklist. If the checklist contains a line, the Captain or Pilot Flying may choose to state the checklist name and “TO THE LINE” to request that the checklist and procedure only be completed “TO THE LINE”. This flexibility will aid in crew coordination.
2.2.4.9 Completion
When a checklist is completed, the pilot reading the challenges will announce the name of the checklist, followed by the word “COMPLETE”. This will communicate to the other pilot the status of the checklist. For those checklists divided by a line, the pilot will read the name of the checklist followed by “TO THE LINE”. These statements are written on the checklist and should be read aloud.
2.2.4.10 Item Naming and Read-backs
To a large extent names of checklist items closely match the actual names as they are depicted in the cockpit for clarity of communication. Read-backs are also taken from the actual condition or selector position labeling in the aircraft and should be read back exactly as given on the checklist. For example, the response for Main Bus Tie is TIE, rather than On, since the Bus Tie switch position is labeled TIE.
REPLACES PAGE 21 OF THE DASH 8 SOP
2.2.4.11 “As Required” Checklist ItemsThe only response that is not appropriate for an “as required” checklist item is “as required”. Anytime you see “as required” the response should be the actual switch position(s) or configuration.
For example, the Approach checklist item “Ice Protection…As Required [PM]”. In this case the PM would read back ON or OFF to indicate the actual condition of the Ice Protection system depending on flight conditions. He would not say “as required” for the response since that response would not communicate to the other pilot the actual condition of that system.
2.2.4.12 Situational Awareness
Checklists are organized to increase situational awareness during specific phases of flight. For instance, the Taxi Checklist includes only two items, minimizing the amount of eyes-inside time required. This is obviously to reduce distraction during a critical phase of flight.
Generally speaking, the checklist should be held just below the level of the glare shield so as to not cover flight critical instruments or the windshield. This is so that the pilot is able to keep his or her eyes up and still use peripheral vision while reading the checklist. The pilot reading the checklist should additionally continue to monitor surroundings to the best of their ability. At no point should the checklist be placed in the lap or on a kneeboard while it is being referenced. This puts the head down and takes the pilot reading the checklist completely out of the game.
2.2.5
Speed Cards
Speed Cards are a Flight Deck tool used for referencing appropriate speeds and power settings for a given configuration and condition.
2.2.5.1 Format
Speed Cards are a spiral bound “flip card” type document designed for easy access and reference. The document is formatted to provide a readable presentation of comprehensive information for each configuration and condition.
2.2.5.2 Hang Cards
The Speed Card book also provides “hang cards” for use as a reminder tool when an operation of a temporary nature is being conducted or for display if the aircraft has a part/system deferred IAW the MEL.
Hang Cards
PTU MEL EXT. GRND OPS FUEL XFER
Power Transfer Unit is operating or required to be used Minimum Equipment List item deferred with aircraft limitation Aircraft is in the extended ground ops configuration Fuel is transferring between tanks (main or aux) 2.2.5.3 Use
Speed Cards shall be referenced for correct speeds and power settings during takeoff, climb, cruise and landing. Utilize the “hang cards” for temporary operations.
2.2.5.4 Takeoff Instructions
A. Use the actual takeoff weight rounded to the nearest 1,000 lb increment for takeoff speed determination. Use the white pages for non-icing conditions and the blue pages for icing conditions.
B. Make V1 and VR density altitude adjustments from the V1/VR Additives table located on each page using the temperature at which power will be set (use the assumed temperature if making a reduced thrust takeoff).
C. If V2 is red, make V2 density altitude adjustments from the Minimum V2 Additives table located on the corresponding weight page. Use the actual OAT and pressure altitude to read the required V2 additive.
D. Adjust V1, VR and V2 for Type I, II or IV Icing Fluids if required. E. If V2 is less than VR, set V2 equal to VR.
2.2.5.5 Landing Speed Instructions
Use the actual landing weight rounded to the nearest 1,000 lb increment for VREF determination.
2.2.5.6 Modified Aircraft
For modified aircraft, speeds are derived from the associated AFMS and displayed in the Speed Card book.
2.2.6
Terminology
2.2.6.1 Push Button
Push buttons are often used as switches. A. Position
In the case of an actual indication when the button is in the desired position that indication will be delineated, otherwise position will be IN, Guarded, or OUT. “Guarded” indicates the guard is in place and the underlying switch light is OUT and dark (i.e. normal flight position).
B. Indication
Will be either dark (and button position delineated by IN, Guarded or OUT) or illuminated with the appropriate indication described.
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At times the associated system’s condition will be indicated (ex. “Off”) rather than the push button position.2.2.6.2 Switch A. Position
To the greatest extent possible a switch position will be delineated either by the actual labeled switch position or by the associated system’s condition.
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At times the actual labeled switch position is difficult to enunciate. In these cases the associated system’s condition will be indicated rather than the labeled switch position. • Labeled switch positiono Position will be indicated in all capital letters o E.g. “TIE” is a position for the Main Bus Tie switch • Associated system’s condition
o Position will be indicated with the first letter capital and all following letters lower case o E.g. “On” for the DC Generator 1 and 2 2.2.6.3 Checklist
A. Multiple Switches
When multiple switches for a single system are referenced under one line item this will be indicated by the word “Both” immediately preceding the word to indicate that two switches are to be
manipulated. • Example
AC Generators ...Both OFF
2.2.7
Power Settings
There are numerous power settings to be used to accomplish tasks specified in this manual. The following descriptions are standardized callouts and are intended to reduce confusion as to what a specific power setting is.
2.2.7.1 Takeoff Power
Also referred to as Normal Takeoff Power (NTOP). This power setting is referenced in the performance section of the QRH for Takeoff.
2.2.7.2 Max Continuous Power
This power setting, also referred to as MCP, can be found in the powerplant limitations section of the AFM.
2.2.7.3 Max Power
Also referred to as Maximum Takeoff Power (MTOP). This power setting is referenced in the performance section of the QRH and is used for
abnormal and emergency situations described in this manual. 2.2.7.4 Firewall Power
Firewall Power simply means advancing the power levers to the physical limits without regard to published limitations. Firewall Power is not charted in the performance section and should only be used in an extreme emergency situation at the discretion of the PIC. Power will be reduced immediately after the imminent threat has passed and the aircraft can return to normal operation. Whenever possible after using this setting make note of maximum torque and ITT as well as duration for
maintenance purposes. Use of this power setting requires a return to the nearest suitable airport for maintenance inspection of the engines.
2.2.8
Automation and AFCS Procedures
2.2.8.1 Procedures
When making autopilot system inputs the following apply – • Confirm FMS inputs with the other pilot.
• Activate the input.
• Monitor mode annunciations to ensure autoflight system performs as desired.
• Intervene if necessary
Automation Workload Tasks
Condition AFCS Mode Control
Selection FMS Inputs
On Autopilot Low Workload PF PF
High Workload PF, or PM on command
of PF PM on command of PF
Manual Flight PM, or PF when PM
is task saturated PM on command of PF PF – Pilot Flying
PM – Pilot Monitoring 2.2.8.2 Callouts
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Autopilot callouts are found in section 2.2.11.22.2.9
FMS/GPS Guidelines
Prior to each flight all FMS units should contain the desired flight plan for the cleared or expected route. Whenever a flight plan has been entered into an FMS unit both Flight Crewmembers shall review the flight plan pages and ensure it conforms to the ATC clearance or the anticipated route of flight. All FMS programming shall be confirmed by both pilots. Whenever possible, confirmation should be made prior to any cross-fill/sync operation.
The First Officer will normally install and make changes to the flight plan while on the ground. Changes to the Flight Plan in flight will normally be made by the Pilot Monitoring. Ref. Section 2.2.9.1 for further guidance.
2.2.9.1 General Guidance
A. If a POSITION UNCERTAIN message is displayed, consider the FMS unreliable for navigation. Do not use.
B. If a disagreement occurs with a current chart and the FMS data base, the current chart takes precedence.
C. Only one crewmember at a time should make FMS changes. D. With the autopilot engaged either pilot may make FMS changes;
ensure that both pilots are not heads down at the same time. E. When changing NAV sources verbally state the changes. F. All FMS flight planning should be confirmed by both
crewmembers prior to initiating any X-FILL/SYNC operation. G. The appropriate approach charts will be visible to each pilot. 2.2.9.2 Flight Plan Creation
A. Placing a departure airport on the flight plan is required in order to select a SID
B. A departure is created through FPL MENU key by selecting DEPART.
D. Airways are selected through the LIST function.
E. Placing a destination airport in the flight plan is required to select a STAR or approach.
F. A STAR and approach is selected through the FPL MENU key by selecting ARRIVE.
G. A STAR need not be entered for an approach to be selected. Pressing APPR will bring up the available approaches for that airport.
H. When selecting an approach, selecting a transition for the approach is recommended.
2.2.9.3 Flight Plan Review
A. Press FPL>MENU>CLEARANCE- To display the waypoints used to define the route.
B. Edit flight plan as required.
C. Resolve any NO LINK displayed in flight plan. • A NO LINK indicates a break in a flight plan.
o Remove if an uninterrupted path between segments is desired.
o If not, leave NO LINK.
If NO LINK left in flight plan, highlight to stop flashing.
2.2.10 Manipulation of Gear and Flaps
In flight, the pilot monitoring (PM) will normally move the landing gear and flap controls upon the command of the pilot flying (PF). Prior to moving the landing gear or flap handle, the PM will check the airspeed to ensure that it is in the normal operating envelope for the aircraft configuration. After checking the airspeed, the PM will verbalize SPEED CHECKS, repeat the command, and then select the landing gear or flaps to the commanded position.
2.2.11 Crew Coordination, Communication and Callouts
If the PF does not immediately respond to and correct a deviation announced by the PM the PM shall restate the appropriate callout. If the PF again does not respond the PM will restate the callout a third time and if there is no response or correction the PM shall assume control of the aircraft.
2.2.11.1 Standard Callouts
Condition PM Call PF Response
All Phases of Flight Bank exceeds 300 or
briefed BANK CORRECTING
Altitude deviation more
than 100’ ALTITUDE CORRECTING
Climb/Descent Approaching Transition
Level TRANSITION LEVEL SET _____ R/L
_____ SET L/R Climb or Descent 1000 TO GO 500 TO GO 100 TO GO CHECK CHECK CHECK
2.2.11.2 Autopilot Callouts
Autopilot
Condition PM Call PF Response
All Phases of Flight Changes to Autopilot/FD
Modes
Call out all mode inputs or changes Example: NAV, VS, ALT SEL
CHECK FMS configured and NAV
mode available for use NAV AVAILABLE CHECK ENGAGE ALT Star (ALT*) displayed ALT STAR
CHECK
ALT mode capture ALT CAPTURE
CHECK
NAV mode capture NAV CAPTURE
CHECK
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Roles may shift depending on crew workload, ref. section 2.2.8.12.2.11.3 Takeoff Callouts
The Remainder of This Page Intentionally Left Blank
PF PM
Advance Power Levers to approximately 60% TQ
SET TAKEOFF POWER, guards power
levers until V1 is reached
AUTOFEATHER ARM
Sets Briefed Takeoff Power
TAKEOFF POWER SET CHECK
60 KTS
Confirms airspeed, removes hand from Power Levers and rotates
V1 ROTATE
,
guards power levers withhand GEAR UP POSITIVE RATE Selects gear up GEAR UP Accelerates to VFRI
FLAPS ZERO, CLIMB TO THE LINE
SAFE ALTITUDE
VFRI
Sets Flaps to Zero, Performs Climb Flow
SET IAS ____ Sets IAS ___
IAS SET ___
Reads Climb Checklist
2.2.11.4 Takeoff Briefing A. General
To ensure both crewmembers understand the key elements related to the takeoff and departure. The takeoff briefing is always done by the Pilot Flying. If a quick taxi from the parking spot to the
departure runway is expected, the takeoff brief may be conducted just prior to calling for and receiving initial taxi clearance. Critical items shall briefly be reviewed prior to taking the active runway for departure.
B. Components
• Power setting for takeoff
o Weight, Altitude, Temperature Considerations o Maintenance Considerations MEL, CDL • Aircraft configuration for takeoff
• Accelerate/stop distance • Decision speeds
• Type of departure • Significant weather • Emergency return plan • Crew coordination C. Power Settings for Takeoff
Utilize QRH to reference appropriate power settings for normal takeoff power given altitude and temperature considerations. Brief appropriate maximum power setting available for emergency purposes.
D. Flap Configuration for Takeoff
• Flaps 0 – This takeoff configuration is approved for the -202 and -315 series aircraft and shall be used when conditions require.
• Flaps 5 – This is the normal flap setting for takeoff. • Flaps 15 – Used only at VBW to achieve
accelerate/stop. Any other use of Flaps 15 requires approval by the Chief Pilot or Director of Flight Operations.
E. Accelerate-Stop / Takeoff Distance
The PIC shall verify and brief that Accelerate Stop and Takeoff Distances exist for the conditions of flight using the tables found in the AFM and appropriate AFM Supplements. Discuss runway contamination and hazards if applicable.
F. Decision Speeds
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Ensure using Icing Speeds if departing into known icing conditions.
• A Decision Speed defines the point between when the aircraft can safely abort the takeoff and when the aircraft should continue the takeoff with an engine failure. While decision speed is primarily based on an engine failure scenario, it also applies to most significant abnormalities. The primary purpose of the decision speed is to provide the pilots with known and predictable outcomes for go/no-go decisions based on proven performance data, thus simplifying decision making during high risk and high workload operations. Additionally, the procedures for using decision speeds are trained for and therefore familiar to the pilot. Deviations from decision speed procedures place the pilot at greater risk by placing the aircraft in an unfamiliar and unproven flight regime.
•
V Speedso V1 is the takeoff decision speed. This is the speed at which, due to an engine failure or other causes, the pilot may elect to stop or to continue the takeoff. o VR is the rotation speed. This is the speed at which
rotation is initiated during takeoff to attain V2 at or before a height of 35 feet above the runway. V1 and VR are the same under most conditions.
o V2 is the takeoff safety speed - target climb speed to be attained at or before a height of 35 feet above the runway during a continued takeoff following an engine failure. V2 should be maintained until reaching the Safe Altitude.
o VFRI is the Flap Retraction Initiation speed. At this speed the PM announces VFRI and the PF commands FLAPS ZERO.
o VCLIMB is the minimum speed to be flown in a clean configuration following an engine failure and should be maintained from flap retraction to at least 1,500’ AGL. • Any Significant Abnormality on Takeoff
o The decision/rotation speeds, V1/VR, vary with weight
and flap setting as per the Speed Cards.
o Below the decision speed, V1 - If the aircraft exhibits any significant abnormality the crew will abort the takeoff using the procedure given in the Emergency Section of this document. In an engine failure event, reverse on the good engine should be used cautiously with attention given to directional control.
o At the decision speed, V1 - If the aircraft exhibits any
significant abnormality the pilot will continue the takeoff. It is crucial that the malfunction be correctly identified by both pilots and the correct memory items executed at the direction of the Pilot Flying.
G. Type of Departure • VFR Departure
o For VFR departures the pilot should brief initial altitude and direction of flight. Other pertinent information may include airspace concerns and ATC frequencies that may be required soon after departure.
• IFR Departure
o For IFR departures the pilot should brief the assigned heading, departure procedure, initial fix, and altitude. Airspace and terrain conflicts should be identified. H. Significant Weather
• Heavy Precipitation • Icing Conditions
o Consider contaminated runway, reduced braking action, effects of deice fluid on the airframe.
• Possible Windshear • Heavy Dust Storms
• Any other weather the pilot feels is pertinent to the flight I. Emergency Return Plan
• Where will the aircraft land if an emergency occurs during the takeoff phase?
• What approach is expected, do you meet minimums? • Any other contingencies to consider?
• Departure Alternate • Obstacle Avoidance Plan J. Crew Coordination
• Verify that each crewmember is aware of all aspects of the departure. Coordinate with the Cabin Crew.
K. Example Takeoff Brief
This will be a Flaps 5, Normal power takeoff from Runway Three via the Mirab 2 departure, we have a Accelerate Stop and Takeoff
Distances, speeds are (V1/VR, V2, VFRI, VCLIMB). Any malfunction prior
to V1, either pilot will call ABORT ABORT ABORT, and I will abort the
takeoff. After V1 we will continue the takeoff and execute memory
items airborne. Emergency return shall be to Runway Three via the Obstacle Avoidance Plan and the ILS Runway Three.
2.2.11.5 Approach Callouts
CONDITION PM PF
Course Needle Alive COURSE ALIVE
CHECK AP/FD Course Captured COURSE CAPTURED
CHECK Glideslope Alive SLOPE ALIVE
CHECK Slope Captured
(Landing Flow Begins) SLOPE CAPTURED CHECK
Localizer exceeds 1 dot LOCALIZER
CORRECTING Glideslope exceeds 1 dot SLOPE
CORRECTING Good RAIM check on
RNAV Approach RAIM CONFIRMED CHECK
500’ above minimums 500, ON SPEED, SINK___
CONTINUING 100’ above minimums APPROACHING MINS
CONTINUING
Minimums RUNWAY IN SIGHT, GO
VISUAL
LIGHTS IN SIGHT, CONTINUE GO AROUND
CONTINUING CONTINUING GO AROUND… Leaving MDA on a Circle
to Land CHECK LEAVING MDA
At MDA MDA
CHECK Missed Approach Point GO AROUND
GO AROUND Airspeed deviation
greater than +/- 10 KIAS AIRSPEED CORRECTING
VSI exceeds 1000 fpm SINK RATE
A. 500, ON SPEED, SINK _____ • 500 feet above minimums.
• Deviations of 10 knots or more will be called out as SPEED PLUS ___, SPEED MINUS ___, etc.
• Descent rate will be called out as a single number closest to the nearest hundred such as SINK SEVEN for a 700 fpm descent. Momentary sink rates in excess of 1000 feet per minute must be corrected immediately. If sink rate is consistently in excess of 1000 feet per minute, the approach must be terminated and a go around to missed approach performed.
B. APPROACHING MINS • 100 feet above minimums
• Precision: Pilot flying will maintain glideslope and mentally prepare for go-around.
C. LIGHTS IN SIGHT, CONTINUE
• Aircraft may only continue as long as (ref. FAR 91.175):
o Aircraft is continuously in a position to land using normal maneuvers.
o Required visibility is met.
o If any of the above criteria are lost at any point, a go around to missed approach must be accomplished.
o Aircraft may only continue to 100 feet above touchdown until runway, red terminating bar, or red side row bars are visible.
o
This situation only has two outcomes, RUNWAY IN SIGHT, GO VISUAL or GO AROUND.D. RUNWAY IN SIGHT, GO VISUAL
• PF will adjust scan to acquire the runway environment visually.
• Airspeed should be 120 knots from the approach when visual contact occurs then gradually reduced to VREF over the runway threshold.
E. GO AROUND
• The PF will immediately execute a go around and transition to the missed approach.
• Either pilot may call for a go around at any point. The result will be the immediate execution of the go around. If there is any question as to the reason for the go around, it will be discussed later when workload permits.
2.2.11.6 Approach Briefing
• Identifying the proper approach procedure. • NAV frequencies set for the active and standby • Set bearing pointers if necessary
• Final Approach Course • Initial and Final Altitude • Reported Weather • Runway Conditions
• Missed Approach Procedure • Flap Setting
• V Speeds
A detailed description of each item is below followed by a sample brief at the end of this section.
A. Identifying the proper procedure
• Identify the approach based on runway assignment and ATC instructions. Ensure that this is verbalized and that both crewmembers agree that the correct approach is being briefed.
B. Navigation Frequencies
• Identify, brief and set the appropriate navigation frequencies into the NAV radios.
C. Bearing Pointers
• Set the bearing pointers to the appropriate Navigation Aids, or turn them off if not needed.
D. Final Approach Course
• Identify, brief and set the CDIs on the EHSI as required. • If the aircraft is currently navigating via FMS guidance:
o Select HDG mode on the Autopilot o Select V/L
o Set CDI o Select AUX
o Select NAV mode on the Autopilot E. Initial and Final Altitudes
• Brief the appropriate Initial altitude and final altitude based on type of approach being conducted, applicable category, and authorized minimums.
F. Reported Weather
• Brief the reported weather based on the most current ATIS/ASOS/AWOS information provided.
• Note altitude at which you expect to break out of the clouds based on reported weather.
G. Runway Conditions
• Note runway conditions and any applicable distances and speeds that must be factored.
H. Missed Approach Procedure
• Brief the entire Missed Approach Procedure, paying special attention to the initial heading and altitude. When the aircraft is established in a descent to the DA or after arriving at the MDA the Altitude Selector/Alerter shall be selected to the initial missed approach altitude.
I. Flap Setting
• Based on runway and weather conditions and descent profile decide on and brief the flap setting for arrival. J. V Speeds
• Determine VREF, VGA, VFRI, and VCLIMB for the flap setting and landing weight. Bug these speeds as necessary.
Example Approach Brief:
This will be an ILS Approach Runway 5 at KSHD. The Localizer Frequency is 109.5, set on the left/right, the STAUT LOM is 375. Final
Approach Course is 047°. Initial Altitude will be 3,600’ outbound at the
LOM and the final altitude will be 1,384’ at DA. Reported weather is
300’ overcast and ¾ of a mile visibility with light rain. Runway conditions are wet, landings distances have been calculated and
are____. The missed approach procedure is an initial climb to 2,600’
on runway heading. Flaps setting will be 15°. VREF is _______, VGA is _______, VFRI is ______ and VCLIMB is ______. Are there any questions?
2.2.11.7 Transfer of Controls
According to FAA AC61.115, aviation accident and incident reports show that there is a need to place special emphasis on the procedure used when exchanging flight controls. Numerous accidents have occurred due to a lack of communication or misunderstanding as to who actually had control of the aircraft. When exchanging flight controls the pilot flying will at a minimum communicate to the pilot taking the controls:
• Heading or Course • Altitude
• Current Clearance, Initial Route or Airspace Clearance A. Example
PF PM
HEADING 150, FL190, DIRECT SOGUM, YOU HAVE THE FLIGHT CONTROLS
YOU HAVE THE CONTROLS Releases the flight controls.
HEADING 150, FL190, DIRECT SOGUM, I HAVE THE FLIGHT CONTROLS
Takes the flight controls.
2.2.11.8 Mission Crew Coordination
This section provides specific guidance on Cabin and Mission Crew configurations during a standard flight. The conditions described shall be the standard terminology used between the Flight Deck and Mission Commander to coordinate configuration or condition changes. Conditions, procedures and callouts detailed below shall be used for normal and emergency operations and verbiage shall be used as described in BOLD. In limited cases such as moderate or greater turbulence where it is more appropriate to have the crew seated and belted for safety reasons, a modified condition may be set allowing the crew to continue their duties but to put additional safety measures in place. A modified condition is the exception and not the rule.
Condition Aircraft Status MSN Crew Action / Position
CONDITION ONE -Cabin Door, Cargo Hatch
and Emergency Exits closed and secured. -Engine Start and all Ground Movement Operations.
-All aircrew are onboard -Aircrew ready for engine start/ground movement.
CONDITION TWO Aircraft is in Condition
for:
-Takeoff/Landing -Operations below 4,000’ AGL and all
-Emergency Situations.
All aircrew at their crew stations: -Harnesses fastened
-Station monitors turned off -Window shades down (open) -Observation/callout readiness at 100%
-Sterile aircraft procedures -Intercom panels tuned to Intercom (IC) Net/All Common -Survival equipment ready for immediate egress.
CONDITION THREE Aircraft is in Condition
for normal operations: -Above 4,000’ AGL (or higher altitude as determined by the PIC).
Window shades up (closed): -Station monitors on -Intercoms set to mission channels
-Crew movement at discretion of the Mission Commander -Integrity check has been accomplished.
“MODIFIED”
CONDITION ____ MSN Crew actions/positions specifically designated by the PIC
to account for the reasons to modify the condition (Turbulence, etc.)
2.3 Aircraft Configurations
2.3.1
Extended Ground Operations
Due to the nature of Dynamic Aviation special missions, extended ground operations are frequently necessary. These ground runs are used by the Mission Crew to power up and properly align the mission equipment on the aircraft. These operations cause additional wear and tear on certain condition/life limited components that are not otherwise exposed to extended operations. Therefore, pilots shall make every effort to reduce wear and tear during extended ground operations by configuring the aircraft in accordance with the procedure detailed below. The Extended Ground Operations Hang Card includes a list of the items that must be turned off. If the items on the card are covered, no additional checklist is required to be run.
2.3.2
Standard Lighting Configurations
The guidance provided below shall serve as a standard for configuring Exterior Aircraft Lighting. During specific operations, lighting
configurations may be altered in accordance with local procedures, Special Instructions (SPINs) or as the PIC determines the need. Flaps ... Set/Indicating 0° Standby Hydraulic Press ... NORM Tank Aux Pumps ... Both OFF Ice Protection (above +10°C) ... OFF Speed Card ... Display EXT GRND OPS
Prior to Taxi
Flaps ... Set/Indicating ___° Standby Hydraulic Press ... Both On and Checked Tank Aux Pumps ... Both On Ice Protection (above +10°C) ... 4 or 5 Hot/Warm Up Speed Card ... Stow
2.3.2.1 Taxi
Position Lights ... On A/COL Lights ... RED Taxi Light ... On Inspection/Logo Lights ... As Required 2.3.2.2 Takeoff/Initial Climb
Position Lights ... On A/COL Lights ... WHITE Inspection/Logo Lights ... As Required Approach Lights ... On Flare lights ... On Pulse Lights ... Authorized in lieu of Approach and Flare Lights
during daylight operations
2.3.2.3 Climb (above 10,000’)
Position Lights ... On A/COL Lights ... WHITE 2.3.2.4 Cruise
Position Lights ... On A/COL Lights ... WHITE 2.3.2.5 Descent/Approach
Position Lights ... On A/COL Lights ... WHITE Pulse Lights (below 10,000’ MSL) ... On
2.3.2.6 Landing
Position Lights ... On A/COL Lights ... WHITE Inspection/Logo Lights ... As Required Approach Lights ... On Flare Lights ... On Pulse Lights ... Authorized in lieu of Approach and Flare Lights
during daylight operations
2.4 Operations in High Temperature Environments
When operating in high ambient temperature conditions it is important to take operating limitations, engine parameters and performance into consideration.
2.4.1
Ground Operations
Power Levers ... FLT IDLE (except when taxiing) Engine Intake Bypass Doors ... CLOSED
Position aircraft into the wind
Windshield Heat ... OFF until Taxi Ice Protection ... OFF until Taxi
2.4.2
WAT Limit
Reference applicable AFM or Supplemental Performance Data
2.4.3
Takeoff Considerations
Reference applicable AFM or Supplemental Performance Data The Captain shall ensure that Accelerate Stop distance and Takeoff Distance (Accelerate Go) are available for the planned departure runway.
2.5 Mission Equipment
2.5.1
Installation
Power for mission equipment is supplied from the aircraft engine-driven 3-phase 115/220 VAC variable frequency AC generators in air operations and an external mission power ground plug connected to a standard 3-phase 115/220 VAC 400 Hz GPU for operations on the ground. The aircraft’s original AC generation control, safety, indication and
distribution systems are not changed. Current AC generation operating procedures are not changed.
2.5.2
Air Operation
Mission power bus on/off control is by a switch mounted in the AC control panel in the cockpit. The pilot can select GROUND or FLIGHT operation of the mission power bus by selecting switch position. In the FLIGHT position, with engines running, the switch energizes the L/H and R/H mission bus contactor mounted in the AC junction box of each nacelle. Once energized for FLIGHT operations, the L/H and R/H mission power buses are split and supplied with power from the respective L/H or R/H aircraft AC power bus through circuit breakers.
2.5.3
Automatic Load Shedding
An automated circuit in the mission power system monitors each AC generator bus and will automatically shed the mission power load if either or both AC generators fail. In the case of a generator failure before activation of the mission power system, the monitoring circuit will not allow the mission power bus to be energized.
2.5.4
Ground Operation
For ground operations without engines running, power is supplied from the mission power ground plug through a circuit breaker. It is controlled manually from the cockpit by selecting the mission power switch to the GROUND position. In the GROUND position, the switch energizes the mission bus external power contactor installed above the wardrobe behind the cabin light control panel. Once energized for GROUND operations, the L/H and R/H mission power buses are isolated from the L/H and R/H AC power buses and tied to the external ground mission power plug by the mission bus external power contactor. During ground operations, the L/H and R/H mission power buses are tied together and supplied with power from a standard 3-phase 115/220 VAC 400Hz GPU.
2.5.5
Procedures
For ground operations utilizing a ground power source, place the Aux Power Switch in the GROUND position. During all operations in which the aircraft AC generators are to supply mission power, place the Aux Power Switch in the FLIGHT position. This will ensure that the fault protection circuits are online and monitoring the system.
Normal operations require the ship’s AC Generators to be online prior to turning Aux Power ON. This will have to be delayed until the propellers are placed in the MAX position and the AC Gens turned ON. At this point, the Aux Power switch may be placed in the FLIGHT position. Mission Power application should be delayed until the aircrafts electrical systems are online and have been verified.
In any kind of emergency, safety is priority and if the Captain determines that the Mission Power should be turned OFF, immediately inform the Mission Equipment Operators (if time and circumstances allow) and then turn the Mission Equipment off by placing the Aux Power Switch in the OFF position.
2.6 Inflight Maneuvers
2.6.1
Holding
2.6.1.1 Procedure
A. When within three minutes of the holding fix begin reducing airspeed so as to cross the fix at 200 KIAS or less at or below 6000ft MSL and 230 KIAS or less above 6000ft MSL up to and including 14,000ft MSL.
B. The recommended holding speed is 150 KIAS. Flaps must be set to 0°.
When in icing conditions, holding speed shall not be less than 150 KIAS and the flaps MUST be set to 0°.
C. Required inbound leg timing is one minute at or below 14,000ft MSL, 1.5 minutes above 14,000ft MSL, as specified in the clearance or published on the chart.
2.6.2
Special Maneuvers
Operational requirements may dictate non-standard departure and arrival patterns and profiles. Non-standard departures and arrivals shall only be conducted in Day Visual Meteorological Conditions and under Visual Flight Rules. Departures and arrivals are also subject to local ATC procedures and policies. In no case shall a flight crew deviate from local procedural requirements. The following profiles are included for reference and general guidance.
2.6.2.1 Departure Tactical Profiles A. Limitations
Flight Conditions Day VMC/VFR Only Speed Type III Climb
Power MTOP/MCP then Type III Climb Torque
Np 1050 Np
Bank Not to exceed 45°
Bleeds OFF/MIN until safe altitude
B. Random Steep or Spiral Procedure • Set Power to MTOP
• Utilize Type III Climb Speed
• Passing 400’ AGL, initiate turn towards planned departure route
• Passing 1,000’ AGL or crossing the airfield boundary, select ALE-47 to AUTO and set Climb Power
• Set Exterior Lighting in accordance with local area procedures and SPINs.
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Reference Type III Climb Torque and Speeds in applicable Operating Data Manual or Flight Manual Supplements• S et M T O P pr ior to br a k e r el eas e • N or m al T ak eo ff/ C lim b pr oc edur es thr ough rot at ion and S af e A ltit ude • A fter r ot at ion , pi tc h t o T y pe I II C lim b S peed • P as s ing S af e A lti tude , begi n s pi ral /r andom c lim b • P as s ing 10 ,000 f ee t A G L ( or c lear of t hr eat ), r ol l out of t ur n, ac c el er at e and r es u m e nor m al c lim b.
2.6.2.2 Arrival Tactical Profiles A. Limitations
Flight Conditions Day VMC/VFR Only Speed Clean: VMO Maximum
Landing Configuration: VLE Maximum – 5 KIAS
Power As Required
Np 1050 Np
Bank Not to exceed 45° (Spiral) or 30° (Curvilinear) Bleeds As Required
Configuration Aircraft configured for landing before reaching 2,000’ AGL and/or midfield downwind, whichever happens first
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Maintain Stabilized Approach Criteria as delineated in section 3.19.2B. Spiral Procedure
• From any planned direction, fly toward airfield at 10,000’ AGL or previously assigned altitude.
• Plan to arrive overhead at 200 KIAS • Configure for Landing overhead the airfield • Initiate random/spiral descent at VLE - 5 KIAS • Plan pattern to arrive at a 2 NM final at 600’ AGL • Continue stabilized normal Visual Approach to landing
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Reference Type III Climb Torque and Speeds in applicable Operating Data Manual or Flight Manual Supplements• O ve rh ea d, 10, 000’ AG L (o r a ssign ed ) • Gea r D own , F lap s 1 5 • V LE – 5 K IA S • N orm al gl id ep ath a t 2 N M fin al • Tran sit ion to n or m al lan din g
C. Curvilinear Procedure
• Curving visual approach flown from any position other than a normal straight-in or downwind.
• From random position, altitude, distance, initiate a descending turning track.
• Configure for Landing
• Plan pattern to arrive at a 2 NM final at 600’ AGL • Continue stabilized normal Visual Approach to landing
2, 000’ • Co nf igur ed F lap s A ppr oa ch, G ear D ow n • From ran dom p os ition , al titu de , dis ta nce • Ini tia te de sce ndi ng tur ni ng tra ck • Co nfi gu re n orm ally • N orm al gl id ep ath a t 2 N M fin al • Tran sit ion to n or m al lan din g
2.7 Flight Training Maneuvers
The maneuvers outlined in this chapter are for use in FLIGHT TRAINING ONLY. These maneuvers are not authorized in aircraft outside of company approved flight training events. All VFR maneuvers will be performed in the Simulator or at approximately 5,000 AGL or above. Any departure from these limitations must be cleared through the Chief Pilot or VP of Flight Operations. Some maneuvers conducted to meet the Part 142 requirements during Simulator Training are not detailed here, but will be thoroughly briefed by the instructor prior to the flight.
2.7.1
Steep Turns
Upon reaching the appropriate altitude, the aircraft will be configured. The heading bug should be used for heading reference to complete the turn if available. Rolling through 30° of bank the PM shall add
approximately 5-10% torque. Increase pitch to approximately 4° nose up. Steep turns will be completed with reference to the flight
instruments. The PM shall call out 30o prior to rollout heading. As the PF rolls out of the turn, the PM shall decrease the power and the PF will release the back pressure that was held during the turn. Once stabilized in level flight the PM shall set the FD to HDG/ALT SEL and engage the autopilot at the PFs direction.
M ain ta in 4 5 o o f B an k 1. Adj ust pi tch a nd po w er a s ne ce ssa ry Pa ssi ng t hro ugh 3 0 o o f b an k 1. PM - A dd a pp rox im ately 5 -1 0% tor qu e 2. PF - S et p itch to a pp rox im ately 4 ° n os e u p Ro ll o ut t hro ug h 3 0 o 1. Red uce P ow er 2. Relea se b ac k p re ssu re on yo ke 3. Tri m fo r l ev el flig ht 4. HD G, A LT SEL , A P e ng ag ed In itia l Co nfig ura tio n 1. To rq ue … …… … …… … …… … …. 45 % 2. Co nd itio n L ev ers … ..1 ,05 0 R PM 3. Air sp ee d… … … …… …… 15 0 k no ts 4. He ad ing b ug … … …… … …… … .SE T Ro ll O ut 1. Ca ll o ut 3 0 o from roll ou t h ea din g